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CIVIL AVIATION REQUIREMENTS

SECTION – 2

SERIES –A PART-III

Objectives and Targets of Airworthiness Directorate of

Civil Aviation Department.

Emergency Landing (E/L) :

It is an unintentional landing and effected on account of failure/malfunction of
an aircraft component or system.

Hard-Time Maintenance :
"Hard-Time" maintenance is the primary maintenance process requiring
assembly, inspection of aircraft and aircraft components at fixed periods.

On-Condition maintenance :
"On-condition" maintenance is the accomplishment of repetitive (1) visual
inspections, or (2) physical measurement, or (3) Insitu/Bench test, etc. to
determine the continued serviceability of aircraft and aircraft components
without having to dismantle them completely and before such components reach
a critical stage in their operation.

Condition Monitoring :
"Condition Monitoring" is the maintenance process for locating and resolving
problem areas through analytical study of "malfunctions" or "Failure", not
affecting safety of aircraft.

Preventive Maintenance :
It constitutes work performed at pre-determined intervals to maintain an
aircraft, aircraft components or aircraft systems in an airworthy condition
4.3 Keeping the target "achieving maximum measure of safety through
observance of highest possible maintenance standards" in view, all operators
(including private operators) are required to submit the following information
periodically to the concerned Regional or Sub-regional Airworthiness Office:-
(a) Number of emergency landings effected during the period under review.
(b) Total number of hours flown on each type of aircraft in the fleet during the
period.
Note:-(a) and (b) would provide a parameter called "emergency landings per
1000 hrs." for comparison. (c) Number of notifiable accidents (vide Aircraft
Rule 68) encountered during the period.
Note:-(b) and (c) would provide a parameter called "accidents per 1000 hrs.".
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(d) Total number of engine hours flown for each type of engine in the fleet
(number of engine hours = No. Of airframe hours x number of engines installed
on that type of aircraft) during the period. (e) Total number of "In flight shut
down" (IFSD) of engines experienced in respect of each type of engine in the
fleet.
Note:-(d) and (e) would provide a parameter called IFSD rate
(IFSD/1000 hrs.) (f) Number of services scheduled during the period; and
(g) Number of services which were delayed for more than 15 minutes on
account of engineering defects (including cancelled flights) during the period.
Note:-(f) and (g) when worked out on percentage basis would
provide a parameter called "Dispatch Reliability".

The above information in a consolidated manner (information concerning

individual major defect/incident/accident shall continue to be furnished to
DGCA as required elsewhere) shall be furnished by the undermentioned type of
operators at the frequency shown against each type of operator:-

(a) Private operators would only furnish information called

at 4.3 (a) to (e) every 6 months.
(b) Non-Scheduled operators, aerial work operators, training aircraft operators
would furnish information only called at 4.3 (a) to (e) every 3 months.
(c) Scheduled operators would furnish information called at 4.3(a) to (g) every
month.
Note:- Even if the information is 'NIL' the same shall be intimated.

SERIES 'A' PART IV

Airworthiness Regulation and Safety Oversight of
Engineering Activities of Operators.

OBJECTIVE:

1.1 Safety oversight of engineering activities of operator and maintenance

organisation is a function to ensure effective implementation of the safety
related airworthiness rules, regulations and requirements contained in the
various National documents and Standards and Recommended Practices and
associated procedures contained in the ICAO Annexes to the Convention and
other related documents particularly Annexes 1,6,8. The safety oversight
airworthiness programme is aimed to detect the weaknesses in the engineering
activities of the operators, maintenance and other related organisations so that
necessary corrective measures can be taken in time before they become a
potential safety hazard and that the capability of the organisation to exercise
airworthiness control be maintained at or above the level required by the
regulations.
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1.2 All maintenance work on aircraft engaged in public transport operations shall
be performed by approved organisations. All work performed by an approved
organisation shall be regulated by its Quality Control Organisation which shall
be headed by an approved Quality Control Manager. The approved organisations
shall ensure that aircraft are maintained in accordance with the specified
approved procedures and the maintenance work is done by licensed or approved
persons.

1.3 Directorate General of Civil Aviation lays down the standards and
procedures for ensuring compliance with various airworthiness requirements and
continuous monitoring of approved organisations. These requirements are aimed
to implement the standards and recommended practices laid down in the ICAO
Annexes 1, 6 and 8.

1.4 DGCA regional and sub-regional officers carry out surveillance checks to
ensure that the standards laid down are enforced. The Regional and Sub-
Regional offices give feed-back to headquarters regarding any weaknesses in
the systems, and also suggested corrective actions. DGCA headquarters,
thereafter, takes necessary corrective action under the Aircraft Rules/CAR to
remove the system deficiencies.

1.5 This Civil Aviation Requirement briefly outlines the salient airworthiness
requirements and the system under which the airworthiness control and the
safety oversight is required to be exercised on the engineering activities by the
operators and the DGCA officers. The CAR is issued under the provisions of
Rule 133A of the Aircraft Rules, 1937 and Section A of the Aircraft Act, 1934
for information, guidance and compliance by the concerned agencies.

AIRWORTHINESS AND SAFETY REGULATION - OVERVIEW:

Various statutory/regulatory documents, namely the Aircraft Act 1934, the

Aircraft Rules 1937, Aeronautical Information Publication (AIP), Civil Aviation
Requirements (CAR), Aeronautical Information Circular (AIC), stipulate the
safety and airworthiness requirements applicable to different type of
operations and maintenance activities, which shall be complied with by the
concerned organisation. In addition implementation of the following salient
airworthiness and safety requirements shall be closely monitored by the
organisation and DGCA officers to enhance safety of operations.
MAXIMUM AGE FOR IMPORTANT OF AIRCRAFT:
The maximum permissible age and cycle flying hours of aircraft for import into
India Shall be in accordance with CAR Section 2 Series 'F' Part XX and CAR
Section 3 Series'C'.
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REGISTRATION OF AIRCRAFT:
In accordance with Rule 5 of the Aircraft Rules, 1937, no person shall fly or
assist in flying any aircraft unless it has been registered in accordance with
Rule 30 of the Aircraft Rules, 1937. The procedure for registration is detailed
in CAR Section 2, Series 'F' Part I. Further, the aircraft shall bear its
nationality and registration marking and the name and address of the owner
affixed thereon in accordance with Rule 37 of the Aircraft Rules, 1937.
AIRCRAFT TYPE CERTIFICATE:
To be eligible for issue of Indian Certificate of Airworthiness (C of A), each
aircraft either manufactured in India or elsewhere shall conform to Type
Design and shall be in a condition for safe operation. In accordance with
Rule 49 of the Aircraft Rules, 1937 and CAR Section 2, Series 'F' Part II,
aircraft designed and manufactured in India, shall be type certificated by
DGCA, India. Aircraft imported into India, must conform to Type Design under
the regulations of Federal Aviation Administration of USA (FAA), European
Airworthiness Consortium (JAA) or any other authority acceptable to DGCA,
India.
AIRWORTHINESS:
In Accordance with Rule 15 of the Aircraft Rules, 1937, no aircraft registered
in India shall be flown unless it has a current and valid C of A issued/revalidated
in accordance with Rule 50 of the Aircraft Rules, 1937 unless it is flown for the
purpose of flight test for C of A renewal in the close vicinity of the departing
aerodrome. The procedure for issue and revalidation of C of A is detailed in
CARSection 2, Series 'F' Part III & IV.

All aircraft shall be maintained in a continuous state of airworthiness and meet

the applicable airworthiness requirements including those relating to
identification, equipment, mandatory modification, applicable maintencnce
schedules, replacement of components when due, failing which the C of A shall
stand suspended or deemed to be suspended in accordance with Rule 55 the
Aicraft Rules, 1937 CARSection 2 Series 'F' Part V.

It shall be ensured by the operator that all instruments, systems, equipment

and accessories on board the aircraft are serviceable unless these are covered
under an approved Minimum Equipment/Configuration Deviation List (MEL/CDL).
The MEL/CDL shall be prepared by the operator based on the Master Minimum
Equipment List and got approved by the DGCA in accordance with CAR Section
2, Series 'B' Part I.

Maintenance support arrangements shall only be provided by the organisations

approved by the DGCA for the specific type of work in accordance with CAR
Section 2, Series 'E'. Such arrangements shall be reflected in the Quality
Control manual of the operators.
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The approved organisation shall provide, for the use and guidance of its
personnel, Engineering Organisation manual Quality Control Manual, Maintenance
System Manual, which shall contain details of information concerning policies,
procedures, practices and quality control method relating to activities of the
operator and containing such further information as may be specified by the
DGCA.

The approved Maintenance Organisations shall maintain their capability at or

above the standard based on which initial approval was accorded by the DGCA.
To ensure that the operator has continued capability to conduct engineering
functions commensurate with the scope of approval, the Quality Control Division
of the organisation shall carry out detailed audit frequently and submit report
to the concerned office of the DGCA. The DGCA officers shall also conduct
frequent surveillance checks. Discrepancies detected must be rectified
forthwith, failing which approval of the firm may be revoked.

The operaor shall submit the following information while applying for renewal of
approval of the Organisation.
a. continued compliance of applicable Aircraft Rules, CARs and AICs.
b. In-house safety audit team reports highlighting the discrepancies of the
operator along with the action taken report carried out within 60 days prior to
expiry of the validity of approval.

The operator shall maintain his aircraft in a continued state of airworthiness

and shall ensure that all maintenance is being performed according to the
approved maintenance programme, methods, standards and techniques specified
in the Maintencance/Quality Control Manual. Detailed requirements for
maintenance, certification and continued maintenance programme laid down in
Rule 60 of the Aircraft Rules, 1937 and CAR Section 2 Series 'F' Part III and
IX shall be complied with.

The approved organisation shall have the maintenance programme of the

aircraft approved prior to commencement of operations. The operator can base
his programme on the manufacturers' Maintenance Planning Document (MPD) or
any DGCA approved programme and shall have adequate facilities in terms of
trained manpower, adequate inventory, reliability monitoring system, shop
facilities etc. The maintenance programme once approved, shall be updated
based on DGCA/Manufacturers instructions, SBS, in service experience etc.

OUALITY CONTROL:
The approved organisation shall have a full-fledged Quality Control Department
headed by a Quality Control Manager assisted by Deputy Quality Control
Manager(s) and adequate mumber of trained technical officers.
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The Quality Control department shall have dedicated cells for:

a. delay, defect and engineering incident investigation
b. relibility analysis, engine performance monitoring and component life control
c. compliance of servive bulletins and modifications, maintenance of technical
records, schedules, issue of technical circulars and distribution of technical
data.

The Quality Control cell shall have a proper system of maintaining the records
of each AME/approved authorised person (including foreign AMEs, if employed)
in order to ensure that:
a. the licences are maintained current/valid.
b. the licences are endorsed for the type of aircraft;
c. authorsation/approvals are current/valid. For this purpose a fool proof
system of record keeping in proper formats, preferably a computer based
system, shall be established and followed.

The operator shall ensure compliance of all applicable Mandatory SBs/Mods and
Airworthiness Directives and proper record be maintained to show current
status, repeat and terminating actions.

The QC department shall ensure that all certifications are executed by

appropriately licenced/approved persons and according to procedures specified
in the approved Quality Control Mannual.

The QC department shall ensure that carried forward defects and deferred
maintenance are properly attended in time.

QC department shall ensure that vendors hold DGCA approval.

The various allied/support shops shall comply with regulations regarding

cleanliness, approved schedules, documents, calibration and adequacy of test
benches and availability of approved inspector-in-charge and sufficient numnber
of licensed/approved personnel, as applicable.

The QC cell shall associate with Flight Safety Department to investigate

engineering incidents & take such corrective measures promptly as called for.

The storage facilities shall be adequate in terms of protection of part, control

of shelf life, storage conditions etc.

Negative trends in the maintenance/inspection programme noted during routine

surveillance or by continuing surveillance programme shall be immediately
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arrested and action taken to reverse the trend. Examples of situations

indicating negative trends include increase in the following:
- Aircraft delays
- Premature removal rates
- Number of engine shut down rates,
- Number of short term escalations,
- Deferred maintenance (MEL) items and length of time they remain deferred.
- Repeat Pilot Reports etc.

The operator shall have a sound airworthiness performance monitoring system.

This function provides for collecting and analysing operational and airworthiness
data. This monitoring is done through:-
a. Emergency responding which includes identifying critical situations like in
Flight Shut Down (IFSD), uncontained engine failure, depressurization etc.
b Day to Day Monitoring: Scheduled operators shall conduct daily meeting to
discuss morning launch delays and activities of the previous day. Other
operators may conduct these meetings at less frequent intervals.
c Long term monitoring: This system shall include appropriate means of
reporting and accounting operational and airworthiness data at specified
intervals to reveal trend related information and take corrective action. Typical
example of the data used to monitor airworthiness performance are:-
- Pilot reports complied ATA codewise.
- Inspection findings complied ATA codewise, Failure rates compled ATA
codewise.
- Tear down/strip reports
- Pre-mature removal rate (Including engine)
- Engine shut down rate
- Deferred items (MEL)
- Mechanical Defect summeries.
- Mechanical Reliability Reports.

SERIES 'B', PART I

Minimum Equipment List (MEL)

Applicability
Sub rule (5) of rule 60 of the Aircraft Rules, 1937 interalia states that no
aircraft shall be released for flight with defects/ damage unless these are
covered in the approved deficiency list/ Minimum Equipment List (MEL). All
Scheduled, Nonscheduled and General Aviation operators shall prepare MEL on
the basis of Master Minimum Equipment List (MMEL) issued by the State of
design/ manufacture.

Framing of MEL
The operator while framing MEL shall ensure the following:
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(i) The MEL is based on the MMEL. It shall be ensured that the MMEL has all
the latest revisions approved by the regulatory authority of the country of
design/ manufacture.
(ii) The operator shall specify his philosophy for invoking MEL in the preamble
to the MEL.
(iii) Where included in the MMEL, the Preamble to the MEL shall define the
rectification interval of the defects. In general, the MEL items may be
categorized as follows:
Category ‗A‘: Items in this category shall be repaired within the time interval
specified in the remarks column of the MEL.
Category ‗B‘: Items in this category shall be repaired within three (3)
consecutive calendar days, excluding the day the malfunction was recorded in
the aircraft maintenance record/logbook.
Category ‗C‘: Items in this category shall be repaired within ten (10) consecutive
calendar days, excluding the day the malfunction was recorded in the aircraft
maintenance record/logbook.
Category ‗D‘: Items in this category shall be repaired within one hundred and
twenty (120) consecutive calendar days, excluding the day the
malfunction was recorded in the aircraft maintenance log and/or
record.
For the purpose of catgorisation, the ‗Flight Day‘ as used in the MEL shall
mean a 24 hour period (from midnight to midnight) either Universal Coordinated
time (UTC) or local time, as established by the operator in their preamble,
during which at least one flight is initiated for the affected aircraft.
(iv) The preamble of the MEL shall also stipulate that whenever the MEL is
invoked, the flight dispatch shall be informed.
(v) The preamble shall include the procedures of acceptance of defects and the
requirement of making technical entries in Aircraft Technical log. Procedure for
invoking MEL after commencement of flight (chocks off) shall also be included.
(vi) Explanation of the following shall be included in the preamble;
i) ‗O‘ & ‗M‘ items
ii) ETOPS items, RVSM items and other comments on MEL items.

The regulatory requirements referred to in the MMEL such as TCAS, GPWS,

CVR, DFDR, Emergency Escape Path Mark lighting etc. should be included
based on the relevant requirements in the CAR. A list of such MEL items shall
be submitted to the local Airworthiness Office.

While seeking approval, the operator shall submit a certificate that the MEL
has been prepared in consultation with the operations department.

The MEL shall include all the maintenance and operational procedures given by
the manufacturer in Dispatch and Deviation Procedures Guide (DDPG)/
Operations procedures.
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It shall be ensured by the operator that the MEL is not less restrictive than
the MMEL.

For items not included in the MMEL, but forming part of the MEL, due
justification for the same shall be provided by the operator.

The operators MEL shall also include the relevant definitions and
abbreviations.

Approval of MEL
The MEL shall be prepared by the operator based on the MMEL. The MEL (in
triplicate) along with a copy of the MMEL shall be submitted to the Regional
Airworthiness Office (RAO) at the station, where the aircraft is mainly based
for approval. While submitting the MEL and its revisions for approval, the
operator shall ensure that these conform to the latest revision of MMEL. The
MMEL revision number shall be indicated on the MEL.

After scrutiny, the head of RAO shall submit the MEL to the assigned FOI for
further scrutiny from operational angle. The MEL cases, where the operator is
based in a sub regional office shall, after thorough scrutiny from the
airworthiness angle, be forwarded to RAO for scrutiny by FOI.

Any deficiency noticed during scrutiny either by Airworthiness office or FOI

shall be referred to the operator by the RAO for corrective action.

On being satisfied that the proposed MEL meets the MMEL and DGCA
regulatory provisions from maintenance and operational aspects, the MEL shall
be approved by the Regional office under intimation to the DGCA Headquarters
(Attn. Airworthiness Directorate) along with a copy of approved MEL.

Approval of any revision/ amendment to the MEL shall be done following the
same procedure as given above.

A copy of the approved MEL shall be carried on board the aircraft as part of
the Operations Manual. The manual will contain procedures for continuation of
flight should any items of equipment required for operation of flight become
unserviceable.
SERIES 'B', PART II
Preparation and use of Cockpit and Emergency Check List.

Aircraft Rule 7B requires every aircraft, registered in India, to carry on board

"Cockpit check List" and "Emergency Check List" as specified by the Director
General for the particular type of aircraft. This part of the CAR Series ‗B'
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specifies the procedure to be followed for preparation and use of check lists.

"Cockpit Check list" means a list containing items of inspection/action to be

performed by the flight crew, in the order as listed, and in the circumstances
as indicated, for ensuring safe operation of aircraft.

"Emergency Check List" means a list containing items of action to be

performed by the flight crew in the order as listed, whenever emergent
situations develop in flight on account of failure/malfunction of aircraft
systems/components and requiring extra alertness on the part of flight crew,
for ensuring safe operation of aircraft.

SERIES 'C', PART I

Defect Recording, Reporting, Investigation, Rectification
and Analysis.

Aircraft component: means any part, the soundness and correct functioning of
which, when fitted on an aircraft, is essential to the continued airworthiness or
safety of the aircraft, or its occupants.

Defect: means a condition existing in an aircraft (including its systems) or

aircraft component arising from any cause other than damage, which would
preclude it or another aircraft component from performing their intended
functions or would reduce the expected service life of the aircraft or aircraft
component.

Major Defect: means a defect of such nature that reduces the safety of the
aircraft or its occupants and includes defects discovered as a result of the
occurrence of any emergency or in the course of normal operation of
maintenance.

Repetitive Defect: means a defect in an aircraft (including its components and

systems) which recurs, inspite of rectification attempt, on the same aircraft.

Maintenance: The performance of tasks required to ensure the continuing

airworthiness of an aircraft including any one or combination of overhaul,
inspection, replacement, defect rectification, and the embodiment of a
modification or repair.

Repair: The restoration of an Aeronautical product to an airworthy condition to

ensure that the aircraft continues to comply with the design aspects of the
appropriate airworthiness requirements used for the issuance of the Type
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Certificate for the respective aircraft type, after it has been damaged or
subjected
to wear.

Major Repair means a design change that is intended to restore an aeronautical

product to an airworthy condition.
(i) when the damage or wear being repaired or restored to airworthiness
condition might appreciably affect the weight, balance, structural
strength, performance, power plant operation, flight characteristics, or
other qualities affecting airworthiness or environmental characteristics
or
(ii) that will be embodied in the product using nonstandard practices.

Minor Repair means a repair other than a major repair.

Operator means a person, organisation or enterprise engaged in or

offering to engage in aircraft operation;
Note :- All Scheduled, Non Scheduled , State Government / BSF aircraft ,
Private aircraft operator and any other organization or person engaged in
aircraft operation fall under the scope of this definition .

Scheduled Operator: means an aircraft operator which operates its fleet,

whole or part of it, as per a published schedule.

Approved Organization (AO) means an organization approved by DGCA

engaged in manufacture, maintenance, processing, testing, storage and
distribution of civil aircraft, aircraft components, items of equipment, aircraft
goods and Training School.

Approved Maintenance Organization (AMO) means an organization approved

by DGCA in Category ―C‖ in accordance with CAR Section 2 Series E part I.

Aircraft Fleet:- Minimum Three aircraft of a particular type / Model shall

constitute a fleet for the purpose of this CAR.

"Initial Information”: - All defects classified as "major" or those requiring

"major repair" or which are serious in nature and attracting public attention
shall be intimated immediately on telephone by all Operators / Organisations to
RAWO followed by written information . The written information containing
complete details shall be forwarded , in Case of ;
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Scheduled Operators : within 24 hours of the occurrence .

Operators Other Than Scheduled Operators with in three days of the
occurrence of the defect. At least the following information will be indicated
a. Name of the Organization / Operator
b. Aircraft type and registration No.
c. Date and place of occurrence of the defect
d. Details of the defect(s) and the rectification action taken
Note :- The complete details of defect(s) in case of defects reported on an
aircraft at outstations may be sent on receipt of information by the "main
(maintenance) base" of a Scheduled Operator with in a maximum period of three
days unless otherwise required by the concerned RAWO, . The format for
reporting defect(s) prescribed at Appendix ‗II ‗.

All defects, whether major or not and including repetitive ones, shall be taken
into account for computing statistics for determining components/systems
reliability indices in case of scheduled operators , as called for in the CAR
Series 'C' Part V, and each repetition of the defect shall be considered as "a
defect" for the purpose of computation of reliability index provided
rectification was attempted.

Scheduled Operators ―Defects causing Mechanical delays on aircraft

operated by Scheduled operators" : Delay to a scheduled service of 15
minutes' duration or more, on account of aircraft defect (whether major or
not), shall be reported to Regional Airworthiness Office within 24 hours
(working hours of Airworthiness Office) of receipt of information about the
delay by the "main maintenance base" (for the type of aircraft involved) of an
operator as per the format given in ‗ Appendix III ‗ or giving at least the
following information:-
(a) Service Number, date and place of delay
(b) Type and Registration No. of the aircraft
(c) Duration of Delay
(d) Brief reason for the delay and the rectification action taken.

An operator/ AMO shall periodically, at least once in three months , analyse the
investigation results of all the defects, whether major or not, collectively to
determine, weakness, if any , in the basic design of a component or in the lay out
of a system or in the maintenance technique adopted to perform the work
involved , exists. If weaknesses are detected, then necessary corrective action
shall be taken by the operator / AMO under intimation to Regional
Airworthiness Office. All faults, malfunctions, defects and other occurrences
which cause or may cause service difficulties or any adverse effects on the
continuing airworthiness of the aircraft shall be reported by all operators /
approved maintenance organizations, to the manufacturers/designer of the
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aircraft/engine/propeller/system/ components at the earliest but not later

than seven days of the occurrence , for a continuous assessment of the
design features of the aircraft. The type of information which the operator
should provide to the manufacturer assessing the reported service difficulties
and rendering advice is given at ‗Appendix IV ‗ to this CAR.

Fleet Performance, Engineering Statistics and Analysis:

( This item may be read in conjunction with AAC 5 of 2001 )
Scheduled Operators shall prepare a monthly report in respect of fleet
performance and engineering statistics for determining the reliability of
aircraft components and aircraft system, as required vide CAR Series 'C' Part
V. The monthly statistics shall at least include the following:-
(a) Premature removal rate of all components.
(b) Brief information about individual "in-flight shut-down (including
flame-out)‖ and inflight shut-down rate of all types of engines in the
fleet.
(c) Brief information about individual abortive "take-off"; and Number of
"take-offs' per delay (of 15 minutes' duration or more, including the
cancelled flights)
Operators Other Than Scheduled Operators shall forward the fleet
performance report quarterly .A copy of the "Fleet performance and
engineering statistics" report shall be forwarded each to Regional
Airworthiness Office and to DGCA (Headquarters,attention DAW).

The records, associated with the defects and their rectification actions, shall
be preserved for a period of one year and may be required for consultation at
the time of renewal of C of A of an aircraft.

The components, associated with the major defects shall be preserved for a
period of two weeks from the date of intimation of the defect, unless required
(in writing), by the concerned Regional and Sub-Regional Airworthiness Office,
to be preserved longer.

CLASSIFICATION OF MAJOR DEFECTS

Given below is a list of Major defects, classified into two Groups i.e. Group-I
and Group-II. The list is only a guideline and is not exhaustive. Each operator
shall report the occurrence or detection of any one or more major defect so
classified either in Group-I or Group-II.

Group-I
a. fires during flight;
b. fires during flight not protected by a related fire warning system;
c. an engine exhaust system that causes damage during flight to the engine,
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adjacent structure, equipment or components;

d. engine shutdown during flight with external damage to the engine or aircraft
structure occurs;
e. defect to an aircraft component that causes accumulation or circulation of
smoke, vapour, or toxic or noxious fumes in the crew compartment or
passenger cabin during flight;
f. any other major damage/ defect requiring extensive repair/ inspection/
modification to the aircraft (or/and in cases as desired by local DAW office ).

Group-II
a. false fire warnings during flight;
b. engine shutdown during flight because of flame-out;
c. engine shutdown during flight due to foreign object ingestion or icing;
d. shutdown during flight of more than one engine;
e. defect of a propeller feathering system or ability of the system to control
over
-speed during flight;
f. Defect of a fuel or fuel-dumping system that affects fuel flow or causes
hazardous leakage during flight;
g. defect related to landing gear extension or retraction, or opening or closing
of landing gear doors , during flight;
h. brake system components that result in loss of brake actuating force when
the aircraft is in motion on the ground;
i. damage to aircraft structure that requires major repair;
j. cracks, permanent deformation, or corrosion of aircraft structure, if more
than the maximum acceptable to the manufacturer or the DGCA;
k. damage of aircraft components or systems that result in taking emergency
actions during flight (except action to shut down an engine);
l. each interruption to a flight , unscheduled change of aircraft en route, or
unscheduled stop or diversion from a route, caused by known or suspected
mechanical difficulties or malfunctions;

Note: Occurrence of a major defect falling under the classification of Group-I

requires rectification of the defect and validation/ restoration of Certificate
of Flight Release. (as per CAR Section 2-Airworthiness series F Part VIII)
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SERIES 'C' PART II

Flight Report - Recording of IN-FLIGHT Instrument
Reading and Reporting of Flight Defect

Crew must record all parameter readings, as indicated by the respective

instruments under the appropriate columns of the approved flight reports
including the AVM (Airborne Vibration Monitoring) readings.

These recordings should be made at least once in each sector of the flight,
under stabilised cruise conditions, and also in the event of emergency conditions
of flight, however, on flight sectors of short duration, where the aircraft is
unable to obtain the stabilised cruise conditions of flight, recording of
parameter readings may be omitted, unless unusual parameters are observed
during climbs or descent phases.

Defect observed by the crew, during preflight, in-flight and post-flight periods
must be entered in the relevant columns of the flight report, giving full details
of their observations, with relevance to parameter readings, where applicable.

Even if there are no defects, 'NIL' reports must be recorded and signed by
the crew for each sector of the flight.

Where, necessary special reports regarding incidents, accidents or other

relevant observations made during the course of the flight, shall be recorded
with details of each case to enable proper follow up action.

Before releasing the aircraft for service the AME's shall examine pilots defect
reports after each sector of the flight and take appropriate rectification
action and record the same item wise in the flight reports under their
signatures.

AME's must ensure that the crew have signed the 'Pilot Defect Report' even if
the defect is 'NIL'. In case the crew have failed to make any entry in the
"PDR" they shall not certify the aircraft till, the defect report for the
previous flights is filled and signed by the crew.

On arrival of the aircraft at the main base all parameter readings, must be
checked and analysed to examine the satisfactory functioning of the various
aircraft and engine systems and to ensure that the rectification action taken
during the preceding flight sectors was appropriate by the Chief of Inspection
of the area concerned or his designated representative.
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SERIES 'C' PART IV

Analytical study of in-flight instrument readings/
recordings of aircraft.

For each aircraft various instruments readings or deviations from standard

recordings as required by the manufacturers/DGCA, available from machmeter,
fuel flow meter, air speed indicator, altitude indicator, out side air temperature
gauge and engine parameters from N1 and N2 (rpm) indicators, EPR, EGT, AVM
gauges etc., shall be regularly plotted on a graph or tabulated.

The plotted/recorded data shall be evaluated every month against the Alert
Values, suggested by an operator and as approved by DGCA, to determine that
engine and airframe performance, remains within acceptable limits. For
determining the performance of airframe, a relationship between Fuel Flow and
TAS (True Air Speed) shall be established. Required corrective action shall be
taken for the deterioration observed. This procedure shall be reflected in the
Quality Control/Maintenance System Manual.

*The operators carrying out regular flight monitoring will not be required to
carry out routine test flights, except under the circumstances mentioned in
CAR Series 'T' Part II.

In event of deterioration being observed in respect:

(i) of engine, Regional Airworthiness Office may require accomplishment of such
curative measures as considered necessary or may even require replacement of
the deteriorated engine;
(ii) of airframe, Regional Airworthiness Office may require the carrying out of
test flights to determine the increase in drag.

SERIES 'C' PART V

Maintenance Control by Reliability Method.

The Maintenance Control by Reliability Method will alert the organisation in

time and help it in identifying the potential problems existing on its aircraft,
engines and accessories and will thus enable it to take preventive/curative
measures expeditiously.

The method permits an organisation having sizable fleet of aircraft to amend

and refine its existing system of maintenance in respect of each type of
aircraft and its major components, in its fleet, in consultation with Regional
Airworthiness Office of DGCA, so as to improve the service reliability of its
fleet.
 P a g e | 17

SOURCES OF INFORMATION :

The aircraft are maintained in continuous state of airworthiness by means of

Scheduled and Unscheduled maintenance. The Scheduled Maintenance consists
of servicing aircraft and its systems at designated time intervals, component
changes at predetermined periods, scheduled inspections and scheduled
modifications. The Unscheduled Maintenance consists of corrective maintenance
brought about as a result of pilot reported defects and other inspection
"Finds".
The Reliability Monitoring Unit will gather information from both Scheduled
Maintenance and Un-scheduled Maintenance for Reliability control. The likely
primary sources of information will be:-
(i) Unscheduled removals.
(ii) Confirmed failures.
(iii)Deficiencies observed and corrected during scheduled services but
otherwise not reportable.
(iv) Pilot reports.
(v) Sampling inspections.
(vi) Shop findings/Bench Check reports.

INFORMATION ANALYSIS AND REMEDIAL MEASURES :

The operator will describe in the programme, its system of data analysis and its
application to Maintenance Control Programme. It will describe in detail types of
action which will be triggered by the persons whenever trends reveal
abnormal level of reliability.

The aircraft system reliability will be measured by the number of pilot reported
defects applicable to the system per 1,000 flight hours.

If the system is over the alert, an 'Alert Notice' will be issued by Reliability
Monitoring Unit to all concerned persons in his organisation and a report in
duplicate will be forwarded to the Regional Airworthiness Office on 25th of
every month.

Where applicable, this information will also contain in summary form the
measures adopted by the operator in controlling the situation. The information
will contain pertinent comments/reports offered by specialists, manufacturers,
etc., and will, if possible, contain extent of progress achieved.

Subsequent reports will continue to be sent to the Regional Airworthiness

Office till the performance returns below the Alert Value.
 P a g e | 18

The Regional Airworthiness office will relay one copy of the report to DGCA
(Attention: Director of Airworthiness within 72 hrs. of receipt of the same.

All aircraft systems will be recorded as per ATA-100 code.

ESTABLISHING ALERT VALUES :

Statistical techniques in arriving at Reliability Control figures (Alert Values) will

be used. The Alert Values will be numerically equal to the "Mean Value" plus
"Two Standard Deviations".

The figures/standards will be justified by an operator in the light of

operator's own experience supplemented by any other appropriate industry
experience, if available.

The operator may at his discretion provide a Reliability band or range for
measuring its quality of maintenance and if accepted by the Airworthiness
Authorities will form the reference standard which shall be met by the
operator.

Displays should cover following details and will be forwarded to the Regional
Airworthiness Office by the 25th of each month:
(a) Aircraft system and/or component reliability numerically expressed as the
number of reported failures per 1000 aircraft hours or other appropriate
denominator.
(b) Aircraft system and/or component reliability numerically expressed as the
number of non-routine removals per 1000 aircraft hours or other appropriate
denominator.
(c) Aircraft system and/or component reliability numerically expressed as the
number of confirmed failure per 1000 aircraft hours or other appropriate
denominator.
(d) Graphic presentation of (c) operating experience in relation to the level of
performance established.
All above said displays will be preserved by the operator for atleast two years.

Following changes will require prior approval of DGCA:-

(a) Change in policy regarding method of computing performance number (Alert
Value).
(b) Any upward change in TBO or 'service-time-increase' in schedule.
(c) Change in displays that would alter the type of information or frequency of
information.
(d) Transfer of system/component from one type of control to other method of
control.
(f) Data collection system.
 P a g e | 19

(g) Data analysis Method.

SERIES 'D' PART I

RELIABILITY PROGRAMME (ENGINES).

3.3 The operator will keep a current running record of the cause of all inflight
shut-downs and engine inflight hours and consolidate this data on a monthly
basis. By the 10th day of each month the operator will report to the Regional
Airworthiness Office, the shut-down rate, number of engines hours flown,
number of inflight shut-downs and the reliability index.

3.4 By the 25th day of each month the above report will be supplemented by
information listing the inflight shut-downs (classified as critical and not critical)
for the previous month showing causes and preventive action taken, and will also
include part No., serial number, total time run, time since overhaul, time since
inspection of the engine and units parts concerned. If information on the cause
is not yet available, the symptoms observed that led to the shutdown will be
given. The cause may be communicated later.

The Regional Airworthiness Offices will analyse the reports submitted (vide 3.3
and 3.4) and forward them to the DGCA.

If the operator's reliability index is above the alert value he will in addition to
the information mentioned in para 3.4 submit a corrective programme to the
Regional Airworthiness Office by the 25th day of the month.

These corrective programmes will outline the measures to be taken to improve

the reliability, the effective dates of the completion, projected reliability and
any other information relevant to the problem. Examples of a corrective
programme will be:
(i) Increased inspection frequency or amendment of inspection procedures.
(ii) Changes in operational procedures or limits.
(iii)Additional maintenance/flight training.
(iv) Modification to the existing parts.
(v) Reduction in overhaul times.
NOTE:Reliability is a function of many factors viz. Basic design, operations,
personnel training, maintenance, overhaul and many others. It is important that
all aspects be considered while framing a corrective programme.

The operators corrective programme will be reviewed by the Regional

Airworthiness Office for completeness and acceptability and an analysis will be
made to determine the causes or factors causing the low reliability.

During the time the operator is in the 'Alert' area, the regional office will:-
 P a g e | 20

(a) monitor these corrective programme closely to determine their

effectiveness and indicate the necessity of amendment.
(b) keep the Director General of Civil Aviation informed of the progress and
effectiveness of the corrective programmes, so that the Director General of
Civil Aviation may be in a better position to advise them to co-ordinate the
problems with the other regions.

If the corrective programmes fails to improve the reliability, further analysis

of the causes will be made and the Regional Airworthiness Office may take
action that is appropriate for the improvement for the same.

AIRCRAFT IN FLEET Number of aircraft entered in the Air Operator Permit.

AIRCRAFT IN SERVICE No. of Aircraft days flown ÷ No. of days in the month.

AVERAGE HOURS/ FLIGHT Total flying hrs÷ Total landings (including touch and
go)

ALERT VALUE Alert value means maximum deviation from the normal operating
limit but within the allowable operating range, which will not cause malfunction
to an extent where aircraft safety is in jeopardy.

BLOCK HOURS The total time from the moment the aircraft first moves from
the loading point until it stops at the unloading point.
Total Flying Hours in the
month
DAILY UTILISATION - EACH AIRCRAFT -----------------------------------------
----------------
Total no. of Aircraft Days in
the month

Total flight hours for

the month
AVERAGE DAILY UTILISATION OF FLEET ------------------ ------------
(IN - SERVICE AIRCRAFT) Total No. of aircrafts days
in month

TOTAL NO. OF DELAYS Number of Technical Delays of more than 15 minutes

for the month
 P a g e | 21

DESPATCH RELIABILITY Total No. of flights - Total No. of delays

------------------------------------------ X 100
Total No. of flights

DELAY RATE No. of Technical delays X 100

---------------------------------------------------
No. of actual revenue take-offs

FLIGHT HOURS Time between Take-off and Touch down.

ENGINE HOURS Total flight hours X Number of engines per aircraft.

MAJOR DEFECTS Major defect means a defect of such nature that reduces
the safety of the aircraft or its occupants and includes defects discovered as a
result of the occurrence of any emergency or in the course of normal operation
of maintenance [Refer CAR (Sec-2) Series 'C' Part-I].

MTBUR Mean Time between Unscheduled Removals.

MEL Minimum Equipment List.

PRECAUTIONARY LANDING Precautionary landing is defined as those landings

effected by the flying crew purely as a precautionary measures to prevent a
hazardous situation from developing.

PERFORMANCE NUMBER Number of flight defects per 1000 flying hours.

TECHNICAL DELAYS Delays of 15 minutes & above to a scheduled departure

due to an aircraft/ engine system or component malfunction.

GROUND INCIDENT Ground incidents broadly cover collision with other

aircraft or with vehicle or with standing obstacles; chute deployment, damage/
injury due jet blasts, fire incidents and injury to passengers due ground
equipment. All incidents during maintenance of aircraft are also to be termed as
ground incidents.

TBO/ COSL Time Between Overhaul/ Component Operating & Storage Limits.
TBC Time between Check
TSC Time since Check
TSO Time since Overhaul
TSN Time since New.
TSLSV Time since Last Shop Visit.
 P a g e | 22

SYSTEM PERFORMANCE EVALUATION

CALCULATION METHOD FOR SYSTEM ALERT VALUE:
1. Two years data (i.e. time period) has been taken for calculating system alert.

2. The two year period (i.e. 24 months) is divided into eight equal sub periods
(i.e. N=8) and defect rate for respective sub period is calculated by following
formula:

Number of PIREPS
Defect Rate = ---------------------------------------------------------------- X 1000
Total Airborne Hours for the respective sub-period

3. The total of defect rate for the previous two years is denoted by Σ R

4. Square of defect rate for respective sub periods is calculated and sum of the
same is denoted by Σ R ²

5. Mean defect rate for the said period (i.e. 2 years) is calculated by following
formula and denoted by Z

Sum of defect rate 'Σ R'

Z ----------------------------------
No. of sub-periods 'N'

6. Standard Deviation (S.D.) is calculated by following formula:

S.D. = = Σ R² _ (Σ R) ²
---------
N
-----------------------
N-1

7. Alert Value is calculated by adding mean of defect rate (Z) and two times
standard deviation i.e. Alert Value = Z + 2σ

Airworthiness :
The continuing capability of the aircraft to perform in a satisfactory manner
the flight
operations for which it was designed.
 P a g e | 23

SERIES 'D' PART II

Aircraft Maintenance Programme and their approval.

Maintenance :
The action or a set of actions including inspection,servicing and determination of
condition required to achieve a desired out-come which restores an aircraft
part, equipment in serviceable condition.

Overhaul:
Overhaul means stripping a unit and restoring it to its original design
performance level after replacing/reworking parts to a given standard.

Damage Tolerant :
An item is to be judged damage tolerant if it can sustain damage and the
remaining structure can withstand reasonable load without structural failure or
excessive structural deformation when the damage is detected. This includes
damage due to fatigue, accidental damage and damage due to environmental
factors.
Structural Significant item :
A structural detail, structural element or structural assembly is judged
significant because of the reduction in aircraft residual strength or loss of
structural functions which are subsequent to its failures.

Hard Time:
This is a failure preventive process in which deterioration of an item is limited
to an acceptable level by the maintenance actions, which are carried out at
periods, related to time in service (e.g. calendar time, number of cycles, number
of landings). The prescribed actions normally include servicing and such other
actions as overhaul, partial overhaul, replacement in accordance with
instructions in the relevant manuals, so that the item concerned (e.g. system,
component, portions of structure) is either replaced or restored to such a
condition that it can be released for a further specified period.

On Condition:
This is also a failure preventive process but one in which the item is inspected
or tested, at specific periods, to an appropriate standard in order to determine
whether it can continue in service (such an inspection or test may reveal a need
for servicing actions). The fundamental purpose of On- Condition is to remove an
item before its failure in service. It is not a philosophy of 'fit' until failure or
'fit and forget it'.

Condition Monitoring:
This is not a preventive process, having neither Hard Time nor On- Condition
elements, but one in which information on items gained from operational
 P a g e | 24

experience is collected, analyzed and interpreted on a continuing basis as a

means of implementing corrective procedure.

Hard Time Maintenance Process: This process recognizes that the component
or the part has got direct relationship between reliability and the age and also
its failure on the aircraft may have direct effect on the safety. Failure rate
and premature removal could be very well analyzed to establish that the
components/parts have been failing after reaching particular hours of operation
at which it is most desirable and efficient to remove the component from the
aircraft and carry out overhaul rather than let it fail on the aircraft. The
process is called the failure preventive maintenance process. This process is
suitable for operators with very small fleet of aircraft, low utilization and
smaller in size where system redundancy and modern sophistication has not been
built in the design stage and the operator may not have a large support
organization of Quality Control/record keeping.

On Condition: On condition maintenance concept was later on developed where

the components deterioration or determination in reliability could be measured
or properly assessed without stripping the component by physical measurement,
benchcheck, internal leak rate checks, and the operator has to justify and
substantiate necessary data and support either from the manufacturers or
from his own operational data analysis with the particular components
performance that failure resistance could be detected by in situ maintenance
for functional check and establish a performance standard after which the
component will be removed and again brought to its original performance level
and released for service for specified period.

Condition Monitoring: Condition Monitoring components have no overall control

and are operated to failure. No maintenance task is required to evaluate
condition, life expectancy or reliability degradation to replace the item before
it fails. Neither 'Hard Time' nor 'On Condition' standards can control the
reliability or failure rate of CM items. Replacement of CM items is an
UNSCHEDULED maintenance action.

Monitoring of the Approved Maintenance Process :

The maintenance process approved for an operator will have to be monitored
continuously for its result and changes implemented arising out of this
monitoring. Monitoring is basically based on statistical analysis of various
performance parameters.
(1) Pilot‘s Report
(2) Engine Inflight Shut-Down‘s Report
(3) Aircraft Mechanical Delay and cancellation of services.
(4) Components Unscheduled Removals or Premature Removals
 P a g e | 25

SERIES 'D' PART III

'On-Condition' Maintenance of reciprocating Engines
(Piston Engines).

SERIES 'D' PART IV

TIME BETWEEN OVERHAUL - REVISION PROGRAMME.

Once the life development programme is approved, any communication regarding

premature removal of engine, airframe or engine accessories should be
intimated to the Regional/Subregional Airworthiness office as per applicable
proforma 'A' and 'B' enclosed herewith.

SERIES 'D', PART V

Maintenance of fuel and oil consumption records - Light aircraft
piston engines.

SERIES 'D' PART VI

Fixing of Routine Maintenance periods and of component's T.B.Os –
`Initials' as well as `Revision'.

PREVENTIVE MAINTENANCE means the work performed at pre-determined

intervals to maintain an aircraft, aircraft components or aircraft systems in an
airworthy condition.

FIXATION OF INITIAL PERIOD:

The basic principle to be followed in fixing initial periods is that the inspection
checks or maintenance or overhaul be performed at periods well within the
proven "service-life".

In determining what the proven "service-life" of an aircraft or any of its

components might be, the following factors will be kept in view :-
1) Areas of operation (whether it is dusty/moist laden/corrosive etc.,).
2) Engine operating powers, procedures etc. (whether frequent full
throttle/T.O. power utilised for effecting take-offs from short fields).
3) Stage lengths (No. of landings effecting on flight sectors, i.e, short-haul or
long-haul operations).
4) Other operators service experience of similar equipment.
5) Applicant's own service experience on similar type of equipment.
6) manufacturer's recommendations.
7) known operational history of the component.
8) Modification status of the component (incorporation of latest service
/modifications issued by manufacturers would mean higher reliability and would
normally deserve fixation of higher life.
 P a g e | 26

Note : The operator can change from one maintenance process to another e.g.
from Hard Time Maintenance to On-Condition Maintenance or On Condition to
Condition Monitoring or vice versa provided they have a sound maintenance
programme. Such a programme will have to be approved by Regional
Airworthiness Office and documented in the Quality Control Manual cum
Maintenance System Manual.

Applications for fixation of initial periods shall be made by operators with

substantiating data to Regional/Subregional Airworthiness Offices. Such
periods shall be approved by DGCA headquarters on receipt of comments from
Regional/Sub-regional Airworthiness officers in case of aircraft operated by
Indian Airlines, Air India, Vayudoot and Pawan Hans Ltd. and for all other
operators the Regional Airworthiness Office shall approve the periods.

A continued satisfactory performance of aircraft and aircraft components as

stated below :
i) Two consecutive major maintenance schedules (on the same aircraft or on
different aircraft of the same type) reveal satisfactory condition of aircraft
structure and its system and/or
ii) The component premature removal rate is within 0.3/1000 hours continuously
for 6 months. entitles an operator to submit proposals for upward revision of
"maintenance periods"/TBOs.

SERIES 'E', PART I

APPROVAL OF ORGANISATIONS

The approval to organizations is based on the concept of ―Delegated system of

responsibility. The approved organization is primarily responsible for adhering
to the airworthiness/safety requirements laid down by DGCA and manufacturer
of aircraft engine and components and for carrying out day-to-day activities in
accordance with the scope of approval granted. The role of DGCA is to carry
out airworthiness oversight of organization‘s activity with a view to detect any
deficiency in the system in adhering to airworthiness standards and suggest
appropriate corrective actions.
 P a g e | 27

An organisation may seek approval under this CAR in any one or more of the
following categories: -

Category Area of activity Scope of Category

E Fuel Lubricants and Bulk storage, compounding, blending and distribution of aviation
Special products fuels, lubricants and petroleum products, including Fueling/
Defuelling of aircraft.

G Training Schools Imparting instruction for ab-initio training in the field of aircraft
maintenance engineering and/or conducting courses for Licensing/
approving/ authorizing individuals for certifying airworthiness.

Quality Control Manual is a document, which describes the operator‘s

procedures and practices in detail, the observance of which will ensure
compliance with the airworthiness and safety requirements of DGCA and the
manufacturer of the aircraft, aircraft component, item of equipment as per the
scope of approval granted.

Quality assurance is an independent body with an overall authority for the

supervision of quality standards, enabling the standards set by the system of
quality control to be enforced.

Quality assurance Manual is a document detailing the program and procedures to

monitor compliance with and adequacy of procedures as detailed in the Quality
Control Manual.

Release note means a document accompanying the sale of aircraft components,

spares, materials and goods and certifying that the same were obtained from an
approved source, after manufacture/repair/overhaul and all the relevant
airworthiness requirements of the DGCA are satisfied.

Rejection note means a document issued by an approved organization for the

purpose of advising details of the rejection of certified aircraft goods, which
fail to meet applicable requirements.

Accountable Manager is the manager who has corporate authority for ensuring
that all tasks as per the scope of approval of the approved organization can be
financed and carried out to the standard required by DGCA.

Approved Maintenance Organization (AMO) means an organization approved by

DGCA in Category ―C‖.

Approved Organization (AO) means an organization approved by DGCA engaged

in manufacture, maintenance, processing, testing, storage and distribution of
 P a g e | 28

civil aircraft, aircraft components, items of equipment, aircraft goods and

Training School.

Aircraft Goods mean aircraft components or materials, including paints, dopes,

thinners, fuels lubricants and special petroleum products, intended for use in
civil aircraft and which are required to be produced and certified in conformity
with an approved specification, drawing or process.

Certificate of Approval means a document issued to an organization approved by

DGCA and defining the scope of approval granted.

Certificate of maintenance is a certificate issued in respect of an aircraft,

aircraft component/item of equipment by appropriately licensed AME, approved
person or authorised person after carrying out servicing, modification, repairs,
replacement, overhaul, process, treatment, test, operation and inspection,
certifying that the work has been performed in accordance with the
Airworthiness Requirements stipulated by DGCA.

Item of equipment means any self-contained unit which, when attached to or

installed in an aircraft, performs a function essential under certain operating
conditions of airworthiness or safety of the aircraft or its occupants.

Psychoactive substances: Alcohol, opioids, cannabinoids, sedatives and hypnotic,

cocaine, other stimulants, hallucinogens, and volatile solvents (coffee and
tobacco are excluded).

Problematic use of substances: The use of one or more psychoactive substances

by aviation personnel in a way that:
a) Constitutes a direct hazard to the user or endangers the life, health or
welfare of others; and/or
b) Causes or worsens an occupational, social, mental or physical problem or
disorder.

Quality control is a management system for programming and coordinating the

ongoing quality and improvement efforts of the various groups in an organization
in accordance with the requirements of DGCA and any specific requirement of
the organization or customer.

Quality control is a procedure adopted by an AMO in the light of Manufacturers

requirements. Aircraft Rules, Civil Aviation Requirements, and other DGCA
instructions issued from time to time to achieve airworthiness standards and
safety. These procedures are enumerated in the QC Manual‖
 P a g e | 29

Whereas
―Quality assurance is a system to monitor compliance with and adequacy of
procedures as detailed in the Quality Control Manual to ensure safe
maintenance practices and airworthiness of the aircraft.‖

APPLICATION AND ISSUE OF APPROVAL

a) Application for issue of organization approval or for amendment of

certificate of approval already granted to approved organization shall be
made on a form and in a manner prescribed by DGCA along with the
necessary fees.

b) Organisation located within India shall submit duly completed application

in form CA182 A (Appendix 'A') to the concerned Regional Airworthiness
/Sub-Regional Airworthiness Office along with fees (Appendix 'B') and a
statement signed by the Accountable Manager (Appendix 'C') confirming
that the Engineering organization manual and any associated manuals are
in compliance with DGCA regulations and requirements and will be
complied with at all times.

c) Organisation located outside India shall submit duly completed application

to Director General of Civil Aviation (Attn. Director of Airworthiness.),
Technical Center, Opp. Safdarjung Airport, New Delhi (India) -1100 03.
on Form CA 182 C (Appendix ‗D‘) along with the fees (Appendix 'B') and a
statement signed by the Accountable Manager (Appendix 'C') confirming
that the Engineering organization manual and associated manuals are in
compliance with DGCA regulations and requirements and will be complied
with at all times. They shall also submit a duly completed internal audit
report.

Note 1: Approval of foreign organizations will be affected by DGCA

Headquarters.
Note 2: Approval of Indian organizations will be affected by Director of
Airworthiness of the concerned Regional Office, where the facility is located.
In case the Indian organisation desires to carry out maintenance schedules
higher than Daily Inspection of their fleet outside India, DGCA Hdqrs shall
grant such approvals.

Quality assurance

Quality Assurance unit which shall be an independent body with an overall

authority for the supervision of quality standards, enabling the standards set
by the system of quality control to be enforced. The Quality Assurance
department shall have a Quality assurance program (internal audit system) to
 P a g e | 30

monitor adherence to the maintenance program/laid down standards. Monitoring

can be complied by means of spot checks and internal audit (surveillance) by the
QA team. Frequency of the internal audit and the personnel carrying out
internal audit should meet the satisfaction of DGCA. Internal audit shall be
carried out twice a year covering the entire activities of the organization.
Note:- Internal audit of the quality system of small operator may be contracted
to another AO or a person with adequate audit experience acceptable to DGCA
and

Accountable Manager must ensure that the necessary corrective action is taken
promptly on the observations made by the Audit Team during spot checks
internal audit. A report of internal audit along with the observations shall be
submitted to the Accountable Manager and Regional Airworthiness Office
followed by a final report on the corrective actions taken.

Approved Organization, in addition to monitoring maintenance activities on a day

to day basis, shall also carry out in-house audit at least twice a year with a
minimum gap of 4 months between each audit, covering the entire scope of
approval granted by DGCA. A copy of the safety audit report along with
remedial action taken by the QCM shall be reported to Regional/Sub-regional
offices at the earliest. DGCA shall not take any disciplinary action on the basis
of internal safety audit report provided necessary corrective action is initiated.
The procedure followed for in-house audit shall be reflected in the Quality
Control Manual.

Reporting of defects or un airworthy condition applicable to AMO

(a) AO must report to the DGCA of any condition classified as major defect &
observed by the maintenance organization either during maintenance or during
operations, which could seriously affect the safety/airworthiness of the
aircraft. Such condition should also be reported to the manufacturer. In
addition, any defect that causes delay of more than 15 minutes due to
engineering defects in the aircraft (applicable to scheduled airlines only) should
also be reported to DGCA.

(b) Major defects and mechanical delay report must be made on a form and in a
manner approved by the DGCA within 24 hours of occurrence. The report must
contain all pertinent information about the condition(s) known to the AO.

(C) Where the AO is contracted by an operator to carry out maintenance, such

AO must also report such condition, classified as major defect, which affects
aircraft or aircraft components.
 P a g e | 31

(d) The report must be submitted to DGCA as soon as practical but not later
than 24 hours of identifying the condition to which the report relates.
Thereafter, the detailed report containing all relevant information should be
submitted within 3 days.

(e) Investigation of major defect(s) report should be completed within 3

months. Delay to a scheduled service of 15 minutes duration or more on account
of aircraft defect (whether major or not) shall be reported to Regional
Airworthiness Office within 24 hours. The investigation shall be completed as
early as possible from the date of occurrence. One copy of the completed
investigation report for both major defect/mechanical delays should be
submitted to DGCA.

Renewal of Approval:

The applicant desirous of renewing the maintenance approval should apply to the
Local Airworthiness Office in case of domestic and to DGCA Hdqrs, in case of
foreign AO on a prescribed form along with the requisite information and fees
at least 30 days before expiry of the approval along with the internal audit
report.
i) Indian organisations: Form CA 182B (Appendix ‗E‘) shall be duly filled at least
30 days prior to the expiry of the approval alongwith the fees (Appendix 'B')
and a statement signed by the Accountable Manager (Appendix 'C') confirming
that the Engineering organisation manual and any associated manuals are in
compliance with DGCA regulations and requirements and will be complied with
at all times and submitted to the concerned regional airworthiness office. A
copy of the internal audit report not more than 60 days old shall also be
accompanied with the renewal application form.

ii) Foreign organisations: Form CA 182D (Appendix ‗F‘) shall be duly filled at
least 30 days prior to the expiry of the approval alongwith the fees (Appendix
'B') and a statement signed by the Accountable Manager (Appendix 'C')
confirming that the Engineering organisation manual and any associated manuals
are in compliance with DGCA regulations and requirements and will be complied
with at all times and submitted to DGCA (Attn. Director of Airworthiness),
Technical Centre, Opposite Safdarjung Airport, New Delhi. A copy of the last
internal audit report is submitted.

iii) In the event of organisation wishing to increase the scope of its existing
approval, it must make a fresh application to the concerned regional
airworthiness office and who on being satisfied that the extension applied for
can be carried out in accordance with the requirements may extend the
organisation's approval.
 P a g e | 32

iv) The maintenance facilities of sub-base of an approved organisation shall be

approved by the local airworthiness office, where the Sub-base is located.
However, a organisation carrying out inspection schedules lower than 100 hours
at a sub-base within the country shall not require fresh approval. In such case,
inspection schedules as approved at the main base of the organisation shall be
followed at the sub-base. The maintenance activities at the sub-base shall be
monitored by the local airworthiness office where the sub-base is located.

v) An organisation carrying out inspection schedules of 100 hours and above at

a sub-base shall be approved by the local airworthiness office where the
sub-base is located. In such case, inspection schedules as approved for the
main base may be adopted.

The Quality Control Manager of the organisation shall be responsible to the

DGCA for
i) the administration and control of all the activities for which approval is
granted.
ii) compliance with the requirements of its certificate of approval.
iii) Airworthiness requirements specified by the DGCA from time to time.
iv) It shall also be the responisbility of the Quality Control Manager to ensure
that the work done at sub-contractors' facility meets the manufacturers/
DGCA requirements. The QCM/his representative(s) shall carry out periodic
inspection to ensure compliance of the above. The procedure followed for sub-
contracting the maintenance activities shall be reflected in the Quality Control
Manual.

Maintenance and Preservation of Record

(a) AO must record all details of all tasks carried out in a form acceptable to
DGCA.
(b) AMO must ensure that a copy of each Flight Release Certificate carried on
board for information to the flight crew that the aircraft has been subjected
to maintenance and is fit for operations.
(c) AO must retain a copy of all inspection records and any associated data for
2 years from the date the aircraft or aircraft component to which the work
relates was released from the AO.
(d) One copy of the documents used in the system of quality control in respect
of the activities performed, including all incoming certification documents and
Release Note issued by the Organisation, shall, except where otherwise
approved by the Director General of Civil Aviation be retained for a minimum
period of five years.
Release and Rejection Notes as applicable to AO:
All organisations approved in Category 'F' or organisations otherwise required
to have approved stores organisation, will issue aircraft parts/components or
items of equipment from their stores under cover of Release Note for use by
 P a g e | 33

other organisations. The detailed working of such organisation is covered in CAR

series 'E' part VII but the requirements regarding Release Note/Rejection
Note are detailed below :

Release Notes shall be printed containing details given in the sample at Series
'E' Part VII and serially numbered. Distribution of copies of Release Note shall
be made as follows:
1st copy to the Consignee
2nd copy to the organisation's records.

Release Notes shall be signed by a person(s) approved by the Director General

of Civil Aviation and whose name(s) is specified in the Organisation's Quality
Control Manual or in the Terms of Approval.

Release Notes shall accompany the goods to which they relate or alternatively
the Release Note and goods shall be identified in such a manner that they can
be correlated with each other at any time.

Note :- The latter may be achieved by quoting in the space provided on the
Release Note any identification markings on the aircraft goods such as their
serial number or by forwarding with the goods and packing slip or label,
identifying their related Release Note by Serial number.

If a Release Note is issued and subsequently varied or canceled both copies

shall be suitably endorsed by the signatory.

A rejection Note which will be serially numbered, shall be issued by an approved

organisation to cover the return to the supplier of any aircraft goods received
under cover of incoming certification which are found not to comply with
applicable requirements as indicated on the Release Note or equivalent approved
overseas certification document.

All supplies made under the cover of Release Notes and returned by the
consignee, because of the parts found defective/not complying with the
specification shall be promptly reported to the Regional Airworthiness Office
with all the relevant details alongwith the rectification action proposed to be
taken by the firm and a Rejection Note shall be initiated and distributed as
required under.

Rejection Notes shall provide the information shown in the form at CAR Series
'E' Part VII. They shall be signed by the person authorising the rejection and
distributed as follows :
1st copy to supplier
2nd copy to the Organisation's records
 P a g e | 34

3rd copy to the Regional Airworthiness Office

Where an organisation to whom a Certificate of Approval has been issued,

changes its name, the Certificate of Approval and its related terms of approval
are no longer valid. Should the new organisation desire to continue in operation
as an approved organisation, the DGCA may, upon written application by the new
organisation issue it with a Certificate of Approval and terms of Approval.

Where a new Certificate of approval or a new Terms of approval are issued to

an existing approved organisation, the previously issued documents will no longer
remain valid and should be returned to the Regional Airworthiness Office.

The Director General of Civil Aviation may, by notice in writing, suspend, vary
or cancel a Certificate of Approval if an organisation fails to comply with the
requirements or the approval granted or it is considered necessary to do so in
the interest of safety.

Changes to AO.
AO must notify DGCA of any proposal to carry out any of the following changes
before such changes take place to enable DGCA to determine continued
compliance with this CAR and to amend, if necessary, approval certificate
except that in the case of proposed changes in personnel not known to the
management before hand, these changes must be notified at the earliest of
opportunity -
(i) Name of the organization or change of ownership
(ii) Location of the maintenance facilities
(iii) Additional locations of the maintenance facility(s)
(iv) Accountable Manager
(v) Chief QCM/QCM/Dy. QCM/any other person approved by DGCA
(vi) facilities, equipment, tools, material, procedures, work scope and certifying
staff that could affect approval DGCA may prescribe conditions under which
AO may operate during such changes unless it is determined that the approval
should be suspended.
 P a g e | 35

SERIES 'E' PART VI

Approval of Organisation - Category 'E'- Fuel,
lubricants, and Special petroleum product.

Batch number : means the identification number allotted to a quantity of

aviation fuel, lubricant or special petroleum product which is considered as one
lot for sampling and testing for compliance with the relevant specification.

Fuel, lubricant and special products organisation : means an organisation

approved to engage in the compounding, blending and distribution of aviation
fuels, lubricants or special petroleum products, including the
"fuelling/defuelling" of aircraft.

Special Petroleum Products : means those fluids and compounds

manufactured/prepared to approved specification for use in aircraft.

Petroleum in bulk : means petroleum contained in receptacle exceeding 900

liters in capacity.

SERIES 'E', PART VIII

Approval of Organisations - Category 'G' - Training Institutes.

SERIES 'E' PART IX

Requirements for infrastructure at Stations other than
parent base.

Parent Base/ Main Base : The station where the type aircraft is based and
which is equipped to undertake its maintenance including overhaul, repair and
modification.

Transit/ Line Stations : Any station other than the main base through which
the aircraft operates and which normally is equipped to undertake transit
checks and rectification of minor defects.

Night Halt Stations : Any station other than the main base which is
designated by the operator as a base for originating flights and which normally
is equipped to undertake lay over checks/night halt checks and rectification of
minor defects.

.
Night Halt Stations
The station shall have suitable buildings/ hangar/ space.
 P a g e | 36

Appropriately licenced AME with adequately skilled staff shall be available.

The station shall be equipped with :
(a) Necessary tools/ special tools to carry out appropriate checks/ schedules.
(b) Wheel change equipment including spare tyres, T.P. Gage, tyre charging
facilities.
(c) Ground power unit/ jet starter/ battery cart including battery charger.
(d) Trestles.
(e) Appropriate aircraft spares commensurate with the checks/schedules to be
undertaken.
The following updated documents shall be available for reference and use:
(a) Maintenance Manual
(b) Trouble Shooting Charts
(c) List of Circulars issued by Quality Control Department.
(d) Set of Schedules including Special inspection schedule.
(e) Working copies of log book.
(f) Copy of Minimum Equipment List (MEL).
(g) Updated copy of the Quality Control Manual.
(h) Set of Civil Aviation Requirements

Transit/ Line Stations

Appropriately qualified AME/ authorised person with adequately skilled staff to
carry out the inspection. The station shall be equipped with general tools,
special tools to carry out appropriate checks/ schedules.
The following updated documents shall be available for reference and use:
(a) Trouble Shooting Charts
(b) Set of Schedules including Special inspection schedule.

SERIES 'F' PART I

Procedures relating to registration/ deregistration of aircraft.

Rule 5 of the Aircraft Rules requires that no person shall fly or assist in flying
any aircraft unless it has been registered and bears its nationality and
registration marks and the name and residence of the owner affixed or painted
thereon in accordance with Rule 37.

Rule 30 of the Aircraft Rules empowers the Central Government to register an

aircraft and to grant a Certificate of Registration in respect thereof. Rule 31 to
37A further describe the legislation with regard to registration of aircraft, its
cancellation and change of ownership, the Nationality and Registration Marks
and the manner in which they are to be affixed.
 P a g e | 37

Nationality or Common Mark: A group of characters affixed on aircraft

surface to identity the country to which the aircraft belongs.

Registration Marks: A group of characters affixed on aircraft surface

following nationality marks to identify a particular aircraft.

Fireproof material: A material capable of withstanding heat as well as or

better than steel when the dimensions in both cases are appropriate for the
specific purpose.

Heavier-than-air aircraft: Any aircraft deriving its lift in flight chiefly from
aerodynamic forces.

Lighter-than-air aircraft: Any aircraft supported chiefly by its buoyancy in

the air.

An aircraft may be registered in either of the following two categories, namely

Category 'A' where the aircraft is wholly owned either

i. by citizens of India; or

ii. by a company or corporation registered and having its principal place of

business within India and the Chairman and at least two-thirds of the
Directors of which are citizens of India; or

iii. by the Central Government or any State Government or any company or

corporation owned or controlled by either of the said Governments; or

iv. by a company or corporation registered elsewhere than in India, provided

that such company or corporation has given the said aircraft on lease to
any person mentioned in para 3.1(i),(ii) and (iii) above; and

Category 'B' where the aircraft is wholly owned either

i. by persons resident in or carrying on business in India, who are not

citizens of India; or

ii. by a company or corporation registered elsewhere than in India and

carrying on business in India.
 P a g e | 38

Application for Registration of Aircraft

The owner or his authorised representative may apply for registration of the
aircraft in the prescribed form CA-28 (Appendix 'A') completed with the
following documents at least five working days for aircraft on outright
purchase and ten working days for aircraft on lease, before the expected date
of issue of Certificate of Registration.
i. Customs clearance certificate / bill of entry of the aircraft.

ii. Certificate of deregistration from the previous registering authority.

iii. An evidence to the effect that the aircraft has been purchased or wholly
owned by the applicant. For this purpose, a copy of invoice shall be
accepted.

iv. For aircraft purchased from a previous owner, an affidavit as required.

v. In case the aircraft is taken on dry lease a copy of the lease agreement.

vi. In case the aircraft is owned by a company or corporation, a document of

registration of the company and the names, addresses and nationalities of
the Directors.

vii. A copy of the import license issued by Director General Foreign Trade or
permission for import issued by the Ministry of Civil Aviation/DGCA.
Where the aircraft is imported for private use, it will be registered in
the name of the person or company to whom the import license has been
issued.

viii. In cases where the aircraft has been mortgaged/hypothecated, the

owner/operator shall submit his consent for the same and the papers to
this effect. Such a mortgage/hypothecation shall be endorsed on the
Certificate of Registration.

ix. Fee for registration as prescribed in Rule 35 paid by a DD payable to Pay

And Accounts Officer, DGCA, Ministry of Civil Aviation, New Delhi.

AIRCRAFT IMPORTED BY AIR

If an application is made for the registration of an aircraft before it is

imported in India, for the purpose of bringing the aircraft by air, a
temporary Certificate of Registration may be granted under the provision
of Rules 30 and 31 and this CAR to the new owner of the aircraft.
 P a g e | 39

The temporary Certificate of Registration will be valid only until the first
landing at a customs aerodrome in India.

The temporary Certificate of Registration shall be surrendered by the owner or

his representative to the DGCA along with the application for
registration of the aircraft.

For the operation of an aircraft with a temporary C of R, an aeromobile

station licence shall be required for which an application may be made to the
Wireless Advisor, Ministry of Communications.

REGISTRATION CERTIFICATE AND VALIDITY OF REGISTRATION OF

AIRCRAFT

On registration, DGCA will assign nationality or common marks for the aircraft.

Registration markings shall not be allotted which might be confused with

International Code of Signals, especially:
a) Registration beginning with the letter ‗Q‘
b) Registrations ‗SOS‘, ‗XXX‘, ‗PAN‘ and ‗TTT‘

Upon registration a Certificate of Registration shall be issued to the owner,

which will be valid from the date of registration till the date indicated on the
Certificate of registration of the aircraft.

The Certificate of Registration shall be in Hindi and English languages. In

accordance with Article 29 of the ICAO convention and CAR Section-2, Series
X Part VII, the Certificate of Registration shall be carried on board each
aircraft engaged in air transport operation.

The registration of the aircraft will be deemed to have been expired after the
date of validity indicated on the C of R, rendering any operation of the aircraft
invalid without revalidating its registration.

In case of aircraft registered under paragraph 4.1(iv), the registration will be

valid so long as the lease is in force and therefore, the period of validity of
Certificate of Registration in such cases shall be restricted to the date of
expiry of lease agreement.

The operator may apply to DGCA Headquarters for varying any particular(s)
including extension of validity in the Certificate of Registration.

When a new type of aircraft is registered, DGCA shall advise the State of
design that it has entered such aircraft on its register.
 P a g e | 40

For removing the hypothecation / mortgages name from the Certificate of

Registration the owner may apply to DGCA with documents substantiating the
same.

CANCELLATION OF REGISTRATION OF AIRCRAFT

The registration of an aircraft registered in India may be cancelled at any time
by the DGCA, if it is satisfied that:-
i. such registration is not in conformity with para 3.1 of this CAR; or
ii. the registration has been obtained by furnishing false information; or
iii. the aircraft could more suitably be registered in some other country; or
iv. the aircraft has been destroyed or permanently withdrawn from use; or
v. it is inexpedient in the public interest that the aircraft should remain
registered in India; or
vi. the lease in respect of the aircraft registered pursuant to paragraph 3.1(iv)
a) has expired, or
b) has been terminated by mutual agreement between the lessor and
the lessee, or

c) has been otherwise terminated in accordance with the provisions of

the Lease Agreement, or
vii. the certificate of airworthiness in respect of the aircraft has expired for
a period of five years or more.

The registered owner or his authorized representatives may apply to DGCA,

New Delhi for cancellation of registration, enclosing original C of R. The
applicant should also specify the clause of Rule 30 and the relevant paragraph
of this CAR under which cancellation is sought. In case, it is proposed to invoke
para 9.1(vi)(c) of this CAR, the request for deregistration shall be supported by
full explanation regarding the relevant provision of the lease agreement and the
justification for using the provisions.

FIXATION OF NATIONALITY AND REGISTRATION MARKINGS

The nationality marks to be affixed on Indian registered aircraft would be
capital letters ―VT‖ in Roman character and registration marking would consist
of a group of three letters in Roman Character as assigned by the Director
General of Civil Aviation. A hyphen must be placed between the nationality and
registration marks. The Nationality and Registration marks shall be painted on
the aircraft or shall be affixed thereto by any other means ensuring a similar
degree of permanence. The marks shall be kept clean and visible at all times.

Heavier-than-air Aircraft:
a) Wings: The marks shall appear once on the lower surface of the wing
structure. They shall be located on the left half of the lower surface of the
wing structure unless they extend across the whole of the lower surface of
 P a g e | 41

the wing structure. As far as possible the marks shall be located equidistant
from the leading and trailing edges of the wings. The tops of the letters shall
be towards the leading edge of the wing.
b) Fuselage (or Equivalent Structure) and Vertical Tail Surfaces: The marks
shall appear either on each side of the fuselage (or equivalent structure)
between the wings and tail surface, or on the upper halves of the vertical tail
surfaces. When located on a single vertical tail surface they shall appear on
both sides. When located on multivertical tail surfaces they shall appear on the
outboard sides of the outer surfaces.

Heavier-than-air Aircraft:
a) Wings: The height of the marks on the wings shall be at least 50
centimeters.

b) Fuselage (or equivalent structure) and vertical tail surfaces: The height of
the marks on the fuselage (or equivalent structure) and on the vertical
tail surfaces shall be at least 30 centimeters.

Types of Characters for Nationality and Registration Marks:

a) The letters used for Nationality and Registration marks shall be of equal
height.

b) The letters shall be capital letters in Roman characters without any

ornamentation.

c) The width of each letter (except the letter I) and the length of hyphens
shall be two-thirds of the height of a letter. W = 2/3H.

d) The letters and hyphens shall be formed by solid lines and shall be of a
color contrasting clearly with the background. The thickness of the lines
shall be one-sixth of the height of a letter. T = 1/6H.

e) Each letter shall be separated from that which it immediately precedes or

follows, by a space of not less than one quarter of a letter's width. A
hyphen shall be regarded as a letter for this purpose. D = 1/4 W, =
1/4x2/3H, = 1/6 H.

f) The letters shall always be kept in good condition, so that they are read
clearly and easily.

Identification Plate
An aircraft shall carry an identification plate inscribed with Nationality and
Registration mark together with the name and address of the registered
owner. The plate shall be made of fireproof metal or other fireproof
 P a g e | 42

material of suitable physical properties and shall be secured to the aircraft

in a prominent position near the main entrance or, in the case of an unmanned
free balloon, affixed conspicuously to the exterior of the payload.

SERIES 'F', PART III

Issue/ Validation and renewal of Certificate of Airworthiness.

Rule 50 of the Aircraft Rules, 1937 empowers the Director General of Civil
Aviation (DGCA) to issue/ renew or validate the Certificate of Airworthiness.
Further, Rule 15 requires that all aircraft registered in India possess a current
and valid Certificate of Airworthiness (C of A) before it is flown unless it is
flown for the purpose of flight test in the close vicinity of an aerodrome or the
place of its departure.

Accepted Airworthiness Standards

Each aircraft, either manufactured in India or imported into India for which a
Certificate of Airworthiness is to be issued or validated, shall 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 by
DGCA in accordance with Rule 49. The design standards specified in CS/ JAR
23 and CS / JAR 25 of Europe and FAR 23 and FAR 25 of Federal Aviation
Administration (FAA) of USA are generally acceptable for light and transport
category aircraft. For helicopters, design standards followed by FAA as
specified in FAR 27 & 29 are acceptable for light and transport category
helicopters, respectively.

For issue/ validation of Certificate of Airworthiness of aircraft, which do not

fulfill the design standards mentioned above, the owners may consult the
Directorate General of Civil Aviation (Director of Research and Development)
before importing such aircraft, so that acceptance or otherwise, of the design
standards is ensured before the import of the aircraft.

Notwithstanding the above, DGCA may require certain special conditions such
as installation of equipment/ instruments, modification to be complied with,
before accepting/ validating the type certificate for ensuring safety of
aircraftoperation.

Application for issue of C of A and Aircraft Noise Certificate

After the aircraft has been registered, the owner or his authorized
representative may apply to DGCA on the completed form CA 25 (Appendix 'A'
& ‗B‘) together with the requisite fees prescribed in Rule 62 (Appendix 'E') for
issuance of Certificate of Airworthiness at least five working days before the
expected date of issue of Certificate of Airworthiness. An application for issue
 P a g e | 43

of Aircraft Noise Certificate shall also be made (Appendix ‗G‘) along with the
application for issue of Certificate of Airworthiness.

Before the Certificate of Airworthiness in respect of an imported aircraft is

issued, the Director General will satisfy himself regarding the airworthiness
and design standards of the aircraft. For this purpose the importer shall submit
along with the application, an Export Certificate of Airworthiness from the
Regulatory Authority of the country of Export. For aircraft type imported into
the country for the first time, a copy of the Type Certificate and/ or its Data
Sheets should accompany the Export C of A. These documents will certify that
the Aircraft conforms to approved design standards of Airworthiness Authority
of country of design. In addition, special requirements of DGCA are spelt out in
Appendix ‗D‘. The operator shall ensure that these special requirements are
made available to the regulatory authority of the exporting country for
compliance prior to issue of Export C of A.

Validity of Certificate of Airworthiness:

The validity of C of A shall be specified on the C of A and shall be limited to a
maximum period as indicated below:
(i) The validity of C of A of aircraft shall be 5 years till the aircraft attains
the age of 10 years.
Note: If the age of the aircraft inducted is between 5-10 years the validity
of C of A will be restricted to the date the aircraft attains the 10
years age.
(ii) The validity of C of A of aircraft shall be 2 years till the aircraft attains
the age of 20 years.
Note: If the Certificate of Airworthiness of aircraft inducted is between 18-
20 years the validity of C of A will be restricted to the date the
aircraft attains the 20 years age.
(iii) The Certificate of Airworthiness of aircraft older than 20 years shall be
valid for one year.

Conditions for continued validity of C of A

The continued validity of the C of A shall be subject to the aircraft
maintenance organization performing an annual review of airworthiness for
the aircraft wherein the following shall be ensured:

(i) all due maintenance specified in the applicable maintenance programme have
been completed; and
(ii) all Airworthiness Directives/ mandatory modifications have been complied
with; and
(iii) any modifications and repairs carried out conform to the applicable
regulations; and
 P a g e | 44

(iv) each discrepancy recorded in the technical log has been actioned and
certified; and
(v) all applicable releases to service have been completed and certified; and
(vi) all components‘ lives are within the limits laid down in the applicable
maintenance programme; and
(vii) weight and balance data in the aircraft logbook is accurate and within the
limitations of the aircraft type certificate; and
(viii) the flight manual is current version for the aircraft;
(ix) all documents and safety equipment on board are updated and in proper
condition; and
(x) a general condition inspection of the aircraft is performed with
satisfactory results.

Each person who performs and certifies an annual review of airworthiness

for an aircraft shall enter—
a) the following statement in the aircraft logbook or other approved technical
record:
I hereby certify that an annual review of airworthiness has been carried out
on this aircraft and that the current requirements of Civil Aviation
Requirements have been complied with; and
b) besides the statement required by subpara (a), his/her signature, licence
number, and the date of the entry; and
c) in the appropriate section of the aircraft technical log, the date that the
review is next due.

Each person who performs an annual review of airworthiness and finds that
an aircraft does not comply with the requirements listed in 3.2.1 shall
(1) record the discrepancies in the aircraft logbook or other approved
technical record; and
(2) forward a copy of the discrepancies to the concerned regional office.

Short term Certificate of Airworthiness

Aircraft may also be imported under Indian Registration Markings with Short
Term Certificate of Airworthiness, which will have limited validity. For this, the
owner/ operator should submit a duly completed application (Form CA25 –
Appendix ‗A‘ and ‗B‘) along with the necessary fees as prescribed in Rule 62
(Appendix ‗E‘).

On a request made by DGCA, the regulatory authority of the country of export

may issue the Indian Short Term Certificate of Airworthiness. The foreign
regulatory authority while issuing Indian Short Term C of A will ensure that the
aircraft complies with
(i) the requirements of Para (2.1) of this CAR.
(ii) all applicable Ads.
 P a g e | 45

(iii) the special requirements as given in Appendix ‗D‘.

(iv) the requirement that it has a current weight schedule which gives its
empty weight CG location.

The full term Certificate of Airworthiness will be issued on arrival of the

aircraft in India after the owner/ operator complies with applicable
airworthiness requirements.

Renewal of Certificate of Airworthiness

6.1 Procedure:
6.1.1 An application for renewal of C of A shall be completed and submitted to
concerned airworthiness office by the owner/ operator/ AMO of the aircraft
as per the enclosed proforma at Appendix ‗J‘ at least 30 days prior to the
expiry of the certificate along with the necessary fees as per Rule 62. The
application shall be accompanied with a certificate confirming compliance and
adherence in respect of the items listed in Appendix ‗K‘ duly signed by the
Manager Quality/ Quality Control Manager of the AMO/ Operator.

6.1.2 The applicant shall make the aircraft available for reasonable period at a
time and place acceptable to DGCA for such checks and inspections as may be
required. To avoid grounding of aircraft the aircraft shall be made available to
DGCA officers within 15 days prior to expiry of C of A.

6.1.3 The applicant shall establish that the aircraft is airworthy in all respects.

6.1.4 The applicant shall provide the necessary personnel and equipment so that
required checks and inspections may be satisfactorily carried out.

6.1.5 All relevant records of aircraft maintenance, flight tests and calibration
shall be made available to the officers of DGCA at the time of inspection for
renewal of C of A.

6.1.6 The mass (empty weight) of the aircraft shall be determined as per the
rules.

6.1.7 The operator shall carry out flight tests as specified by the manufacturer
and provide satisfactory functioning of the avionics, performance and handling
qualities of the aircraft during flight should be established.

6.2 Documents to be provided to DGCA for renewal of C of A:

6.2.1 A copy of an inspection report giving brief details of the work done since
last renewal of C of A to establish that the aircraft had been maintained to
assure its continued airworthiness. This report should be in the form of a
schedule and should include the following documents:
 P a g e | 46

1) A record of work accomplished since the last renewal of the certificate;

2) A record showing details of major checks carried out since the last
renewal of the certificate;
3) A record of airframe, engine(s) and propeller(s) flying hours as follows:
a) the total flying hours for the airframe since new and the flying hours since
the last renewal;
b) the total flying hours for the engine(s) since new and the flying hours since
the last overhaul;
c) the total flying hours for the propeller(s) since new and the flying hours since
the last overhaul;
4) A record showing compliance with:
- Airworthiness Directive / mandatory modification compliance status
- Compliance status of approved aircraft maintenance programme including
SSID and CPCP (if applicable)
- Modifications and service bulletins complied since the last renewal of C of A.
- Major defects encountered, rectification action and analysis report
- Accident / Incident that the aircraft suffered and action taken
5) a record of major component changes;

6.2.2 A mass and balance report which should include a copy of the empty
aircraft mass determination record, the mass and center of gravity schedule
and a list of basic equipment and mass growth charts.

6.2.3 A flight test report for the avionics systems.

6.2.4 A flight test / Performance evaluation report of the aircraft.

6.3 General requirements for renewal of C of A:

6.3.1 The applicant shall ensure that no structural inspection including
Supplemental Structural Inspection is due, no mandatory
modification/inspection/SBs is outstanding and the "lives" of all the (major)
components are still within valid operational limits.

6.3.2 The applicant shall ensure that all installed equipment on board the
aircraft, are in serviceable condition. If it is not so, the applicant of the
aircraft shall notify the DGCA regional office in writing.
6.3.3 The applicant shall ensure that all the documents required by CAR Section
2 Series ‗X‘ Part VII are on board the aircraft and current.

6.3.4 In case major maintenance schedules are not due at the time of renewal
of Certificate of Airworthiness then the applicant shall intimate the concerned
regional Office about the carrying out of such major schedules as and when
these are due, but at least 15 days before these are due, to enable the
airworthiness officers to carry out such physical inspection of the aircraft as
 P a g e | 47

considered necessary.

6.3.5 In case the Airworthiness Officer completes his final inspection of the
aircraft and its documents, after the expiry of the Certificate of
Airworthiness, or 30 days before the expiry of C of A then the currency of C of
A would start from the date of inspection.

The Certificate of Airworthiness shall cease to be valid if:

(i) Approved aircraft maintenance programme is not complied;

(ii) "Lifed" components are not replaced/ CMR items not complied;
(iii) Mandatory modifications/ inspections/ SBs are not carried out, as and
when due;
(iv) Unapproved repairs/ Modifications are carried out;
(v) Unapproved materials/ procedures/ practices are used;
(vi) Aircraft has suffered major damage or defect or develops a major defect,
which would affect the safety of the aircraft or its occupants in subsequent
flights;
(vii) Annual review of airworthiness (ARA) report is not provided to the
concerned regional airworthiness office 15 days prior to the expiration period
of the previous annual report or an erroneous annual report is provided; or
(viii) Valid and current mandatory documents are not carried on board.

In case the C of A of aircraft is suspended on account of a major accident or

due to any other reason, the same will be revalidated, subject to the completion
of the required repair/ modification/ maintenance action, from the date of
inspection by Airworthiness Officer and will be valid only up to the date the
previous currency of the C of A.

DELIVERY OF AIRCRAFT (Class I aeronautical product)

I. Complete Aircraft with Indian Registration Markings. (Aircraft
being exported to India via flyaway)

1. The Director General of Civil Aviation, (Attn. Director of Airworthiness), New

Delhi should be informed by telex/ telegram/ fax of the issuance of Standard
Certificate of Airworthiness issued by the country of Export, Export
Certificate of Airworthiness and deregistration of Aircraft from Aircraft
Register of the country of export in respect of any Aircraft which is to be
exported to India via flyaway. The advance notification should contain the
Export Certificate of Airworthiness No., Serial Number of the deregistered
Aircraft.
2. In addition to the special requirements (Section 2), an Aircraft which is being
exported to India via flyaway should display Indian Nationality and Registration
 P a g e | 48

Marks and carry the following documents on board the Aircraft on delivery
flight:
a. Indian Short term Certificate of Registration
b. Indian Short term Certificate of Airworthiness
c. Export Certificate of Airworthiness. This should include those Indian special
conditions desired by DGCA. These shall be listed in the exceptions column of
the Export Certificate of Airworthiness. Any special conditions not complied
with, shall also be listed.
d. Certificate of Deregistration or a written statement that the Aircraft is not
registered in the country of export issued by the regulatory authority of the
country of export.
e. Letter of Authority to cover the use of installed radio apparatus for the
duration of delivery flight.
f. Approved Aircraft Flight Manual, Operation Manual, MEL and such other
documents as may be essential for the safe operation of the Aircraft.
g. Ferry flight authorisation/ Journey logbook.
h. Signed copy of the telex/ fax as referred in para 1.

2. It shall be the responsibility of the Indian importer to ensure that the

Nationality and registration markings are properly displayed upon the aircraft
prior to departure from exporter‘s base and to ensure that the necessary flight
documentation are carried on board the delivery flight.

II. The Aircraft which is being exported to India other than via flyaway,
the following documents shall accompany the Aircraft and be delivered to
DGCA:
a. Standard Certificate of Airworthiness issued by the country of Export,
b. Export Certificate of Airworthiness
c. Certificate of Deregistration or a written statement that the Aircraft is not
registered in the country of export.
Section 2 - Special Requirements
1.Indian registered Aircraft are required to be Type Certificated. For this
DGCA will accept FAA/ EASA Type Certificate.
2. Aircraft model brought to India for the first time will warrant submission of
Type Certificate and Type Certificate Data Sheet/ Supplemental Type
Certificate Data sheet. Any deviation from the original design will warrant
submission of Type Certificate and Type Certificate Data sheet pertaining to
the new design.
3. When the complexity of design or special design feature warrant, a
representative of the manufacturer may be requested to visit India and
acquaint DGCA personnel with the system and design of the airplane.
Alternately, representatives of DGCA may visit the manufacturing site to
discuss specific design/ manufacturing issues with the representatives of the
manufacturer/ regulatory authority.
 P a g e | 49

4. Special conditions may be imposed on Type Certificate and Type Certificate

Data Sheet as desired by DGCA in specific cases for safe operation of the
aircraft. Any specific conditions so desired will be communicated to the
manufacturer/ regulatory authority by DGCA.
5. For any Type Certificated Aircraft the same 'Noise Standards' applicable to
the issuance of Certificate of Airworthiness of the country of export will
generally be applied in India for issuance of Indian Certificate of Airworthiness
provided that the requirements under which such certification was granted are
at least equal to the applicable Standards specified in ICAO Annex 16 Vol.I.
6. The following documents/ data be delivered to DGCA, New Delhi, India.

A. New Aircraft

If the Aircraft is the first one of a model/ series exported to India,

representative of DGCA may visit the manufacturers site for ensuring
compliance of Indian Airworthiness requirements before issuing Indian
Certificate of Airworthiness.

a. Statement of Build/ Modification standard: This statement will include the

Airworthiness Directives and the Service Bulletins incorporated on the Aircraft
until the time of its delivery to India. Where optional means of compliance has
been chosen, it should also be reflected.
b. Copy of the report for noise certification: DGCA shall recognize the noise
certification granted by another contracting State provided that the
requirements under which such certification was granted are atleast equal to
the applicable Standards specified in ICAO Annex 16 Vol.I.
c. In case of twin turbine aircraft which has been certified for ETOPS
operation, the certification basis must be provided.
d. Weight schedule and weighing report
e. Manuals

One set (free of cost) each of the following updated technical literature, to
DGCA Hdqrs and Regional/Sub-Regional Office of DGCA for retention:
(i) Maintenance Planning Document/Manufacturers recommended inspection
document.
(ii) MMEL.
(iii) Airplane Flight Manual / Pilots' Operating Handbook
(iv) Crew Operations Manuals, (where applicable).

In addition, one set of the following documents shall be submitted to Regional/

Sub Regional Office of DGCA where the aircraft is based with up-to-date
amendments;
(i) Aircraft Maintenance Manual
(ii) Engine Maintenance Manual
 P a g e | 50

(iii) Overhaul Manual

(iv) Structural Repair Manual
(v) Service Bulletins
(vi) SSID, CPCP document (where applicable)
Note: 1. Micro films/Microfiche/ Floppy/ CD issued by the manufacturers in
lieu of hard copy is acceptable.
2. The operator shall further ensure that any amendments to the above
documents are forwarded to DGCA Hdqrs and/ or to the respective
Regional/Sub Regional office promptly.
3. In case an aircraft is based (main base where major maintenance is
carried out) at more than one station in India, then additional copies of the
above mentioned technical literature may be asked for, by the concerned
Regional/Sub-Regional Airworthiness Office.
f. Record of compass system and magnetic compass swings.

B. Used Aircraft
For each used aircraft the DGCA after inspection of the aircraft, its related
documents will establish the phase in the DGCA approved maintenance schedules
from which the aircraft will be required to be maintained. DGCA will have full
authority to require any additional inspections to be performed on the aircraft/
engine/ accessories. For this purpose the following documents will be made
available to the representatives of DGCA:
1. The maintenance program to which the aircraft has been previously
maintained including
i) Previous check cycle
ii) Future Check cycle
iii) Compliance with Indian Mandatory modifications
2. Component Overhaul life summary including details of service life remaining
and modification status.
3. Compliance with structural inspection program including the details of any
structural sampling program in which the aircraft has been included, together
with details of their position in this program.
4. All reports relating to any accidents/incidents in which the aircraft might
have been involved with a copy of the report from the regulatory authority on
the accident/incident.
5. Record of any major repair/overhaul replacement carried out as a result of
any accident/incident.

C. Aircraft Parts (Class II and III aeronautical products)

The following documents are required to accompany Class II and III
aeronautical products:
1. Airworthiness Approval Tag
2. Compliance with FAR/ EASA 21
 P a g e | 51

D. Engine/ Propellers
The following documents are required to accompany the export of engine/
propellers:
1. Export Certificate of Airworthiness
2. Compliance with FAR/ EASA 21
3. Statement of Service Bulletins and AD's complied with.

E. Reconditioned/ Used/ Surplus Parts

These must be accompanied by a certification statement signed by an FAA/
EASA certified repair station holding a currently valid approval certificate, or
by a certified aircraft and powerplant mechanic, as provided for under FAR/
EASA. The return to service maintenance records required by FAR/ EASA shall
accompany the parts.

Persons - Qualifications and experience requirements

for carrying out the annual review of airworthiness
Persons carrying out the annual review of airworthiness shall hold a rated
aircraft maintenance engineer licence, in both airframe and engine categories,
and have —
(i) held the licence for a period of at least 60 months; and
(ii) have recent experience of six months in the preceding 24 months as having
exercised the privileges of an aircraft maintenance engineer licence or
supervised, in an executive capacity, the maintenance of aircraft.
Or
For new type of aircraft inducted in the country or by an organization the
person carrying out the annual review of airworthiness shall hold full scope
authorization on the type of aircraft including its engine and shall be authorized
by the Quality Manager to carry out the review.

SERIES 'F' PART V

Suspension of Certificate of Airworthiness and its
subsequent revalidation.

Aircraft Rule 55(1) provides for automatic suspension of Certificate of

Airworthiness of an aircraft under the conditions mentioned therein. Rule 55(2)
empowers the DGCA to suspend or cancel the Certificate of Airworthiness
whenever reasonable doubt exists as to the safety of an aircraft or as to the
safety of this type of which that aircraft belongs. This part of CAR specifies
the various conditions under which suspension of C of A can take place and its
subsequent revalidation.

The Certificate of Airworthiness of an aircraft shall be deemed to be

suspended when an aircraft ceases or fails to conform with condition stipulated
in the Type Certificate or C of A, airworthiness requirements in respect of
 P a g e | 52

operation, maintenance, modification, repair, replacement, overhaul, process or

inspection applicable to that aircraft, or

is modified or repaired otherwise than in accordance with approved procedure,

or
suffers major/substantial damage (which requires replacement or extensive
repair of any major component), or

develops a major defect which would affect the safety of the aircraft or its
occupants in subsequent flights.

SERIES 'F' PART VI

Rebuilding of Aircraft

Aircraft Rule 53 and 53A together prescribe the requirement regarding use of
materials process to be used during manufacture of aircraft and also the
persons authorised to certify the manufacture of aircraft while Rule 50
empowers the DGCA to issue/renew or revalidate the Certificate of
Airworthiness. This CAR lays down the detailed requirement for rebuilding of
aircraft which were damaged or purchased as wreckage from insurance
companies or purchased parts/spares from abroad. Only such aircraft will be
permitted to be re-built which were earlier typecertificated and had been
flying with Certificate of Airworthiness and in respect of which sufficient data
regarding maintenance and performance standards are available.

This CAR applies to all aircraft assembled from spares purchased or imported
and which were not supplied as a complete aircraft kit for the purpose of
assembling a serviceable aircraft. Unpressurised aircraft of all up weight of
3000 kgs. or below would be covered under this CAR. Rebuilding of aircraft of
weight more than 3000 kgs. would be considered on individual case basis for
which an application has to be made to the Director General of Civil Aviation.

The owner/person would apply to the Director General of Civil Aviation through
the Regional Airworthiness Office for registration of aircraft alongwith a
survey report indicating the details of serial number of parts etc. in the
prescribed form alongwith the fees. He would also indicate the source of
procurement of parts/spares. The Regional Airworthiness Officers would
ascertain genuineness of the request and after being recommended by them a
temporary Certificate of Registration will be issued for a period of one year
which can be extended in exceptional cases upto two years. Permanent
registration will be alloted only when the constructor forwards a certificate
duly certified by an Aircraft Maintenance Engineer having licence endorsed in
 P a g e | 53

Category 'B' that the aircraft is nearing completion and request for issue of
certificate of airworthiness would be forwarded soon.

SERIES 'F', PART VII

SPECIAL FLIGHT PERMITS

Sub Rule 3 of Rule 55 of Aircraft Rules 1937, states that no person may
operate an aircraft whose C of A has been suspended, or deemed to be
suspended, or has become invalid, without specific permission of the Director
General of Civil Aviation. However, Sub Rule 4, of Rule 55, empowers the
Director General of Civil Aviation to issue special flight permits to an aircraft
under the above conditions. This part of CAR specifies the circumstances under
which an aircraft without valid /suspended /deemed to have suspended C of A,
may be permitted to undertake ferry flight and the procedure for issue of
special flight permit or ferry flight permit.

Special Flight Permit is not required in case of test flight of an aircraft for
the purpose of renewal of C of A where the C of A has expired provided a
certificate for fitness of flight has been issued by qualified AMEs after
appropriate maintenance checks and tests. Such test flight may be carried out
in accordance with CAR Sec-2, Series ‗T‘ Part II.

A special flight/ferry flight permit may be issued by Regional/Sub-Regional

Airworthiness Office to an aircraft when Certificate of Airworthiness has been
suspended or deemed to be suspended or has become invalid. Such aircraft may
not currently meet applicable airworthiness requirements but is capable of
performing safe flight for the following purposes:
i) Ferry fly to a base without fare paying passengers onboard where
repair,modification and maintenance are to be performed to remove the
suspension of the C of A.
ii) Test flying a production aircraft.
iii) Evacuation of aircraft or persons from areas of impending danger.
iv) Flight for special purposes.
a. Customer demonstration flights in new production aircraft that have
satisfactorily completed production test flights.
b. Ferry fly to a point of Temporary / Permanent storage.
c. Operation of an aircraft at a weight in excess of its maximum certified take
off weight for flight beyond the normal range over water or over land areas
where adequate landing facilities or fuelling facilities are not available
Note: The excess weight that may be authorised under this paragraph is limited
to the additional fuel, fuel carrying facilities and navigation equipment
necessary for the flight.
 P a g e | 54

The report sent along with the application, detailing the condition of the
aircraft and the steps taken for safe flight will be analysed and based on the
assessment with regard to safety of aircraft (also persons on board), the local
Regional/ Sub regional Airworthiness Office may grant special flight / ferry
flight permit as per Appendix II subject to the following conditions/
limitations.
a) Inspection or tests by the operator for determining the safety of aircraft
for the intended flight and certified to that effect by appropriately licensed
AME(s) or authorized / approved persons.
b) A limitation that the operating weight on any ferry flight must be the
minimum necessary with the necessary reserve fuel load and that the C.G. is
within limits
c) Any other operational limitation considered necessary for the particular
flight.
d) Flight is to be conducted within the performance operating limitations given
in the Aircraft Flight Manual and any additional limitation(s) that may be
specified by DGCA for the particular flight.
e) As far as possible initial climb should not be over thickly populated area.
f) The aircraft shall be operated only by crew holding appropriate licence issued
or validated by DGCA.
g) Crew properly briefed of the nature of deficiencies and defective system,
item, and component isolated and suitably placarded in cockpit.
h) Weather conditions at the take off and destination airport are to be at least
equal to that required for VFR flight.
i) Persons other than required flight crew shall not be carried during the flight
j) Fuel and fuel distribution limits.
k) Maneuvers to which the aircraft is limited.
l) Limits on usage of flight equipment such as autopilots etc.
m) Runway selections if considered necessary for safe flight.
n) Air speed limits as required.
o) Communications required with airport tower personnel to inform them prior
to take off or landing of the non standard condition of the aircraft

A copy of the special flight permit must be carried onboard the aircraft at all
times when the aircraft is operating under the terms and conditions of the
permit.

Special /ferry flight permit issued by Regional / Sub Regional Airworthiness

Offices shall be valid till the arrival of the aircraft at destination or specific
date mentioned in the permit as applicable.

Upon completion of the special/ferry flight the operator will render a report to
the Regional/ Sub Regional Airworthiness Office, where the aircraft is based
 P a g e | 55

and a copy forwarded to the authority who had issued the special flight permit
which shall include.
a) Any abnormality encountered during flight.
b) Action taken at base to render aircraft airworthy.
c) Result of production test flight.
d) Any other information regarding the flight as deemed necessary.

SERIES 'F', PART X

Airworthiness of Ageing Aircraft

Accidental Damage – A damage caused to an aircraft structure due to discreet

sources caused by birds, uncontained engine failure, damage due to wrong
handling of ground equipment occurring during routine inspection of the
aircraft.

Ageing Aircraft - Aircraft which have completed their design economic life are
classified as Ageing Aircraft.

Damage Tolerant - Ability of structure to sustain regulatory fail-safe loads in

the presence of damage, such as fatigue cracks or corrosion, until the damage is
detected through inspection or malfunction and repaired.

Design Economic Life - Most of the transport category aircraft are designed
keeping in view their economic maintenance and trouble free operation in their
expected life cycle. The design substantiation document etc. is also produced
and tests carried out to confirm the life cycle. Generally, this is known as design
economic life and maintenance of aircraft in airworthy condition beyond this
may be possible with greater attention which may not be economical for an
airline.

Environmental Damage - Damage due to environment in the form of corrosion

and stress corrosion which may or may not be time and/or usage dependent.

Fatigue Damage - Fatigue damage is damage caused to a metal structure

characterized by initiation of a crack and its subsequent propagation as a result
of continuous dynamic stresses with cumulative effects in the aircraft life
cycle.

To ensure continued airworthiness of the aircraft, owners/operators shall

comply with the Service Bulletins (SBs) and Airworthiness Directives requiring
structural inspection of specific areas at certain intervals, Supplemental
Structural Inspection Document (SSID), Ageing Aircraft Repair and
Modification Program, Corrosion Prevention and Control Program (CPCP), Repair
Assessment Program (RAP), etc.
 P a g e | 56

SERIES 'F' PART XII

Inspection of Wooden Aircraft.

SERIES 'F' PART XIII

Airworthiness Requirements for Gliders.

SERIES 'F' PART XIV

Registration and Airworthiness of Microlight Aircraft.

SERIES 'F', PART XV

Requirements for manufacture, registration and airworthiness control of hot
air balloons.

SERIES 'F' PART XVI

Approval of Flight Manuals and their amendments.

Aircraft Flight Manual : A manual, associated with the Certificate of

Airworthiness, containing limitations within which the aircraft is to be
considered airworthy and instructions and information necessary to the flight
crew members for the safe operation of the aircraft.

Certificate of Airworthiness : A Certificate issued in respect of an aircraft in

pursuance of Aircraft Rules implying compliance with minimum standards of
airworthiness as acceptable to the Director General of Civil Aviation.

The Certificate of Airworthiness in respect of an aircraft, operation of which is

required to be governed by the Flight Manual, is endorsed with the remarks
that the aircraft shall be operated in accordance with the approved Flight
Manual. This would interalia imply that approved Flight Manual shall be available
to the crew members in the flight deck at all time and shall constitute a part of
the C of A of the particular aircraft.

The manual should contain in general the following :

Section (1) General G
Section (2) Limitations L
Section (3) Emergency Procedures E
Section (4) Normal Procedures N
Section (5) Performance Appendices P
 P a g e | 57

SERIES 'F', PART XVII

Pooling of Aircraft Parts by National Airlines of India with Foreign Airlines.

Part pooling is a recognised international practice and an airline enters into

parts pooling agreement with other airlines for utilising the parts, components
for carrying out replacements of parts/ components on their aircraft when
operating outside India.

The Operator shall submit following details to the Regional airworthiness

office:
i) Names of the operator with which the parts pooling agreement is to be
entered into.
ii) Names of the foreign Airlines, location of the stations where such parts will
be maintained for pooling purposes.
iii) The name and address of the Airworthiness Authority of the country
regulating/supervising the foreign airlines. Details of the maintenance approval
granted by the foreign regulatory authority.
iv) The type of aircraft and details of the parts which are to be pooled.
v) The method of its replacement by appropriately certified parts on return to
the base and its return to the parent airline.
vi) The method of ensuring the airworthiness of the parts and the total time
available for service prior to installation.
vii) Modification standards of the parts (does it meet the minimum standards
laid down by the Director General of civil Aviation).

Normally pooled parts should not be used for more than 100 flight hrs or till
return of the aircraft to the main base where sufficient time is available for its
replacement. However, the airline may document the procedure wherein such
parts can continue in service and are economical to use after outright purchase
rather than return to the owner airline.

While borrowing component from a pool partner, the Q.C.M. shall ensure
the following:
i) The regulatory authority, regulating the maintenance activity of the pool
partner shall be a Contracting State.
ii) The regulatory authority shall have rules, regulations on controlling the
maintenance activity.
iii) The pool partner shall be an Approved Maintenance Organisation by the
approved regulatory authority.
iv) The parts borrowed shall be :-
 P a g e | 58

(a) Compatible to the Indian operator's fleet and shall have appropriate
serviceable tag issued.
(b) The parts/components shall comply with AD/SB/Mod as declared mandatory
by DGCA.
(c) The parts/components shall have sufficient life as per DGCA approved TBO.

SERIES F PART XVIII

Construction, Certification and Operation of
Experimental/Amateur Built Aircraft.

SERIES F, PART XX
Age of Aircraft to be imported for Scheduled / Non-Scheduled
including Charter, General Aviation and other Operations.

A. Scheduled, Non-scheduled & General Aviation operations

a) No pressurised aircraft shall be more than 15 years in age or has completed
75% of the design economic cycles or 45,000 pressurisation cycles, whichever is
earlier.
b) In the case of unpressurised aircraft, the decision will be on a case to case
basis and on a complete examination of the records of the aircraft being
procured. However, Director General of Civil Aviation would normally not allow
such aircraft which are more than 20 years old.
B. Air cargo operations
a) Pressurised aircraft to be imported for air cargo operations shall not be
more than 25 years in age or have completed 75 percent of its design economic
cycles or 45,000 pressurisation cycles whichever is less. Aircraft to be
imported, if more than 20 years of age, shall be inspected and examined by
DGCA officers and will be allowed only if found satisfactory and changes as
suggested by DGCA subsequent to inspection are carried out.
b) For the import of unpressurised aircraft , the decision will be on a case to
case basis and on a complete examination of the records of the aircraft being
procured. However, Director General of Civil Aviation would normally not allow
such aircraft which are more than 20 years old aircraft.
C. Other operations
The requirements/ criteria for import of aircraft for other operations is same
as given in ‗A‘ above. However, DGCA may permit import of unpressurized
aircraft of more than 20 years of age for the purpose of flying training
operations subject to the following conditions.
(i) the aircraft will be imported with new or overhauled engines;
(ii) the aircraft will be subjected to the maximum (highest scheduled)
inspection schedule before import;
(iii) the aircraft will have been operated for not more than 10,000 hours
 P a g e | 59

prior to import; and

(iv) the aircraft will have a valid certificate of airworthiness and all components
of the aircraft will be within their stipulated overhaul life.
Note: These requirements will not be applicable for local acquisition of
Indian registered aircraft maintained in accordance with DGCA approved
procedures which are intended to be acquired for operations mentioned
in A, B and C above.
4. Details to be furnished for import of aircraft
All persons desirous of importing aircraft are required to furnish the following
information:
(i) Manufacturers certified date of Manufacture of the aircraft.
(ii) Time since New (TSN) / Time since Overhaul (TSO) of aircraft, engines and
life of each module since last overhaul/ refurbishment, and any life limiting
features.
(iii) The history of the airframe Major checks of structure and details of
number of landings/ pressurization cycles.
(iv) Details of all significant incidents/accidents in which the aircraft had
sustained damage since its induction into service along with the details of
repairs that were carried out after these incidents/ accidents to make aircraft
airworthy.
(v) Status of compliance of SBs/ modifications and inspections prescribed
by manufacturers.
(vi) Status of compliance of Airworthiness Directives/mandatory modifications.
(vii) Status of compliance of Supplemental Structural Inspection Programme
(SSIP), Corrosion Protection and Control Programme (CPCP).
(viii) Copy of Type Certificate if the aircraft is first of its type to be imported.
(ix) Before the import of aircraft which is not operating in India, documents/
manuals given in CAR Section 2 Series ‗F‘ Part III shall be furnished.
(x) Status of aircraft equipment including mandatory equipments

SERIES `F' PART XXI

Import/Export of Aircraft, Spares, Items of Equipment
etc. for use on aircraft.

Aircraft Act 1934 Para 5, interalia, empowers the Central Government to make
rules regulating the export/import of an aircraft for securing the safety of
operation. The requirements for import of aircraft are laid down by Director
General of Foreign Trade, Ministry of Commerce (DGFT), vide Public Notice No.
274 (PN)/92-97 dated 23.2.95. This part of the CAR specifies the manner in
which aircraft, aircraft spares, items of equipment may be imported and also
 P a g e | 60

exported and re-imported into India in the case of spares/items of equipment

which cannot be repaired/overhauled within the country.

3.1 Import of Aircraft for Scheduled/Non-Scheduled Air Services:

(a) Aircraft may be imported by the following organisation with- out the need
to obtain an import licence from the DGFT.
a) Air India
b) Indian Airlines
c) Pawan Hans Limited
d) Airports Authority of India
e) Indira Gandhi Rashtriya Uran Academy(IGRUA) and such other Flying
Clubs/academies recognized by the Ministry of Civil Aviation.
f) Any person who has been granted permission by the Ministry of Civil
Aviation, Govt. of India for operating Scheduled or non Scheduled Air
Transport Services (including Air Taxi Services) for import of aircraft subject
to the condition that the import of the aircraft and their use is in accordance
with such permission.
(b) Public Sector Enterprises and their wholly owned subsidiaries under the
Ministry of Civil Aviation are exempted from the procedure of aircraft
acquisition committee for the purpose of import of aircraft. However, an NOC
may be issued by DGCA, if required, after certification by the Ministry of Civil
Aviation that the import of the aircraft has been approved by the competent
authority.
(c) Applications for import of aircraft for private Scheduled/ Non Scheduled
services including Air Taxi and aerial work may be forwarded to Ministry of
Civil Aviation, Rajiv Gandhi Bhavan, New Delhi.The form for application is given
in Appendix I. After such scrutiny of the application by the aircraft
acquisition committee as may be necessary, the Ministry may grant permission
for import of the aircraft. The procedure is described in CAR Section 3, Series
`C'.

Para 76 of Hand Book of Procedures :

Air India, Indian Airlines, Pawan Hans Limited and scheduled domestic private
airlines, private sector/public sector companies and State Government
operating executive /training aircraft or those engaged in aerial spraying of
crops and non scheduled airlines and charter service operators will be eligible
to import without a licence, re-conditioned/second hand aircraft spares on the
recommendation of DGCA. Chapter 88 Para 88.O3 regarding import of spares :
a) Import of reconditioned or second hand spare parts including propellers,
rotors, under carriages, engines and other parts of aeroplanes and helicopters
are permitted without licence to the categories of operators as specified in
Para 3.1 on the recommendation of DGCA.
b) Import of all new spare parts for aeroplanes and helicopters are permitted
to be imported freely without the recommendation of DGCA.
 P a g e | 61

Export of spares or the item/equipment for maintenance/ repair/overhaul

an re-import thereafter.
In certain exigencies an operator may not be able to service/maintain/overhaul
an item of equipment removed from the aircraft within the country due to
various reasons. In such cases the aircraft operator may approach the DGCA
for a No Objection Certificate to export the spares or item of equipment for
carrying out necessary repairs/overhaul at approved Firm/Agency abroad and
re-import the same after carrying out the necessary work. The operator must
furnish all details of the spares, items of equipment including the name of the
approved firm/agency when the same is being despatched for
overhaul/repair/investigation. In case of premature failure, the aircraft
operator shall make necessary arrangements with the overhaul agencies and
arrange copy of the investigation report to be sent to DGCA. Some of the
manufacturers abroad have a procedure called Standard Exchange Programme
wherein a failed part is replaced by a serviceable part of another serial
number. I
n such cases also DGCA will permit the operator to export the failed part/life
expired part and replacement thereof by serviceable part of different serial
number. In such cases also the aircraft operator shall ensure that investigation
report of the prematurely removed components are sent to the DGCA on
completion of the investigation. The above export and re-import of spares etc.
is subject to compliance of Reserve Bank of India regulation, if any, on the
subject. In all such cases no import licence will be required and in
lieu thereof the NOC issued by the DGCA will suffice.

SERIES `F' PART XXII

Load and trim sheet - Requirements thereof.

Under sub rule 2 (b) of rule 58 of the Aircraft Rules 1937, it is stipulated that
"The load of an aircraft through out the flight including take off and landing
shall be so distributed that the centre of gravity position of the aircraft falls
within the limitations specified or approved by the Director General." It is also
necessary that the aircraft is loaded within specified limits to ensure safe
operation.

The training programme for the persons engaged in preparing load and trim
sheet and supervising loading shall comprise of :
(a) Basic indoctrination and initial training,
(b) Transition training,
(c) Differences training,
(d) Refresher/Recurrent training,
 P a g e | 62

(e) Conversion training.

LOAD AND TRIM SHEET REQUIREMENTS :

14.1 Before starting operation the airline/operator shall prepare a load/trim
sheet and get the same approved from the DGCA.
14.2 The airline/operator shall compute the trim either manually or by use of a
computer in accordance with a procedure approved by the DGCA.
14.3 The airline/operator shall ensure that loading and distribution is in
accordance with the requirement of Aircraft Rules and any special direction
issued by DGCA in conformity with the Rules.
14.4 It will be the responsibility of the airline/operator to ensure that the
weight of the aircraft at the time of take- off does not exceed the RTOW.
14.5 Each airline/operator is responsible for the preparation and accuracy of
the load/trim sheet.
14.6 The load/trim sheet must be prepared in duplicate and signed for each
flight by an Officer of the airline/operator who have the duty of supervising
the loading of aircraft and preparing the load and trim sheet.
14.7 The load/trim sheet and passenger manifest must at least contain the
following information concerning the loading of the aircraft at take-off time:
(a) The weight of the aircraft, fuel and oil, cargo and baggage, passengers and
crew members.
(b) The maximum allowable weight for that flight that must not exceed the
least of the following weights:
(i) Maximum allowable take off weight for the runway intended to be used
(including corrections for altitude, gradient, wind, runway surface condition
and temperature conditions existing at the take- off time.
(ii) Maximum take off weight considering anticipated fuel and oil consumption
that allows compliance with applicable en route performance limitations.
(iii)Maximum take off weight considering anticipated fuel and oil consumption
that allows compliance with the maximum authorised design landing weight
limitations on arrival at the destination airport.
(iv) Maximum take off weight considering anticipated fuel and oil consumption
that allows compliance with landing distance limitation on arrival at the
destination and alternate airports.
(c) The total weight computed under approved procedures.
(d) Evidence that the aircraft is loaded according to an approved schedule that
ensures that the centre of gravity is within approved limits, during the flight.
(e) Names of passenger including breakup of male, female,
child/infant.
 P a g e | 63

SERIES 'H', PART I

Unusable fuel supply-calibration of fuel quantity gauge of aircraft.

Unusable-fuel : The quantity of fuel supply remaining in each tank under the
most adverse feed condition in intended operations and flight maneuvers, at
which the first evidence of engine malfunctioning occurs.

METHOD OF DETERMINATION OF UNUSABLE FUEL :

The unusable-fuel quantity for each tank must be established by conducting
appropriate test flight during the Type Certification tests of aircraft. In the
case of all Type Certificated Transport Aircraft and many light aircraft types,
data on unusable fuel quantity are available in the Flight Manual/Type
Certification documents. In case of light aircraft not exceeding 5700 Kg. all up
weight, where this data is not available, the following procedure is
recommended:-
With the aircraft in level flight attitude drain the fuel system from the lowest
point in the supply line. Thereafter measure the quantity of residual fuel in each
tank. Then at least 5 litres of fuel per main tank shall be added to arrive at the
zero datum for the fuel quantity gauge.

CALIBRATION OF FUEL QUANTITY GAUGES :

The fuel gauges shall be calibrated with this amount of unusable fuel as zero
datum; alternatively the dial shall be marked with a red arc to indicate unusable
fuel range. Thereafter fuel-gauges are to be calibrated up to its total range
adding known quantities of fuel in each tank. This procedure should be followed
every time a fuel quantity gauge is installed and thereafter at every certificate
of airworthiness inspection or at the nearest major check. The cockpit shall be
suitably placarded indicating the quantity of unusable fuel. Where the
information regarding unusable fuel is already available in the Flight Manual,
placarding of the cockpit may not be insisted upon. However, the procedure laid
down for adjustment of the set point and calibration of the quantity gauges
shall be followed as aforesaid. The quantity of unusable fuel thus determined
shall be deemed to be a part of the empty weight of the aircraft.

FUEL DIP STICKS AND THEIR CALIBRATION :

It has come to light that fuel content gauges installed on certain types of light
aircraft and helicopters are not reliable, particularly at lower ranges. In such
cases it will be the responsibility of the pilot-in-command to make sure that a
properly calibrated dip stick is carried on board the aircraft so that at the time
of refuelling, correct quantity of unusable fuel available to the pilot is known
without placing undue reliability on the fuel quantity gauge. The method of
calibration of dip stick shall also be the same as in the case of fuel quantity
gauge, stated in paragraph under item 5 above.
 P a g e | 64

SERIES 'H', PART II

Aircraft Fuelling Procedures.

Aircraft rule 25A prescribes the procedures of fuelling of aircraft.

Fuelling - shall mean dispensation of fuels and power boost fluids into an
aircraft for the generation of engines power and augmentation of thrust, and
shall include both fuelling and defuelling.

Fuelling Zone or Precautionary Area - is regarded as the area extending 6

metres radially from the aircraft fuelling point, venting point and fuelling
equipment.

No persons shall fill or replenish the fuel tanks of an aircraft from vehicles or
vessels containing petroleum in bulk or from fuel hydrant installations except
from vehicles or installations of a type approved by the Chief Inspector of
Explosives or from barges licenced under the Petroleum Rule 1937. The fuel and
other products delivered by the oil companies shall be of a quality already
agreed to between the purchaser and the supplier but shall conform to approved
specifications.

FUELLING CONDITIONS
5.1 The aircraft operator shall furnish written instructions to the fuelling
company regarding the correct procedure of fuelling and precautions to be
taken for particular types of aircraft. These instructions shall include the
fuelling pressure, rate of delivery, etc. Special precautions, such as in the case
of switch refuelling (see 20) shall also be intimated to the oil company in
advance. All special conditions and requirements of aircraft manufacturers
during their servicing and fuelling shall be followed by all concerned.

SERIES 'H ' PART III

Aviation Fuel at Airport : Storage, Handling and
Quality Control.

This part of the CAR lays down the minimum requirements that fuel vendors
must comply and they may be summarised as ensuring that
i) Proper quality control and fuelling procedures are adhered to
ii) Sampling tests of fuel and inspections of installations are correctly
completed and records kept.
 P a g e | 65

AIRCRAFT FUELLING VEHICLES

1.3 Atleast every three years tanks should be internally inspected for
cleanliness. Lined tanks should be inspected for lining defects. Any found
should be repaired, or if the defects are extensive, the lining replaced..
1.4 Each refueller tank shall be cleaned once a year.

SAMPLING AND PURGING:

2.1 As a routine measure, fuelling vehicles should be purged of water and
sediment once a day before use. This purging should encompass all drain cocks,
tank compartments, filter separators, fuel monitors, microfilters, gauze filters
and air separators.
2.2 Samples of fuel should be taken and checked in accordance with the
procedures in Part VIII:
i) following each reload or top up of a fuelling vehicle;
ii) after the vehicle has been exposed to heavy rainfall, sleet, thawing snow, or
vehicle washing.
2.3 If the first sample is found to be contaminated, further samples should be
taken. If unsatisfactory samples continue to be obtained, action should be
taken to identify and remove the cause. Until satisfactory samples are obtained
no deliveries from or into the vehicle should be made.
2.4 When samples are found to be in good condition they can be returned to
storage to avoid waste of fuel. If in unsatisfactory condition, samples should be
disposed of and not returned to any part of the fuelling vehicle or aviation
fuelling system unless contaminant(s) have been completely settled out and
removed.

3. FILTERS:
3.1 Hose end protection filters of 100 mesh gauze should be fitted. They
should be inspected atleast monthly, and if necessary cleaned, repaired or
replaced. Excessive contamination of a hose end filter may indicate
deterioration of the hose lining. The hose should be replaced if this is
confirmed.
3.2 Deliveries of AVGAS from the vehicle should be made through a microfilter
with a nominal rating of 5 microns.
3.3 Vehicles delivering aviation turbine fuels should be fitted with a microfilter
or a filter separator or monitor with a nominal 5 micron rating for solid
particles and 15 parts per million for water.
3.4 Checks should be made at weekly intervals on the pressure differentials at
the maximum possible flow rate on microfilters, filter separators or filter
monitors (whichever are applicable). Elements should be changed when the
differential reaches the limit recommended by the manufacturer. Should any
sudden and significant change from the previous trend of recorded differential
pressures occur, the elements should also be inspected to ensure that they
 P a g e | 66

are functioning correctly. They should also be inspected and if necessary

changed:
i) on significant reduction in flow rate;
ii) on continuing unsatisfactory drain samples.
As a matter of routine, the elements of filter separators should be replaced
after three years use, and the elements of monitors after two years use.
3.5 The filtration system in refueller/dispenser shall be subjected to milipore
test by gravimetric method once in 3 months at all airfields.

HYDRANT SYSTEMS

All pits should be grade marked and kept clean and free of water. They should
be checked atleast weekly and after heavy rain or snow, and any contaminants
removed. Monthly checks should also be carried out to verify the correct
operation of shut-off valves and grade selection devices.
1.2 All valves and fittings should be checked weekly for leaks, and rectification
action taken as necessary.

WATER SAMPLING EXTRACTION PITS:

2.1 These should be checked for water atleast weekly. If water is found it
should be removed and the fuel sampled, following the procedures set out in
part VIII. No fuel should be dispensed until an uncontaminated sample is
obtained.
2.2 The drain point should be checked weekly for leaks, rectification action
taken as necessary, and any waste fuel in the pit removed.

Immediately after fuelling is completed, a sample should be drawn from the

dispenser and checked in accordance with the procedures set out in Part VIII.
Ideally this sampling check should be carried out before the aircraft leaves
the refuelling point, or if this is impracticable and radio communication with
the aircraft can be established quickly, it should be completed and assessed
before the aircraft is positioned ready for take off.
4.4 If the sample is unsatisfactory a further sample should be tested. If this
is also unsatisfactory, the aircraft pilot or operator's representative should be
informed immediately so that arrangements can be made to check the state of
the fuel in the aircraft tanks. Take off should not be attempted until this has
been done and the fuel found to be free of contamination. No further fuellings
should be made from the system until the reason for the presence of
contaminant(s) has been established, and they have been removed.

SAMPLING PROCEDURES

The purpose of sampling checks is to ensure that fuel intended for use in
aircraft is in a fit state for that use.
 P a g e | 67

1.2 Fuel should be assessed as unsatisfactory for use in aircraft if a sample

shows:
i) more than a trace of sediment;
ii) globules of water;
iii) cloudiness;
1.3 A sample can be checked by visual inspection to ensure that it does not
contain excessive sediment, is generally clean, and is of the colour appropriate
to its grade. AVGAS is blue; aviation turbine fuels are undyed and clear; but
fuel from different sources of production may vary in colour. However, apart
from cases where it is present in globules and thus readily evident, a conclusive
check on the presence of water in fuels can only be made using the aids
mentioned in 1.2 (iv) above.
1.4 Free water may be present in AVGAS and both free and suspended water in
aviation turbine fuels. Water finding paste or paper is designed to show the
presence of free water, and should be used for checks on all grades of fuel.
The chemical water detector (aquadis capsule) is designed to detect suspended
water and should be used therefore in addition to paste or paper when checking
aviation turbine fuels.

Sampling Procedure:
2.1 Introduction:
1. Visual examination
2. Short test
3. Monitoring test
4. Laboratory inspections or full tests
5. Preservation of records.

Types of samples.
Different types of samples are drawn depending on type of tests to be
conducted. Reference of depth of sampling is always taken from the top
surface of the product.
1. Upper sample:- One taken at a level of 1/6th of the depth of the product
below the top surface.
2. Middle sample:- One taken at a level of one-half of the product below the
top surface.
3. Lower sample:- One taken at a level of 5/6th of the depth of the product
below the top surface.
4. Single tank composite sample:- For a tank of uniform cross-section, a
composite sample consists of a blend of equal parts of upper, middle and lower
samples.
5. Bottom sample:- One taken from within about 12mm of the bottom surface
of the tank or from the lowest point of a pipeline.
6. All level sample:- One which is collected by submerging a closed sample
bottle to the bottom of the tank, then opening the sample bottle and raising it
 P a g e | 68

at a uniform rate so that it will not be completely filled as it emerges out from
the product ensuring the entry of the product into the bottle at all levels.

SERIES ‘I’ PART I

Aircraft Instruments Overhaul and Periodical
Inspections.

MAGNETIC COMPASSES :
Magnetic compasses shall be inspected at the time of installation to ensure that
(a) there are no signs of leakage of the liquid;
(b) bubbles, excessive sediment and discolouration are not present in the liquid;
(c) the pivot friction does not exceed the manufacturer's tolerances. Where
such tolerances are unknown the pivot friction shall be determined by
deflecting the compass needle 10 degrees and allowing it to return to the
magnetic meridian. The change in indication from the original heading shall not
exceed two degrees ;
(d) the compass is swung and correction card is in place in the aircraft ; and
(e) the compass mounting is satisfactory.

Calibration and compensation :

Following are the circumstances under which direct reading aircraft magnetic
compasses, as installed in aircraft, shall be calibrated and compensated :
(a) At the time of initial installation of a compass;
(b) At periods as specified by the manufacturer;
(c) After major repair of the aircraft, replacement of an engine mounted in the
forward fuselage, or on installation/ removal/ replacement of any magnetic
material in the vicinity of the compasses;
(d) After installation of a new electrical system or major modification of the
existing electrical system in the vicinity of compass, in which case the
calibration shall be made with the electrical and radio service operating in
straight and level flights;
(e) After installation of geophysical survey equipment or other equipment likely
to have a strong external magnetic field;
(f) Whenever a direct reading compass or a magnetic sensing element is changed
or relocated;
(g) Whenever the correct functioning of a compass is in doubt, or excessive
deviations have been found in flight observations;
(h) after an aircraft has passed through an electrical storm;
(i) Whenever a physical damage, discoloration of fluid or presence of bubbles in
the fluid is observed;
(j) After an aircraft is subjected to a serve shock as in the case of a heavy
landing.
 P a g e | 69

OVERHAUL AND PERIODICAL INSPECTION PERIODS :

3.1 The overhaul and periodical inspection periods specified in this part of the
CAR Series shall be calculated :
(a) from the date of the last overhaul; or
(b) from the date of installation in the aircraft if, prior to installation and
following
overhaul the instrument had been stored in accordance with accepted practices
for the storage of instruments ; or (c) in the case of imported aircraft when
neither of the dates specified in sub-paragraph (a) and (b) above is known, from
the date of issue or last renewal of the aircraft's Certificate of Airworthiness
3.2 Where the manufacturer/ vendor's recommendations are not available with
regard to the overhaul and inspection periods of instruments, the periods as
specified in the following table shall be followed:
__________________________________________________________
Instrument Maximum overhaul Periodical Period Inspection Period
__________________________________________________________
1. Gyrohorizon indicators, 2 years/1000 hrs.
Directional gyro (whichever is earlier.)
indicators, Automatic
pilots (gyro units only)

2. Automatic pilot 3 years/2000 hrs. (which

(except gyro units) ever is earlier).
Airspeed indicators and
pitot static system.
Turn & bank indicators.
Vertical speed indicators 3 years/2000 hrs. (which
(Rate of Climb ever is earlier).
indicators), Tachometers
(RPM indicators).
Fuel contents gauges and
fuel flow gauge.
Manifold pressure gauges
in piston engine and such
pressure gauges of jet
engines utilised for engine
power output indication,
Engine Oil pressure gauges,
Magnetic compasses,
Watches.

3. Altimeters 2 years.

4. Thermometers, pressure To be decided Bench Check

 P a g e | 70

and vacuum gauges by individual every two years.

(except the pressure operator.
gauges mentioned in the
preceding column), Ammeter
and voltmeters and
position indicators.
___________________________________________________________
Note :- Overhaul/periodical inspection periods in respect of instruments other
than those indicated above, will be notified by the Director General of Civil
Aviation on specific request.

SERIES ‘I’ PART II

AIRCRAFT EQUIPMENTS AND INSTRUMENTS

Aerial work. An aircraft operation in which an aircraft is used for specialized

services such as agriculture, construction, photography, surveying, observation
and patrol, search and rescue, aerial advertisement, etc but does not include an
aircraft used for public transport.
Commercial air transport operation. An aircraft operation involving the
transport of passengers, cargo or mail for remuneration or hire.
General aviation operation. An aircraft operation other than a commercial air
transport operation or an aerial work operation.
Glider means a non-power-driven heavier-than-air aircraft, deriving its lift in
flight chiefly from aerodynamic reactions on surfaces which remain fixed under
given conditions of flight;

Instruments And Equipment Required For Navigator

For flights on which licensed Navigator is required according to Rules, following
instruments/ equipment are required:
(a) Drift Indicator for machines with seating capacity of more than five
persons, according to Certificate of Airworthiness/ Flight Manual.
(b) Chart table
(c) Navigators Instrument
(d) Navigators Air Speed Indicator As may be required by the duties
And location of the Navigator
(e) Navigators Altimeter
(f) Navigators Compass

Equipment
All aircraft on all flights shall be equipped with:
a) an accessible first-aid kit in accordance with CAR Sec 2 Series ‗X‘ Part III;
b) portable fire extinguishers of a type which, when discharged, will not cause
dangerous contamination of the air within the aircraft. At least one shall be
located in the pilot's compartment;
 P a g e | 71

c)a seat belt for each seat; and

d) a safety harness for each flight crew member seat.
Note.- Safety harness includes shoulder strap(s) and a seat belt which may
be used independently.

All aircraft operated as Visual Flight Rules (VFR)

All aircraft when operated as VFR flights shall be equipped with:
(a) Air Speed Indicator (all aircraft with speed limitations expressed in terms
of Mach Number shall be equipped with a Mach Number Indicator).
(b) Pressure Altimeter
(c) Magnetic Compass
(d) RPM indicator for each engine
(e) Out side air temperature indicator on aircraft on engine having provision for
carburetor heat control in case carburetor Air Temperature Gauge is not
installed.
(f) Oil pressure indicator for each engine
(g) Oil quantity indicator for each tank (instead of an instrument, it may be a
dip stick).
(h) CHT indicator for each air cooled engine having rated BHP above 250.
(i) Temperature gauge for determining the temperature of the coolant for each
liquid cooled engine.
(j) Oil temperature gauge for each air cooled engine having rated BHP above
250.
(k) Manifold pressure gauge for each engine, fitted with variable pitch
propeller and/or is super charged.
(l) Fuel Gauge indicating the quantity of fuel in each tank.
(m)Landing gear position indicator for the aircraft fitted with retractable
landing gear.
(n) An accurate time piece, indicating time in hours, minutes and seconds.,
and
(o) such other items / equipment as may be prescribed by the
manufacturer/DGCA for particular installation.
Note – 1. On aircraft below 2,000 Kgs. AUW, in lieu of time piece reference
item (n), the use of personal watch worn by pilot is acceptable
provided it is accurate and shows the time in hours, minutes and
seconds. However this fact should be recorded by the Pilot in
Command on the Pilots acceptance certificate.
Note – 2. The aircraft used for cloud seeding operation shall be fitted with 'G'
meter as per DGCA /Misc./18.
Note – 3. The aircraft engaged in agro- operation are to be painted with day
glow paint at the wing tips.
Note – 4. When operated in icing condition aircraft shall have means of
preventing malfunctioning of air speed indicating system due to either
condensation or icing
 P a g e | 72

All aircraft operated at night

All aircraft operated during night shall have the following
instruments/equipment installed:
(a) Instrument / equipment as required for VFR flight.
(b) Position lights (navigation lights) (An unobstructed red light on the left
side and green on the right near the wing tips and a white light near the tail).
(c) Two landing lights each fitted with single filament lamps or light having dual
filament lamp with separately energised filaments.
(d) Adequate source of electrical energy for all installed electrical equipment.
(e) Hand torches for each crew station.
(f) Instrument for knowing fore and aft as well as the lateral attitude of the
aircraft. ( applicable to aircraft issued with C of A for first time after 31-12-
1984 only)
(g) All the flight instruments and equipment necessary for night flying shall be
properly illuminated.
(h) Light in all passenger compartments and in cockpit.
(i) An anti-collision light intended to attract attention to the aircraft
(applicable to aircraft issued with C of A for first time after 31-12-1984 only)

All aircraft operated in accordance with the instrument flight rules(IFR)

All aircraft when operated in accordance with the instrument flight rules or
when the aircraft cannot be maintained in a desired attitude without reference
to one or more flight instruments, shall be equipped with:
a) a magnetic compass;
b) an accurate timepiece indicating the time in hours, minutes and seconds;
c) a sensitive pressure altimeter;
Note. – Due to the long history of misreading, the use of drum-pointer
altimeters is not recommended.
d) airspeed indicator ,
Note. – When operated in icing condition aircraft shall have means of
preventing malfunctioning of air speed indicating system due to
either condensation or icing
e) a turn and slip indicator;
f) an attitude indicator (artificial horizon);
g) a heading indicator (directional gyroscope);
Note. – The requirements of e), f) and g) above, may be met by combinations of
instruments or by integrated flight director systems provided that the
safeguards against total failure, inherent in the three separate instruments, are
retained.
h) means of indicating whether the supply of power to the gyroscopic
instruments is adequate;
i) a means of indicating in the flight crew compartment the outside air
temperature;
 P a g e | 73

j) a rate-of-climb and descent indicator; and

k) such additional instruments or equipment as may be prescribed by the
appropriate authority.
Note. – the aircraft should have been type certified for IFR flights.

All aircraft on flight over water

Seaplanes
All seaplanes for all flights shall be equipped with:
a) one life jacket, or equivalent individual floatation device, for each person on
board, stowed in a position readily accessible from his seat or berth;
b) equipment for making the sound signals for Preventing Collisions at Sea,
where applicable;
c) one anchor;
d) one sea anchor (drogue), when necessary to assist in maneuvering.
Note. – "Seaplanes" includes amphibians operated as seaplanes.
Landplanes
Single-Engine aircraft.
All single-engine landplanes when flying en- route over water beyond gliding
distance from the shore should carry one life jacket or equivalent individual
floatation device for each person on board, stowed in a position easily
accessible from the seat or berth of the person for whose use it is provided.
Note.- "Landplanes" includes amphibians operated as landplanes.
All aircraft on extended flights over water
All aircraft when operated on extended flights over water shall be equipped
with:
a) when the aircraft may be over water at a distance of more than 50 NM (93
km) away from land suitable for making an emergency landing:
one life jacket or equivalent individual floatation device for each person on
board, stowed in a position easily accessible from the seat or berth of the
person for whose use it is provided;
b) when over water away from land suitable for making an emergency landing at
a distance of more than 100 NM (185 km ), in the case of single-engine aircraft,
and more than 200 NM (370 km ), in the case of multi-engine aircraft capable
of continuing flight with one engine inoperative:
(i) life-saving rafts in sufficient numbers to carry all persons on board, stowed
so as to facilitate their ready use in emergency, provided with such lifesaving
equipment including means of sustaining life as is appropriate to the flight to be
undertaken;
and
(ii) equipment for making the pyrotechnical distress signals described in ICAO
Annex 2.
 P a g e | 74

Emergency locator transmitter (ELT)

All aircraft shall be fitted with an ELT meeting the requirements as laid down
in FAA TSO C-91a operating on frequency of 121.5 MHz for a minimum period of
48 hours which should be of the type as given below:
(i) For all aircraft flying over land the ELT should be capable of being activated
due to impact of 'G' load as specified in FAA TSO C-91a . However ELT to TSO
C91 may also continue to be used if already installed on the aircraft.
(ii) For all aircraft flying over water the ELT should be of water activated type.
(iii) All aircraft operating over water beyond a distance of 100 NM from the sea
shore shall be equipped with at least two water activated ELT.
Note 1: The above requirement is not applicable to aircraft engaged in training
flights/ research and development work operating within 50 nm of the vicinity
of the airport. For cross-country flights the aircraft should be fitted with ELT
either portable or fixed type.
Note 2: Each ELT must be attached to the airplane in such a manner that the
probability of damage to the transmitter in the event of crash impact is
minimised. The ELT must be installed on the aircraft as far as aft , as
practicable.

All aircraft on flights over designated land areas

Aircraft when operated across land areas which have been designated by
Airports Authority of India as areas in which search and rescue would be
especially difficult, shall be equipped with such signaling devices and lifesaving
equipment (including means of sustaining life) as may be appropriate to the area
overflown.

All aircraft on high altitude flights

a) All aircraft intended to be operated at high altitudes shall be equipped with
oxygen storage and dispensing apparatus capable of storing and dispensing the
sufficient oxygen supplies required for crew members and passenger.
b) Pressurized aircraft intended to be operated at flight altitudes at which the
atmospheric pressure is less than 376 hPa shall be equipped with a device to
provide positive warning to the flight crew of any dangerous loss of
pressurization.

SERIES 'I' PART III

MAINTENANCE_OF_TEST_EQUIPMENT.

SERIES `I' , PART IV

Airworthiness Procedures for clean rooms and
environments for aircraft system/accessories shops.
 P a g e | 75

SERIES 'I', PART V

FLIGHT DATA RECORDERS

Rule 57 of Aircraft Rules, 1937 requires that every aircraft shall be fitted and
equipped with instruments and equipment, including radio apparatus and special
equipment as may be specified according to the use and circumstances under
which the flight is to be conducted.

This CAR has been issued under the provisions of Rule 29C of the Aircraft
Rules, 1937.

AEROPLANES - Flight data recorders — types

A Type I FDR shall record the parameters required to determine accurately
the aeroplane flight path, speed, attitude, engine power, configuration and
operation.
Types II and IIA FDRs shall record the parameters required to determine
accurately the aeroplane flight path, speed, attitude, engine power and
configuration of lift and drag devices.

Following types of FDRs shall not be used:

a) Engraving metal foil FDRs
b) Analogue FDRs using frequency modulation (FM)
c) Photographic film FDRs

All aeroplanes for which the individual certificate of airworthiness is first

issued after 1 January 2005, which utilize data link communications and are
required to carry a CVR, shall record on a flight recorder, all data link
communications to and from the aeroplane. The minimum recording duration
shall be equal to the duration of the CVR, and shall be correlated to the
recorded cockpit audio.

From 1 January 2007, all aeroplanes which utilize data link communications and
are required to carry a CVR shall record on a flight recorder, all data link
communications to and from the aeroplane. The minimum recording duration
shall be equal to the duration of the CVR, and shall be correlated to the
recorded cockpit audio.

Sufficient information to derive the content of the data link communications

message and, whenever practical, the time the message was displayed to or
generated by the crew shall be recorded.
Note.— Data link communications include, but are not limited to, automatic
dependent surveillance – contract (ADS-C), controller-pilot data link
 P a g e | 76

communications (CPDLC), data link flight information services (D-FIS) and

aeronautical operational control (AOC) messages

It is recommended that all aeroplanes of a maximum certificated take-off

mass over 5 700 kg, required to be equipped with a FDR and a CVR, may
alternatively be equipped with two combination recorders (FDR/CVR).

It is recommended that all multi-engined turbine powered aeroplanes of a

maximum certificated take-off mass of 5 700 kg or less, required to be
equipped with a FDR and/or a CVR, may alternatively be equipped with one
combination recorder (FDR/CVR).

Flight data recorders - aeroplanes for which the individual certificate of

airworthiness is first issued on or after 1 January 1989

All aeroplanes of a maximum certificated take-off mass of over 27 000 kg

shall be equipped with a Type I FDR.

All aeroplanes of a maximum certificated take-off mass of over 5 700 kg, up

to and including 27 000 kg and engaged in commercial operations shall be
equipped with a Type II FDR. It is recommended that such aeroplanes when
engaged in General Aviation operations should be equipped with Type II FDR.

It is recommended that all multi-engined turbine powered aeroplanes of a

maximum certificated take-off mass of 5 700 kg or less for which the individual
certificate of airworthiness is first issued on or after 1 January 1990 should be
equipped with a Type IIA FDR.

Flight data recorders — aeroplanes for which the individual certificate

of airworthiness was first issued on or after 1 January 1987 but before 1
January 1989
3.4.1 All turbine-engined aeroplanes of a maximum certificated take-off mass of
over 5 700 kg, except those in 3.4.2 shall be equipped with a FDR which shall
record time, altitude, airspeed, normal acceleration and heading. These FDRs
may record such additional parameters as are necessary to determine pitch
attitude, roll attitude, radio transmission keying and power on each engine.
3.4.2 All turbine-engined aeroplanes of a maximum certificated take-off mass
of over 27 000 kg that are of types of which the prototype was certificated by
the appropriate national authority after 30 September 1969 shall be equipped
with a Type II FDR.

Flight data recorders — aeroplanes for which the individual certificate

of airworthiness was first issued before 1 January 1987
3.5.1 All turbine-engined aeroplanes of a maximum certificated take-off mass of
 P a g e | 77

over 5 700 kg shall be equipped with a FDR which shall record time, altitude,
airspeed, normal acceleration and heading.
3.5.2 It is recommended that all turbine-engined aeroplanes of a maximum
certificated take-off mass of over 27 000 kg that are of types of which the
prototype was certificated by the appropriate national authority after 30
September 1969 should be equipped with a FDR which should record, in addition
to time, altitude, airspeed, normal acceleration and heading, such additional
parameters as are necessary to meet the objectives of determining:
a) the attitude of the aeroplane in achieving its flight path; and
b) the basic forces acting upon the aeroplane resulting in the achieved flight
path and the origin of such basic forces.

3.6 Flight data recorders — aeroplanes for which the individual certificate
of airworthiness is first issued after 1 January 2005
All aeroplanes of a maximum certificated take-off mass of over 5 700 kg shall
be equipped with a Type IA FDR.
3.7 Requirements given in para 3.1.7 and para 3.3.3. to para 3.5.2. are not
applicable to General Aviation aeroplanes.

HELICOPTERS - Flight data recorders — types

4.1.1 A Type IV FDR shall record the parameters required to determine
accurately the helicopter flight path, speed, attitude, engine power and
operation.
4.1.2 A Type V FDR shall record the parameters required to determine
accurately the helicopter flight path, speed, attitude and engine power.
Note: Parameters of Type IV and Type V flight data recorders is contained in
Appendix III.
4.1.3 The use of engraving metal foil FDRs, analogue FDRs using frequency
modulation (FM) and photographic film FDRs is not acceptable.
4.1.4 All helicopters for which the individual certificate of airworthiness is first
issued after 1 January 2005, which utilize data link communications and are
required to carry a CVR, shall record on a flight recorder, all data link
communications to and from the helicopter. The minimum recording duration
shall be equal to the duration of the CVR, and shall be correlated to the
recorded cockpit audio.
4.1.4.1 From 1 January 2007, all helicopters which utilize data link
communications and are required to carry a CVR, shall record on a flight
recorder, all data link communications to and from the helicopter. The
minimum recording duration shall be equal to the duration of the CVR,
and shall be correlated to the recorded cockpit audio.
4.1.4.2 Sufficient information to derive the content of the data link
communications message, and, whenever practical, the time the message was
displayed to or generated by the crew shall be recorded.
Note.— Data link communications include, but are not limited to, automatic
 P a g e | 78

dependent surveillance (ADS), controller-pilot data link communications

(CPDLC), data linkflight information services (D-FIS) and aeronautical
operational control (AOC) messages.
4.1.5 It is recommended that all helicopters of a maximum certificated take-off
mass over 2 730 kg, required to be equipped with an FDR and/or a CVR, may
alternatively be equipped with one combination recorder (FDR/CVR).

Flight data recorders – duration (helicopters)

Types IV and V FDRs shall be capable of retaining the information recorded
during at least the last ten hours of their operation.

GENERAL REQUIREMENTS:
6.1 The flight recorder shall be constructed, located and installed so as to
provide maximum practical protection for the recordings in order that the
recorded information is preserved, recovered and transcribed. The recorder
shall meet the prescribed crashworthiness and fire protection specifications.
6.2 The Flight recorders shall not be switched off during flight time.
6.3 In order to preserve the recorded information, the Flight Data Recorder
shall be deactivated upon completion of flight following an accident or incident.
The FDR shall not be re-activated before their disposition in accordance with
instructions issued by DGCA.
6.4 Operational checks and evaluation of recordings from the flight data and
cockpit voice recorder systems shall be conducted as per the manufacturer‘s
recommendations to ensure the continued serviceability of the recorders.
Proper records shall be maintained for the readouts and evaluation carried
out by the operator for each serial number of the FDR installed on the aircraft
which should be authenticated by the QCM or a person acceptable to DGCA
for satisfactory recording and for completion of the specified hours of the
FDR.
Note.— Procedures for the inspections of the FDR systems are given in
Appendix IV.
6.5 The Flight Data Recorders shall be of an approved type and shall meet the
specification of TSO C-51 (a) or any other specification acceptable to DGCA.
6.6 The recorder shall be maintained by an appropriately qualified engineer in an
approved manner.
6.7 Aeroplanes equipped with QAR/PMR systems should be capable of storing
the recorded data for the atleast last 50 hours of operation. The QAR/PMR
tape should be removed on or before completion of the tape and preserved for a
period of 30 days. The cassettes pertaining to incidents should be preserved
unless cleared by DGCA.
6.8 All operators shall carry out FDR readout at their own or any approved
facility after such duration as required by DGCA for each serial number of
the unit installed on the aircraft in order to ensure the following:
a) all parameters are recorded and the parameter values are logical.
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b) monitoring the performance of aircraft and its systems.

6.9 At the time of issue and renewal of Certificate of Airworthiness, the latest
readout of the FDR shall be submitted to DGCA to confirm that all
parameters are being recorded and the parameter values are logical. In
particular the following parameters of FDR should be checked:
a) Altitude: For ground level and cruising altitude
b) Airspeed: On ground and in cruise
c) Heading: As aligned with runway for takeoff, landing and enroute
d) 'g': At ground, cruise and at touch down
e) Engine parameters: EPR, EGT and Fuel Flow should be checked for their
expected values during various phases of flight.
f) Discrete parameters:
Landing Gear position
Flaps positions
Slats positions
Radio Transmission key positions, etc.
Similar evaluation of the FDR printout shall be carried out every time a print
out is taken.
6.10 The COSL shall specify the reliability control of DFDR, which is arrived at,
on the basis of the recommendations of the manufacturer of the unit.
6.11 The procedure for compliance with the requirements shall be documented in
the Operator's Quality Control Manual.

SERIES 'I' PART VI

Cockpit Voice Recorders

Rule 57 of the Aircraft Rules, 1937 requires that every aircraft shall be fitted
and equipped with instruments and equipment, including radio apparatus and
special equipment as may be specified according to the use and circumstances
under which the flight is to be conducted.

This CAR has been issued under the provision of Rule 29C of the Aircraft Rules,
1937.

Cockpit Voice Recorder (CVR): An equipment installed in the aircraft for the
purpose of recording the aural environment on the flight deck during flight time
for the purpose of accident/ incident prevention and investigation.

Cockpit voice recorders - aeroplanes for which the individual certificate

of airworthiness is first issued on or after 1 January 1987
3.1.1.1 All aeroplanes of a maximum certificated take-off mass of over 5 700 kg
shall be equipped with a CVR, the objective of which is the recording of
the aural environment on the flight deck during flight time.
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COCKPIT VOICE RECORDERS – DURATION (AEROPLANES)

3.3.1 A CVR shall be capable of retaining the information recorded during at
least the last 30 minutes of its operation.
3.3.2 It is recommended that a CVR, installed in aeroplanes of a maximum
certificated take-off mass of over 5 700 kg for which the individual certificate
of airworthiness is first issued on or after 1 January 1990, should be capable
of retaining the information recorded during at least the last two hours of its
operation.
3.3.3 A CVR, installed in aeroplanes of a maximum certificated take-off mass of
over 5 700 kg for which the individual certificate of airworthiness is first
issued after 1 January 2003, shall be capable of retaining the information
recorded during at least the last two hours of its operation.

GENERAL REQUIREMENTS
5.1 The CVR shall be constructed, located and installed so as to provide
maximum practical protection for the recordings in order that the recorded
information is preserved, recovered and transcribed. The recorder shall meet
the prescribed crashworthiness and fire protection specifications.
5.2 The Cockpit Voice Recorder shall not be switched off during flight time.
5.3 In order to preserve the recorded information, the Cockpit Voice Recorder
shall be deactivated, by pulling the CB, upon completion of flight following an
accident or incident. The CVR shall not be re-activated before their disposition
in accordance with instructions issued by DGCA.
5.4 Operational checks and evaluation of recordings from the flight data and
cockpit voice recorder systems shall be conducted to ensure the continued
serviceability of the recorders. The manufacturer‘s instruction for recording
integrity checks shall be followed in addition to the requirements contained in
this CAR. All air transport operators shall carry out CVR readout at their own
facility for each serial number of the unit installed on aircraft operated by
them at intervals specified by the DGCA in order to ensure the following:
(a) the integrity and clarity of recording of the CVR system, and
(b) monitoring the performance of flight crew members with regard to
adherence to Cockpit Checklist and operating procedures.
5.5 The CVR is to be designed so that it will record at least the following:
a) voice communication transmitted from or received in the aircraft by radio;
b) aural environment on the flight deck;
c) voice communication of flight crew members on the flight deck using the
aircraft‘s interphone system;
d) voice or audio signals identifying navigation or approach aids introduced in
the headset or speaker;
e) voice communication of flight crew members using the passenger address
system, if installed; and
f) digital communications with ATS, unless recorded by the FDR.
 P a g e | 81

5.6 The CVR container is to:

a) be painted a distinctive orange or yellow colour;
b) carry reflective material to facilitate its location; and
c) have securely attached an automatically activated underwater locating device.
5.7 To aid in voice and sound discrimination, microphones in the cockpit are to
be located in the best position for recording voice communications originating at
the pilot and co-pilot stations and voice communications of other crew members
on the flight deck when directed to those stations. This can best be achieved by
wiring suitable boom microphones to record continuously on separate channels.

5.8 The CVR is to be installed so that:

a) the probability of damage to the recording is minimized. To meet this
requirement it should be located as far aft as practicable. In the case of
pressurized aeroplanes it should be located in the vicinity of the rear pressure
bulkhead;
b) it receives its electrical power from a bus that provides the maximum
reliability for operation of the CVR without jeopardizing service to essential or
emergency loads;
c) there is an aural or visual means for pre-flight checking of the CVR for
proper operation; and
d) if the CVR has a bulk erasure device, the installation should be designed to
prevent operation of the device during flight time or crash impact.

5.9 The CVR shall be of an approved type and shall meet the specification of
TSO C- 84 or any other specification acceptable to DGCA.
5.10 Appropriately qualified engineer shall maintain the CVR in an approved
manner.
5.11 The CVR shall not have bulk erase facility. To ensure positive deactivation,
the bulk erase card shall be removed from the CVR unit. Wherever the same is
not possible, alternate means of compliance shall be adopted.
5.12 The CVR system should have Hot Microphone to ensure clear recording of
the aural environment in the cockpit.

5.13 Performance Requirements:

5.13.1 The Cockpit Voice Recorder shall be capable of recording communication
on at least four tracks simultaneously. The preferred track allocation is as
follows:
Track 1 – co-pilot headphones and live boom microphone
Track 2 – pilot headphones and live boom microphone
Track 3 – area microphone
Track 4 (aeroplanes) – time reference plus the third and fourth crew member's
headphones and live microphones, if applicable.
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Track 4 (helicopters) – time reference, main rotor speed or the flight Deck
vibration environment, the third and fourth crew member's headphones and live
microphones, if applicable.
5.13.2 The CVR, when tested by methods approved by the appropriate
certificating authority, will be demonstrated to be suitable for the
environmental extremes over which it is designed to operate.
5.13.3 Means will be provided for an accurate time correlation between the FDR
and CVR.

Inspections of CVR systems

6.1 Prior to the first flight of the day, the built-in test features on the flight
deck for the CVR and Flight Data Acquisition Unit (FDAU), when installed,
should be monitored.
6.2 Annual inspections should be carried out as follows:
a) the read-out of the recorded data from the CVR should ensure that the
recorder operates correctly for the nominal duration of the recording;
b) the read-out facility should have the necessary software to accurately
convert the recorded values to engineering units and to determine the status of
discrete signals;
c) an annual examination of the recorded signal on the CVR should be carried
out by re-play of the CVR recording. While installed in the aircraft, the CVR
should record test signals from each aircraft source and from relevant external
sources to ensure that all required signals meet intelligibility standards; and
d) a sample of in-flight recordings of the CVR should be examined for evidence
that the intelligibility of the signal is acceptable.
6.3 Flight recorder systems should be considered unserviceable if there is a
significant period of poor quality data, unintelligible signals, or if one or more
of the mandatory parameters is not recorded correctly.
6.4 A report of the annual inspection should be made available on request to
DGCA for monitoring purposes.
6.5 Proper records shall be maintained for the readouts and evaluation carried
out by the operator which shall be authenticated by the Quality Control
Manager of the organisation.
6.6 This procedure shall be documented in the Operator's Quality Control
Manual and Operations Manual.
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SERIES 'I', PART VII

GROUND PROXIMITY WARNING SYSTEM (GPWS).

Ground Proximity Warning System (GPWS): An equipment installed in an

aeroplane for the purpose of providing automatically a timely and distinctive
warning to the flight crew when the aeroplane is in potentially hazardous
proximity to the earth's surface.

REQUIREMENTS
3.1 No person shall operate turbine-engined aeroplane unless it is equipped with
GPWS.
3.2 No person shall operate piston-engined aeroplane of maximum certified
take-off mass in excess of 5700 Kgs or type certified to carry more than 9
passengers, unless it is equipped with GPWS.
3.3 No person shall operate turbine-engined aeroplane of maximum certified
take-off mass in excess of 15000 kgs or type certified to carry more than 30
passengers, for which the individual certificate of airworthiness is first issued
on or after 1 January 2001, unless it is equipped with ground proximity warning
system which has a forward looking terrain avoidance function also in addition to
the normal functions as given in para 4.1 below.
3.4 No person shall operate on or after 30th March, 2005, turbine-engined
aeroplane of maximum certified take-off mass in excess of 15000 kgs or type
certified to carry more than 30 passengers unless it is equipped with ground
proximity warning system which has a forward looking terrain avoidance
function also in addition to the normal functions as given in para 4.1 below.
3.5 No person shall operate turbine-engined aeroplane of maximum certificated
take-off mass in excess of 5 700 kg or type certified to carry more than nine
passengers, for which the individual certificate of airworthiness is first issued
on or after 1 January 2004, unless it is equipped with ground proximity warning
system which has a forward looking terrain avoidance function.
3.6 No person shall operate from 1 January 2007, turbine-engined aeroplane of
a maximum certificated take-off mass in excess of 5700 kg or type certified to
carry more than nine passengers unless equipped with ground proximity warning
system which has a forward looking terrain avoidance function.
3.7 No person shall operate from 1 January 2007, piston-engined aeroplane of a
maximum certificated take-off mass in excess of 5 700 kg or authorized to
carry more than nine passengers unless equipped with a ground proximity
warning system which provides the warnings for excessive descent rate,
excessive altitude loss after take off or goaround, warning of unsafe terrain
clearance and a forward looking terrain avoidance function.
Note : The forward looking terrain avoidance warning equipment is commonly
known Enhanced Ground Proximity Warning System (EGPWS) or Ground
Collision Avoidance System (GCAS).
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OPERATIONAL REQUIREMENTS

4.1 The GPWS should provide automatically, as a minimum, warnings under the
following circumstances :
a) excessive descent rate ;
b) excessive terrain closure rate ;
c) excessive altitude loss after take off or go-around ;
d) unsafe terrain clearance while not in landing configuration ;
i) gear not locked down ;
ii) flap not in landing position ; and
e)excessive descent below the instrument glide path.

4.2 Prior to operation of the aeroplane fitted with GPWS as required by para 3,
the aeroplane flight manual shall contain appropriate procedures fora) the use
of GPWS equipment;
b) amendment to the checklist to include GPWS;
c) flight crew action with respect to the warnings provided by GPWS equipment;
d) de-activation for planned abnormal and emergency conditions;
e) inhibition of mode 4 warnings based on flap being in other than the landing
configuration if the system incorporates a mode 4 flap warning inhibition
control.

4.3 Deactivation of GPWS can only be in accordance with the procedures

contained in the aeroplane flight manual.
4.4 Whenever GPWS is de-activated, an entry shall be made in the aeroplane
maintenance record that includes the date and time of the de-activation and
the deactivation properly placarded in the cockpit.
5. The operators are encouraged that in addition to the warning modes given in
para 4.1, the following modes may also be provided for the purpose of enhanced
safety of flight operations:
5.1 Forward-looking wind shear warning system - jet aeroplanes
All turbo-jet aeroplanes of a maximum certificated take-off mass in excess of
5 700 kg or authorized to carry more than nine passengers may be equipped
with a forwardlooking wind shear warning system. A forward-looking wind shear
warning system should be capable of providing the pilot with a timely aural and
visual warning of wind shear ahead of the aircraft, and the information required
to permit the pilot to safely commence and continue a missed approach or go-
around or to execute an escape maneuver, if necessary. The system should also
provide an indication to the pilot when the limits specified for the certification
of automatic landing equipment are being approached, when such equipment is in
use.
5.2 Altitude call-out and excessive bank angle alert.
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GENERAL REQUIREMENTS
6.1 The GPWS shall be of an approved type and meet the specifications given in
the FAA TSO C-92 C or any other specifications acceptable to DGCA. In case
of EGPWS & GCAS they should meet the specifications given in the FAA TSO-
C151a or JAA JTSO C151a or any other specifications acceptable to DGCA. The
Forward looking Wind shear Warning Systems should meet the requirements
given in FAA TSO-C117a or any specifications acceptable to DGCA.
6.2 The GPWS shall be installed in an approved manner by an approved
organisation/manufacture and shall be maintained in serviceable condition.
6.3 Engineers certifying the maintenance of GPWS should hold appropriate type
rated licence in category "I" or "R" and should be adequately trained on this
equipment.
6.4 The Operations Manual shall be amended to reflect any change in the
operating procedures, where applicable.

SERIES 'I', PART VIII

Installation of Airborne Collision Avoidance System.

Airborne Collision Avoidance System (ACAS) : An aeroplane system based

on Secondary Surveillance Radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on
potential conflicting aeroplane that are equipped with SSR transponders.

ACAS I: An ACAS which provides information as an aid to 'see and avoid' action
but does not include the capability for generating resolution advisories (RAs).

ACAS II: An ACAS which provides vertical resolution advisories (RAs) in

addition to the traffic advisories. TCAS – II with change 7 is equivalent to
ACAS II.

Intruder: An SSR transponder-equipped aeroplane within the surveillance range

of ACAS for which, ACAS has an established track.

Resolution Advisory (RA): An indication given to the flight crew recommending:

a) a maneuver intended to provide separation from all threats; or
b) a maneuver restriction intended to maintain existing separation

Secondary Surveillance Radar (SSR): A surveillance radar system which uses

transmitters/receivers (interrogators) and transponders.

Traffic Advisory (TA): An indication given to the flight crew that a certain
intruder is a potential threat.
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ACAS I shall perform the following functions:

a) surveillance of nearby SSR transponder equipped aeroplanes; and
b) provide indications to the flight crew identifying the approximate position
of nearby aeroplanes as an aid to the visual acquisition.

ACAS II shall perform the following functions:

a) surveillance;
b) generation of TAs;
c) threat detection;
d) generation of RAs;
e) co-ordination; and
f) communication with ground stations.

Airborne Collision Avoidance System should be of an approved type meeting the

specifications contained in Annex 10 (Volume IV) to the Convention on
International Civil Aviation or FAA TSO C-119 or any other equivalent
specification acceptable to DGCA.

Aeroplanes engaged in Commercial air transport operation:

5.1 All turbine-engined aeroplanes having a maximum certificated take-off mass
in excess of 15000 kg or authorized to carry more than 30 passengers or
maximum payload capacity of more than 3 tonnes shall be equipped with an
airborne collision avoidance system (ACAS II).
5.2 All turbine-engined aeroplanes having a maximum certificated take off mass
in excess of 5700 kg but not exceeding 15000 kg or authorized to carry more
than 19 passengers, which are imported on or after 1st April 2006, shall be
equipped with an airborne collision avoidance system (ACAS II).
5.3 All turbine-engined aeroplanes having a maximum certificated take off mass
in excess of 5700 kg but not exceeding 15000 kg or authorized to carry more
than 19 passengers, which are imported before 1st April 2006, shall be equipped
with an airborne collision avoidance system (ACAS I).
5.4 All turbine-engined aeroplanes having a maximum certificated take off mass
5700 kg or less and authorized to carry 10 to 19 passengers shall be equipped
with an airborne collision avoidance system (ACAS I).
5.5 All twin jet-engined aeroplanes having a maximum certificated take off mass
5700 kg or less and authorized to carry less than 10 passengers shall be
equipped with an airborne collision avoidance system (ACAS I).
5.6 It is recommended that all aeroplanes covered under paras 5.3, 5.4 and 5.5
should be equipped with an airborne collision avoidance system (ACAS II).
5.7 An airborne collision avoidance system shall operate in accordance with the
relevant provisions of Annex 10, Volume IV.

OPERATIONAL REQUIREMENTS
7.1 The Airplane Flight Manual shall contain the appropriate procedures for the
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ACAS II or ACAS I, as applicable, duly approved by the concerned regulatory

authority.
7.2 The Operations Manual and the Training Manual of the operator shall
respectively include the operational procedures and the training required for
the flight crew on the ACAS.
7.3 The operating crew shall be adequately trained and kept proficient on the
functioning of the ACAS. It should be emphasised that maximum benefit of
ACAS is obtained when pilots of both the aeroplanes respond promptly and
correctly to their respective TAs/RAs.
Note 1. – Procedures for the use of ACAS equipment are specified in the
procedures for Air Navigation Services - Aircraft operations (PANS –OPS, Doc
8168), Volume I – Flight procedures. ACAS Training Guidelines for pilots are
provided in PANS – OPS, Volume I, Attachment A to Part VIII.
Note 2. – Appropriate training, to the satisfaction of DGCA, to competency in
the use of ACAS equipment and the avoidance of collisions may be evidenced,
for example by:
a) possession of a type rating for an aeroplane equipped with ACAS, where the
operation and use of ACAS are included in the training syllabus for the type
rating; or
b) possession of a document issued by a training organization or a person
approved by the DGCA to conduct training for pilots in the use of ACAS,
indicating that the holder has been trained in accordance with the guidelines
referred to in Note. 1; or
c) a comprehensive pre-flight briefing by a pilot who has been trained in the use
of ACAS in accordance with the guidelines referred to in Note 1.
7.4 In addition to the other applicable requirements, the following procedures
shall be followed by the flight crew for the operation of ACAS:
a) The pilots shall not maneuver the aeroplanes in response to a TA only. The
pilots, however, shall search for the approaching traffic.
b) In the event of RA to alter the flight path, the search for the conflicting
traffic shall include a visual scan of the airspace into which own ACAS aeroplane
might maneuver.
c) The alteration of the flight path shall be limited to the minimum extent
necessary to comply with the RA.
d) Pilots who deviate from an ATC clearance in response to an RA, shall promptly
return to the terms of the previous ATC instruction or clearance when the
conflict is resolved.
e) The pilots shall, as soon as practicable, notify the ATC unit of the direction
of the RA, and, when the conflict is resolved, that they are returning to the
terms of the current ATC clearance.
Note. – When RA is initiated and in response thereof the pilot deviates from
ATC clearance, he is not considered to be violating the ATC instructions.
7.5 The ACAS system shall be kept 'ON' while operating in the Indian airspace.
7.6 Every flight plan for a flight in the Indian airspace shall indicate that the
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aeroplane is equipped with a serviceable ACAS equipment required as per this

CAR.
7.7 Any pilot experiencing RA while flying in Indian airspace, shall file a report
on R/T with the handling Air Traffic Control Unit in India followed by a written
report to the DGCA India and Airports Authority of India. A proforma for
filing the written report is given as Appendix "A".
7.8 The ATC controllers shall be adequately trained on the capabilities and
limitations of ACAS and on the procedures to be applied for the provision of Air
Traffic Services to aeroplanes equipped with ACAS in accordance with the
ICAO requirements.
7.9 Once an aeroplane departs from an assigned ATC clearance in compliance
with an RA, the ATC controller ceases to be responsible for providing ATC
separation between that aeroplane and other aeroplane affected by the direct
consequence of that RA maneuver. Controller's responsibility for providing
separation for all affected aeroplanes resumes when either:
(i) the aeroplane returns to the assigned clearance; or
(ii) the pilot reports the ATC Controller that the RA maneuver is completed and
the ATC controller confirms that separation is established.

SERIES 'L', PART I

Issue of AME licenses, its classification and experience
requirements.

Light Aircraft : means an aircraft with AUW below 5700 Kg.

Heavy Aircraft : means an aircraft with AUW of 5700 Kg and above.

Mechanical Stream : means the trades of airframe and engines.

Avionics stream : mean s the trades of electrical, instrument including

autopilots, radio communication, navigation and radar systems.

Concurrent Experience : means experience acquired simultaneously in two or

more allied categories of the same stream.

Recent Experience : means experience acquired in the preceding 12 months.

ICAO Type II License : means a licence with the scope limited to minor
maintenance, minor repairs, minor modification, snag rectification and issue of
flight release.

ICAO Type I License : means a licence with a scope covering overhaul, major
modification, major repairs, testing and issue of certificate of maintenance
after performance of the above tasks.
 P a g e | 89

SERIES 'L', PART II

Procedure of Examination for Issue/ Extension of Basic
Licence and Aircraft Maintenance Engineer’s Licence.

SERIES 'L' PART III

Classification and Certification Responsibilities of
Aircraft Maintenance Engineer's Licence for
Helicopters.

SERIES ‘L’ PART-IV

ENDORSEMENT OF AME LICENCES

SERIES ‘L’ PART V

Certification privileges of Aircraft Maintenance Engineers.

Assembly is that the items are fitted, assembled, attached, installed,

connected, secured or adjusted in the approved manner.
2.2 Avionics System includes instrument system, electrical and radio system of
Airbus A320 aircraft and any other aircraft to be notified separately.
2.3 Condition is the physical state of an item.
2.4 Functioning is the operation in the approved manner.
2.5 Human performance : Human capabilities and limitations which have an
impact on the safety and efficiency of aeronautical operations .
2.6 Mandatory Inspection is any inspection classified as mandatory by DGCA/
Manufacturer, where the inspection itself is the work.
2.7 Overhaul is major work operation which involves dismantling and complete
testing to specification and renewal of operation life.
2.8 Modification is a change made to a type certificated aircraft including its
engines, propellers, accessories, equipment, radio equipment and their
installation.
2.9 Problematic use of substances : The use of one or more psychoactive
substances by aviation personnel in a way that :
(a) Constitutes a direct hazard to the user or endangers the life , health or
welfare of others : and /or
(b) Causes or worsens an occupational , social ,mental or physical problem or
disorder
2.10 Psychoactive substances : Alcohol, opoids, cannabinoids, sedatives and
hypnotics, cocaine, other psychostimulants ,hallucinogens, and volatile
solvents,whereas coffee and tobacco are excluded.
2.11Repair :The restoration of an Aeronautical product to an airworthy
condition to ensure that the aircraft continues to comply with the design
aspects of the appropriate airworthiness requirements used for the issuance of
 P a g e | 90

the Type Certificate for the respective aircraft type , after it has been
damaged or subjected to wear .
(a) Major Repair means a design change which is intended to restore an
aeronautical product to an airworthy condition
(i) When the damage or wear being repaired are restored to airworthiness
condition might appreciably affect the weight , balance , structural strength ,
performance , power plant operation , flight characteristics , or other qualities
affecting airworthiness or environmental characteristics or
(ii) that will be embodied in the product using non standard practices
( b) Minor Repair means a repair other than a major repair.
2.12 Replacement is a work operation which involves the removal and
replacement of the same part or the substitution of an approved alternative
part.
2.13 Scheduled Maintenance Inspection is any inspection including test
required by the approved maintenance schedule.

3. Whenever work is carried out on an aircraft, it is the duty of all persons to

consider the effect such work may have, directly on indirectly on items which
are the responsibility of other such persons. In all such cases where an overlap
of responsibility occurs, the person primarily responsible for the item must
involve all other trade disciplines affected. Certificates of Maintenance/ Flight
Release must be issued by all concerned, each assuming responsibility for those
aspects of the work for which the licence holder is entitled to assume
responsibility.

4. A Certificate of Maintenance/ Flight Release shall only be issued for a

particular overhaul, repair, replacement, modification, mandatory inspection or
scheduled maintenance inspection when the signatory is (signatories are)
satisfied that the work has been properly carried out, having due regard to the
use of:-
a) up-to-date instructions including manuals, drawings, specifications, DGCA
mandatory modifications/ inspections and firms procedures,
b) recommended tooling and test equipment which currently calibrated where
applicable, and
c) a working environment appropriate to the work being carried out.

METHOD OF CERTIFICATION:
All certifications by AMEs shall be made in the relevant documents such as
log books, flight release, schedules and various stages in indelible pencil or
ink. All entries must be made within 48 hours of the completion of work.
In case an AME is on outstation duty QCM/Dy. QCM may make such log
book entries on behalf of the AMEs provided the AME has certified the work
on appropriate procedure sheet/ schedule. Such authorisation of personnel
and procedure of making entries by persons other than those who have
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performed the work shall be documented in the Quality Control Manual and
approved by the DGCA.
Failure on the part of an AME to make log books entries in the stipulated
time and manner prescribed above will be deemed as 'violation' of relevant
aircraft rule and liable for appropriate disciplinary action. Quality Control
Managers/Chief Engineers of approved organisations should ensure that
these instructions are complied with by regular scrutiny of log books/procedure
sheets/schedules etc.

SERIES L PART VI
Grant of open AME Licences.

APPLICABILITY :
This part of Series 'L' Civil Airworthiness Requirements specifies the
procedure for grant of 'omnibus' endorsement in respect of AME Licence in
Categories 'A' & 'B' to cover single engined aeroplanes with an all-up-weight
not exceeding 3000 Kg., in Categories 'C' & 'D' to cover normally aspirated
air-cooled piston engines not exceeding 300 BHP and AME Licences in
Categories 'R' & 'X' to cover radio equipment installed on aircraft with an
AUW not exceeding 5700 Kg.

SERIES ‘L PART VII

PROCEDURE FOR RENEWAL OF AME'S LICENCE.

SERIES L PART VIII

Issue of Basic Aircraft Maintenance Engineer’s Examination Certificate
(BAMEC).

SERIES 'L' PART IX

Issue of Authorisation to Aircraft Maintenance
Engineers/Approved Personnel.
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SERIES ‘L’ PART X

Grant of approvals to persons engaged in overhaul,
major repairs of components and accessories of aircraft,
engines and their systems.

Approval: means approval granted by the Director General to persons who

meet the requirements specified in this CAR to carryout and certify
maintenance in respect of an aircraft, engine, system component, instrument,
accessory or item of equipment including radio equipment after inspection,
maintenance, overhaul, repair, modification or test.

GRANT OF APPROVAL
5.1 The Maintenance Manager/ Chief Engineering Manager shall forward the
application as per Proforma at Annexure II to the Quality Manager of the
organization with a certificate confirming that the applicant meets all the
requirements.
5.2 The applicant shall be subjected to a skill test by a Board consisting of
Quality Manager of the organization, head of the particular section/ shop and a
representative of Director of Airworthiness of the concerned Region. The
Board will assess the candidate's experience of the work, familiarity of the
literature, procedure and the processes involved, method of defects
rectification etc. On being satisfied, the Board may formally recommend grant
of approval.
5.3 The approval shall be granted in the enclosed Performa in duplicate
(Annexure III), one copy of which shall be retained in the Regional
Airworthiness Office. Initial issue of approval will bear the stamps of the
Regional Airworthiness Office and Quality Manager of the approved
organization.

PRIVILEGES
7.1 The privileges of the approval holder would cover:
a) Holder of Approval on the basis of BAMEL: Issuance of Certificate of
Maintenance (CRS) for shops and systems of aircraft/ engine (when at shop
level and not fitted on the aircraft)
Note: CRS on aircraft and/ or engine shall be done provided the Approval holder
has AME licence in relevant Category.
b) Holder of Approval on the basis of Diploma in Engineering/ Degree in
Engineering: Certify work carried out as endorsed on the Approval.
Note 1: Such an approval shall be limited only to shop level work and shall not
include major maintenance of aircraft and/or engine
Note 2: Persons holding Diploma/ Degree in Engineering granted approval under
this CAR shall not issue Certificate of release to service (CRS) for the
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component, unless authorized to do so under CAR 145 approval. Such approval

holders shall be permitted to issue CRS under the CAR 145 approval only
after gaining at least one-year experience as an approval holder. However,
persons who have previously held similar approval with CRS privileges may be
permitted to issue CRS on being permitted under the CAR 145 approval.

VALIDITY OF APPROVAL
9.1 The approval will be valid for a period of one year.
9.2 The approval may be renewed by the Quality Manager subject to the
condition that that the person
a) Has exercised the privileges of the approval for a minimum period of three
months in the preceding 12 months;
b) Has undergone refresher course in the preceding 24 months;
c) Has been assessed medically fit; and
d) Continues to remain in the employment or employment contract of the
organization.
9.3 The Manager Quality shall forward a monthly statement of approvals
renewed to the Regional Airworthiness Office.

SUSPENSIONS, CANCELLATION AND RETURN OF APPROVAL

10.1 Approval will be withdrawn where an enquiry conducted by the approved
organization or DGCA establishes that
a) the holder of such an approval has performed work or granted a certificate in
respect of work which has not been performed in a careful and competent
manner, or
b) the holder of such an approval has signed a certificate in respect of any
matter which he is not authorized to deal with, or
c) it is undesirable for any other reason that the holder of such approval should
continue to exercise the functions of an approval holder.

SERIES ' L' PART XI

Approval of Flight Engineer Examiners and Check Flight
Engineers.

SERIES 'L' PART XII

Approval of Graduate Engineers' Training Scheme.
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SERIES 'L' PART XIII

Payment/Non-Payment of Fees for Issue of Duplicate
AME/FE/SFE Licences.

CIRCUMSTANCES IN WHICH FEES ARE PAYABLE :

2.1 Where a licence is lost by the holder, (Other than act
of God).
In such cases, the holder of the licence shall furnish an Affidavit containing,
his full name, date of birth, place of birth, particulars of the endorsements
that existed in his licence, period of validity of the licence, the date on which
the licence was lost and that he has lodged a complaint with the police.

CIRCUMSTANCES IN WHICH NO FEES NEED BE PAID :

3.1 Where there is no space left in the licence, already issued, for making
additional entries.
3.2 Where the holder of the licence desires a duplicate to be issued in bilingual
format, by surrendering his licence in English only.
3.3 Where the licence is more than ten years old and on account of normal wear
and tear it is no longer legible.
3.4 Where a licence sent by an Airworthiness Office/Office of the Director
General of Civil Aviation is lost in transit.

SERIES 'L', PART XIV

ISSUE OF CERTIFICATE OF COMPETENCY

CERTIFICATE OF COMPETENCY - A certificate issued by DGCA to perform

specialized processes such as Welding and NDT, which may affect the
airworthiness of an aircraft.

NDT - LEVEL I – defines the level of competency required by the applicant to

have the skills and knowledge to process parts, any necessary preparation of
parts before or after inspection and perform equipment standardization in
accordance with written instruction approved by the appropriate level 3.
Note: Level-I qualification does not entitle a person for issue of Certificate of
Competency.

NDT - LEVEL II - defines the level of competency required by the applicant

for certification of NDT Level II calls for in-depth training, experience, and
basic knowledge of aircraft product manufacturing and inspection technology.
He will be capable of setting up and calibrate test equipment, make decision and
judgment, evaluate, interpret and certify inspection result in technique in which
he is qualified.

NDT - LEVEL III - defines the level of competency required by the applicant
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for certification of NDT Level III should have the skills and knowledge to
interpret codes, standards and other contractual documents that control the
NDT method(s) as utilized by the employer. He will be capable of selecting,
preparing and verifying the adequacy of procedures in the method certified
and technique for a specific inspection. He will also be capable of providing or
directing training, examination and certification of personnel in the method in
which he is certified.

SERIES 'L', PART XV

Procedure for issue/renewal/extension of Student Flight Engineer/ Flight
Engineer’s licence.

SERIES `L' PART XVI

VALIDATION OF FOREIGN LICENCES OF AIRCRAFT
MAINTENANCE ENGINEERS.

An Indian air transport operator can be permitted to employ aircraft

maintenance engineers holding foreign licences, issued by a contracting
State of ICAO, to operate and maintain Indian registered aircraft, as
stipulated in the Aeronautical Information Circular No. 02/2007 dated 17th
May, 2007, till Indian engineers are trained and acquire appropriate Indian
licence and ratings. Such permission can be given with the approval of the
competent authority and by validating the foreign licence under the
provisions of Rule 61A of the Aircraft Rules 1937, when the licence has
been granted by the duly competent authority of a foreign State and is for
the time being in force, subject to such conditions and limitations and for
such periods as considered necessary. The validation may confer on such
licence the same validity for the purpose of maintenance of an aircraft
registered in India as if it has been granted under the Aircraft Rules, 1937.

SERIES 'M', PART I

MANDATORY MODIFICATIONS/INSPECTIONS.

Aircraft Rule 49 D provides for incorporation of modification in aircraft and/or

accessories for continued validity of Type Certificate while Rule 50 A requires
modifications/inspections to be carried out in aircraft/accessories in the
interest of safety as a condition of the Certificate of Airworthiness of
Aircraft remaining in force. Rule 52 lays down the acceptable standard for
modification/repair and form and manner of distribution of the compliance
certificate for the same and preservation thereof. This part of CAR prescribes
the requirements for compliance with Mandatory Modifications/ Inspections.
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Mandatory Modification: Mandatory Modification means the modification

incorporated in an aircraft, aircraft component and items of equipment after
type
certification to maintain it in an airworthy condition.

Airworthiness Directive: An airworthiness directive means a document issued

or adopted by DGCA which mandates actions to be performed on an aircraft to
restore an acceptable level of safety, when evidence shows that the safety level
of this aircraft may otherwise be compromised.

Foreign Airworthiness Authority: Foreign Airworthiness Authority means the

airworthiness authority of the country responsible for the issue of type design
certification for the aircraft including their accessories.

Mandatory Modifications and inspections are promulgated by the airworthiness

authority of the country of manufacture of an aircraft, aircraft component and
itemof equipment to maintain the continued airworthiness of the product. These
are issued after some service defects are noticed and also after continued
testing of the product which may reveal any deficiency. The concerned
manufacturers bring the defects as well as the deficiencies in an aircraft,
aircraft component or item of equipment to the notice of the Airworthiness
Authority. The Airworthiness Authorities in turn issue the mandatory
modifications/inspections, which are to be complied with within the stipulated
period to maintain product in airworthy condition.

Documents relating to continued airworthiness of aircraft:

4.2.1 Manufacturers generally issue changes to their products in the form of
Service Bulletins, Service Instructions, Service Letters or other literature to
the operators. However, these Service Bulletins/Instructions do not
automatically become mandatory. Each operator is expected to review all such
information received from the manufacturers and based on their experience
incorporate the same. These may be for better performance of the product, to
prevent recurrence of minor defects, improvement in the material or life
development etc.
4.2.2 It is imperative that all operators/Aircraft Maintenance Organisations
(AMO) shall be in possession of updated Service Bulletins, Service Instructions,
Service Letters and any other document relating to continued airworthiness of
aircraft. Operators/ AMOs shall be on the mailing list for receipt of
amendments to the above documents from the manufacturers/design
authorities.
4.3 At the time of issue of C of A to a new type of aircraft imported into the
country, the operator shall ensure that all Airworthiness Directives issued by
the Regulatory Authority of the State of Manufacture are complied with. A
statement in this regard shall be submitted to DGCA. All repeat inspections
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mentioned in the Airworthiness Directives may form part of the maintenance

inspection schedule.

Compliance of Airworthiness Directives/Mandatory Modification by

operators.
4.4.1 When India is not a ‗State of Design‘, DGCA will declare only those
Airworthiness Directives/ Alert Service Bulletins/ Instructions /Letters as
mandatory which affect the safety of aircraft operation. These will be notified
to the operator in the form of Mandatory Modifications/Inspections. The
operator will comply with the DGCA mandatory modification /inspection within
the period specified by DGCA failing which the C of A is deemed to be
suspended. Further, it shall be the responsibility of the operator to comply with
any revisions issued by regulatory Authority of the state of the manufacture to
the AD or by the manufacturer to the ASB/SB/SL/SI etc.
4.4.2 When India is a ‗State of Design‘, DGCA will issue Airworthiness
Directives in accordance with CAR 21.3B upon examination of Service Bulletins
issued by TC Holder/Manufacturer to correct an unsafe condition that has been
determined by DGCA to exist in an aircraft, as a result of a deficiency in the
aircraft, or an engine, propeller, part or appliances installed on this aircraft; and
that condition is likely to exist or develop in other aircraft. The operator will
comply with the DGCA (AED) Airworthiness Directives within the stipulated
time specified by DGCA (AED) failing which the C of A is deemed to be
suspended.

4.5 DGCA upon receipt of Mandatory Modifications from the state of design will
declare them mandatory after assessing the information contained therein.
Operators are advised to get copies of such Airworthiness Directives,
Mandatory Modifications/ Inspections from the manufacturers or through the
Foreign Airworthiness Authorities where these are normally available for sale.
4.5.1 For aircraft designed in India, DGCA shall transmit information, which it
finds necessary, relating to continuing airworthiness of aircraft and safe
operation of aircraft to every State who have advised DGCA that they have
entered such aircraft on their register and to any other State upon request.
4.5.2 DGCA shall intimate the State of design any information relating to
continuing airworthiness of aircraft or operation of aircraft which it originates
and declares mandatory.

4.6 All operators are required to evolve and implement a foolproof and timely
system to ensure that any modification carried out on their aircraft is duly
intimated to the manufacturer. The Quality Control Manual should include the
procedure for intimating the compliance of modifications to the manufacturer.
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4.7 It shall be the responsibility of owner/operator/maintenance agency to

include such modifications, which require repeat inspections at specified
intervals in the appropriate inspection schedule.

4.8 Owner/Operators are required to submit to the Regional Airworthiness

office a list of Service Bulletins complied with during the preceding one year at
the time of renewal of Certificate of Airworthiness. They are also required to
submit a consolidated list of mandatory modifications/ inspections item wise
indicating their compliance status. False statement in regard to the compliance
status of a mandatory modification/ inspection will be viewed seriously and
necessary action will be taken by this office against the erring QCM/Engineers
who have certified its compliance. Officers of this Department may ask for
dismantling of a part to ensure the compliance of any modifications declared
mandatory in case of any doubt.

4.9 The Certificate of Airworthiness will not be renewed if it is observed that

any mandatory modification/ inspection due on the aircraft, aircraft component
or item of equipment installed on the aircraft has not been complied with.

4.10 Normally a type certified product should not be altered or modified by the
operator unless prior approval is obtained from DGCA. However, products can
be modified in accordance with the manufacturers Service Bulletins or
Instructions, provided the recommended material, spare parts and procedure as
suggested therein are used and incorporation of said SB/Modification is
certified by licenced/approved person or organisation. Any deviation from the
above will require prior approval of DGCA. In case of experiencing any difficulty
in complying with the modification, the operator may apply for a concession with
proper justification to the Regional Airworthiness office. Incorporation of an
unapproved modification/ inspection to a type certified product would render
the C of An invalid. This office will compile a consolidated list of all
modifications/inspections aircraft; engine and equipment wise declared
mandatory and will distribute the same to the concerned operator through
Regional Airworthiness Office. Notwithstanding the above, the
owners/operators are expected to comply with the modifications/inspections
intimated through Cablegrams/ Alert Service Bulletins unless notified
otherwise.
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SERIES 'O' PART I

Minimum requirements to be complied with by Operators
Engaged in Scheduled/Non Scheduled operation or in
Aerial work including Flying Training and Private
work.

Aircraft Rule 140 requires that all aircraft owners and operators shall comply
with the Engineering, Inspection and maintenance requirements and safety
requirements in respect of air routes, aircraft and aircrew as may be specified
by the Director General of Civil Aviation.

AIRCRAFT AND AIRCRAFT EQUIPMENT :

3.1 The aircraft shall be equipped with instruments and equipment as required
in CAR Series 'I' Part II and it shall be the responsibility of the Pilot-in-
Command to ensure before commencing any flight that it is so equipped.
3.2 Single engined aircraft shall not be utilised in Scheduled, Non-Scheduled
operations for carrying passengers at night.
3.3 Single engined aircraft, with retractable undercarriage, may be utilised in
scheduled or non- scheduled operations for carrying passengers during day in
VFR conditions. However, for flights over water, the aircraft at no time must
be away from land (suitable for making emergency landing) at a distance which
may not, in the event of power plant becoming inoperative, permit a safe forced
landing.

3.4 Multi-engined aircraft:

3.4.1 The aircraft when loaded to the maximum gross weight permitted by its
Certificate of Airworthiness shall be capable of maintaining level flight with
one engine inoperative at an altitude of not less than 1,000 feet above the
valley level at the highest point on the air route or, if flown over water at
altitude of not less than 3,000 feet above the water.
3.4.2 All jet aircraft certified in normal (passenger) category for
scheduled/non-scheduled operations in India shall be certified for take off and
landing from airfields upto 12,000 feet pressure altitude. All necessary
modifications should be incorporated to enable the aircraft operations to and
from airfields at this altitude. The take-off/landing performance at this
altitude should be duly reflected in the aircraft Flight Manual.
3.5 The aircraft shall be operated within approved operating limitations
contained in the Certificate of Airworthiness/Flight Manual or other
appropriate and relevant documents.
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4. OPERATIONS MANUAL :
All aircraft operators, except private operators, shall prepare Operations
Manual, for the guidance of their staff. Operators shall ensure that the
contents of the operations manual are strictly in accordance with the
manufacturers' requirements and the same shall be kept updated at all times.
Any deviation from the manufacturers requirements shall be reflected in the
manual with the prior concurrence of the DGCA only.

The Operations Manual shall contain at least the following

information :-
(a) Instructions outlining the responsibilities of operating personnel, pertaining
to the conduct of flight operations;
(b) The flight crew for each type of operation or stage of operation to be
conducted, including the designation of the succession of command;
(c) Operational procedures and techniques and method of recording defects;
(d) The maximum flight time and flight duty periods of flight crew members;
(e) The in-flight and the emergency flight procedures including the in-flight
and the emergency duties assigned to each crew member;
(f) The method of determining minimum flight altitudes (only required for non-
scheduled operation);
(g) The minimum flight altitude for each route (only required for scheduled
operations);
(h) The operating minima for each of the aerodromes, regular or alternate on
the routes to be flown (only required for scheduled operations).
(i) The circumstances in which a radio listening watch is to be maintained ;
(j) A list of the navigational equipment to be carried;
(k) Specific instructions for the computation of the quantities of fuel and oil to
be carried having regard to all circumstances of the operation including the
possibility of the failure of one or more power plants while enroute ;
(l) The procedure for refuelling the aircraft ;
(m) Information which will enable the Pilot-in-Command to determine whether
the flight may be continued should any instrument, equipment or system
become inoperative, or aircraft suffers damage on account of hard
landing/flight through turbulence ;
(n) Instructions which will ensure that the Pilot-in-Command will have detailed
information for each flight, in respect of communication facilities, navigational
aids, aerodromes, and such other information as the operator may deem
necessary;
(o) The conditions under which oxygen shall be used ;
(p) Procedures to be followed in the event of an accident ;
(q) Routes on which carriage of life jackets/life rafts is necessary ;
(r) Check list of emergency and safety equipment and
instructions for its use.
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4.3 All scheduled aircraft operators of such type of transport category

aircraft for which the manufacturer has prepared an Operations Manual or
Flight Crew Operations Manual, for the guidance of operating crew by way of
facilitating flight planning, shall carry on board the aircraft, a copy of this
document, in addition to the Airplane Flight Manual and the operations manual
prescribed in para 4.2 above. The manual shall be kept updated all the time by
the operator, and will be in tune with limitations, procedures and practices
detailed in Airplane Flight Manual. In the event of conflict between the
contents of this manual and Flight Manual, those contained in Flight Manual
shall have precedence over those in this manual. The manual shall be kept in
prominent place in aircraft to enable the Flight crew to use it when required.

SERIES 'O', PART VI

Registration, Airworthiness and Operation of Powered Hang Gliders

SERIES 'O' PART VII

Exit Row Seating.

This part of the Civil Aviation Requirement is issued under Section 5A of

Aircraft Act 1934 and Rule 133A of the Aircraft Rules 1937 to set out the
requirements to be followed by the operators for exit row seating. The
requirements laid down in this CAR are applicable to aircraft with 10 or more
passenger seats.

Exit Seat means :

Each seat having direct access to an exit i.e a seat from which a passenger can
proceed directly to the exit without entering an aisle or passing around an
obstruction.

Each Operator should seat a person in the exit seat who would be able to
perform the applicable functions listed in this CAR.
4.3.1 The person allotted the exit seat should not be invalid.
4.3.2 The person should not be less than 15 years of age and should have the
capacity to perform the applicable functions listed in paragraph 4.6 of this CAR
without the assistance of another person.
4.3.3 The person should be able to reach and understand instructions related
to emergency evacuation provided by the operator in printed, handwritten or
graphic form or the ability to understand oral crew commands.
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SERIES 'O' PART VIII

AIRWORTHINESS, MAINTENANCE AND OPERATIONAL REQUIREMENTS
FOR EXTENDED RANGE OPERATIONS WITH TWIN ENGINE
AEROPLANES
FOR COMMERCIAL AIR TRANSPORT OPERATIONS.

This Civil Aviation Requirements provides requirements for obtaining DGCA

approval for twin engine aeroplanes to operate over a route that contains a point
farther than one hour flying time at the normal one-engine inoperative cruise
speed (in still air) from an adequate airport. Extended Twin Engine Operations
(ETOPS) requirements are applicable to routes over water as well as remote
areas over land. The purpose of ETOPS is to provide very high level of safety
while facilitating the use of twin engines on routes, which were previously
restricted to three or four engine aircraft. ETOPS operation also permits more
effective use of an airline resource.

APPLICABILITY:
This CAR lays down the minimum requirements for turbo propeller, turbojet and
turbofan aeroplanes transiting oceanic areas or routes entirely over land,
registered in India, and engaged in Commercial Air Transport Operations.
Operators cannot operate a twin engine aircraft of AUW more than 5700 kg
beyond 60 minutes on single engine inoperative cruise speed unless approved by
DGCA for ETOPS. The segment of operation beyond 60 minutes will be termed
as Extended Twin Engine Operation (ETOP) and this will require prior approval
of DGCA. This is identical to Extended Range operations (EROPS) To be eligible
for extended range operations the specified airframe/engine combination
should have been certificated to the Airworthiness Standards of Transport
Category aeroplanes by FAA of USA or JAA or by any other regulatory
authority acceptable to DGCA

Adequate airport:
Adequate airport is an airport meeting the safety requirements for takeoff and
landing for commercial and non-commercial operations. It should be anticipated
that at the expected time of use:
(a) The aerodrome will be compatible with the performance requirements for
the expected landing weight and will be available and equipped with necessary
ancillary services such as ATC, sufficient lighting, communications, weather
reporting, navigation aids, refueling and emergency services and
(b) at least one let down aid (ground radar would so qualify) will be available for
an Instrument approach.
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Suitable airport
Suitable airport is an adequate airport with weather reports or forecast or any
combination thereof indicating that the weather conditions are at or above
operating minima as specified in the operations specification and the field
condition report indicates that a safe landing can be accomplished at the time
of the intended operations.

Diversion/ Enroute alternate airport

Diversion/ Enroute alternate airport means an airport at which an aircraft may
land if a landing at the intended airport is inadvisable. The aerodrome will be
available and equipped with necessary ancillary services such as ATC, sufficient
lighting, communications, weather reporting, navigation aids, emergency services
etc.

Auxiliary Power Unit (APU):

A gas turbine engine intended for use as a power source for driving generators,
hydraulic pumps and other aeroplane accessories, equipment and/or to provide
compressed air for aeroplane pneumatic system.

Extended Range Operation:

Extended Range Operations are those flights conducted over a route that
contains a point farther than one hour flying time at the approved one engine
inoperative cruise speed ( under standard conditions in still air ) from an
adequate airport.

Extended Range entry Point:

The extended range entry point is the point on the aeroplanes out bound route
which is one hour flying time at the approved single engine inoperative cruise
speed (under standard conditions in still air) from an adequate airport.

ETOPS Segment:
ETOPS segment starts at the ETOPS entry point and finishes when the flight
path is back and remains within 60-minute area from an adequate airport.

In - Flight Shutdown (IFSD):

When an engine ceases to function in flight and is shutdown, whether self-
induced, crew initiated or caused by some other external influence (i.e. IFSD
for all cases; for example due to flameout, internal failure, crew initiated
shutoff, foreign object ingestion, icing, inability to obtain and/or control
desired thrust etc.).
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Propulsion System:
A system consisting of power unit and all other equipment utilized to provide
those functions necessary to sustain, monitor and control the power/thrust
output of any one-power unit following installation on the airframe.

ETOPS Configuration, Maintenance and Procedures (CMP) Standard:

The particular aeroplane configuration minimum requirements including any
special inspection, hardware life limits, master minimum equipment list
constraints and maintenance practices found necessary to establish the
suitability of an airframe engine combination for an extended range operation.

Maximum Diversion time:

The maximum diversion time is the maximum flying time authorised from any
point of the route to the nearest adequate airport for landing.

ETOPS RANGE CATEGORIES AND REQUIREMENTS:

The Extended Range Operations are covered under categories viz. 75 minutes,
120 minutes and 180-minutes diversion time (the approval to operate may be
extended in steps of 15 minutes), as explained below:
a) 75 minute operation:
Approval to carry out extended range operation with 75 minutes diversion time
may be granted by DGCA to an operator with minimal or no in-service
experience with particular airframe engine combination. This approval will be
based on such factors as the proposed areas of operation, the operators
demonstrated ability to successfully introduce aircraft into operation, and the
quality of the proposed maintenance and operation program. Special case by
case operational approval may be granted beyond 75 minutes diversion time (in
steps of 15 minutes) with limited evaluation of service experience at the time of
the application. For this approval, the service experience of Airframe –engine
combination may be less than 2,50,000 hours in the world fleet.
b) Up to 120-minute operation:
Each operator requesting approval to conduct extended range operations with a
maximum diversion time of 120 minutes (in still air) should have minimum of 12
consecutive months of operational in service experience with the specified
airframe engine combination. Normally the accumulation of at least 2,50,000
engine hours in the world fleet (not necessarily on a particular airframe) will be
necessary before the proposal is considered. Where the engine experience on
another type of aeroplane is applicable to the candidate aeroplane, the
candidate aeroplane should normally obtain a significant portion of the
2,50,000-engine hrs experience. This number of engine hours maybe reduced if
sufficient data is available to prove reliability of the engine. In the event that a
particular engine is derived from an existing engine the required operational
experience is subject to establishing the degree of hardware commonalties and
operating similarities.
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c) Above 120 minute and upto 180 minutes operation:

Each operator requesting approval for maximum diversion time of 180 minutes
(in still air) should have held current approval for 120 minutes ETOPS for a
minimum period of 12 months with a corresponding high level of demonstrated
propulsion system reliability.

PROPULSION SYSTEM MONITORING

The operator should establish firm criteria as to what action has to be taken
when adverse trend in propulsion system conditions are detected. When the
propulsion system IFSD (computed on 12 month rolling average) exceeds
0.05/1000 engine hours for a 120 minute operation or exceeds0.02/1000 engine
hours for a 180 minutes operation, an immediate evaluation should be
accomplished and a report on problems identified and corrective action taken
must be forwarded to DGCA to consider additional corrective action or
operational restriction. Further the operator should compile necessary data on
propulsion system reliability which should include
a) A list of all engine shutdown events both on ground and in flight (excluding
normal training events) for all causes including flame out.
b) Unscheduled engine removal rate and summary
c) Total engine hours and cycles.
d) Mean time between failures of propulsion system components that affect
reliability.
e) IFSD rate based on 6 and 12 months rolling average.
f) Any other relevant data.

Procedure for seeking approval for ETOPS

Any operator requesting approval for extended range operations with twin
engine aeroplanes should submit the request with the supporting data to the
Regional Airworthiness office of DGCA at least three months prior to the
proposed start of extended range operation with the specific airframe/engine
combination. Each operator requesting approval to conduct extended range
operations should have operational in service experience as given in para 4
appropriate to the operation proposed. This data shall include the details of
compliance of modifications, additions and changes in the maintenance practices,
which were made to qualify the aeroplane system for ETOPS operations. It
should also be shown that an acceptable level of propulsion system reliability
has been achieved in service by the world fleet for that particular airframe-
engine combination. The operator must obtain sufficient maintenance and
operations familiarity with the particular airframe engine combination in
question before seeking approval. Each applicant/operator for extended range
approval should show that the particular airframe/engine combination is
sufficiently reliable. Systems required for extended range operations should be
shown by the operator to be continuously maintained and operated at levels of
reliability appropriate for intended operation
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Extended Range Operations approval of an aeroplane by the

manufacturer/Regulatory
Authority of the country of manufacture is normally reflected by a statement
in the approved Aeroplane Flight Manual (AFM) / Type Certificate Data Sheet
(TDS) or Supplemental Type Certificate(STC), which specifies the
Configuration, Maintenance and Procedures (CMP) Standard requirements for
suitability. The CMP standards shall be of latest revision. The standards and its
revisions may require priority actions to be implemented before the next ETOP
flight and other actions to be implemented according to a schedule acceptable
to DGCA. Operators inservice experience may be reduced or increased based on
evaluation of the operator‘s ability and competence to achieve the necessary
reliability for the particular airframe engine combination for extended range
operations. For example, a reduction in inservice experience may be considered
for an operator who can show extensive inservice experience with a related
engine on another aeroplane, which has achieved acceptable reliability. In
contrast an increase in inservice experience may be considered for those cases
where heavy maintenance is yet to occur and/or abnormally low number of
takeoffs have occurred.

Contents of the ETOPS manual:

ETOPS Manual should include procedures and guidelines for the maintenance
program and other requirements for extended range operations. In addition, all
ETOPS requirements, including supportive programs, procedures, duties and
responsibilities including actions to be taken in case of adverse trend, including
IFSD rate, reliability level etc. should be identified and documented. This
manual should be submitted two months in advance to the Regional
Airworthiness office before seeking approval of ETOPs flight.
The operator should lay special emphasis on the following program: -
(i) Oil Consumption program: The operators oil consumption program should
reflect manufacturer recommendations and be sensitive to oil consumption
trends. It should consider the amount of oil added at the departing ETOPS
stations with reference to the running average consumption i.e the monitoring
must be continuous upto and including oil added at the ETOPS departure
stations. Routine quality control checks and SOAP check where applicable to
this make and model should be included in the program. If the APU is required
for ETOPS operation it should be added to the oil consumption program
(ii) Engine Condition Monitoring: This program should describe the parameters
to be monitored, method of data collection and corrective action process. This
monitoring shall be used to detect deterioration at an early stage to allow for
corrective action before safe operation is affected. This program should ensure
that engine limit margins are maintained so that a prolonged single engine
diversion may be conducted without exceeding approved engine limits at all
approved power levels and expected environmental conditions.
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(iii) Reliability Program: An ETOPS reliability program shall be developed by the

operator or the existing reliability program supplemented. This program should
be designed for early identification and prevention of ETOPS related problems
as the primary goal. This program should be event oriented and incorporate
reporting and rectification procedures for significant events detrimental to
ETOPS flight. This information should be readily available for use by the
operator and DGCA to help establish that the reliability level is adequate and to
assess the operators competence and capability to safely continue ETOPS. The
operator shall intimate the office of DGCA within 48 hours the following
reportable events :-
a) In flight shut downs.
b) Diversion or turn back.
c) Uncommented power changes or surges.
d) Inability to control the engine or obtain desired power.
e) Problems with systems critical to ETOPS.
f) Any other event detrimental to ETOPS.
The report should identify the following :-
a) The aircraft identification including make and serial number.
b) Engine identification make and serial number.
c) Total time, cycles and time since last shop visit.
d) For systems, time since overhaul or last inspection of the defective unit.
e) Phase of flight
f) Corrective action
(iv) The APU installation, if required, for extended range operations, should
meet all the requirements necessary to demonstrate its ability to perform the
intended functions and if certain extended range operation necessitate in flight
start and run of the APU after prolonged cold soaking, it must be substantiated
that the APU has adequate reliability for that operation.
(v) Propulsion System Monitoring: The operator shall lay down actions to be
taken when adverse trends in propulsion system conditions are detected. When
the IFSD exceeds 0.05/1000engine hours for 120-min operation or exceeds
0.02/1000 engine hours for a 180-minute operation, an immediate evaluation
shall be accomplished with the problem identified and corrective action taken.
Regional Airworthiness Office of DGCA shall be provided with information in
this regard.
(vi) Maintenance Training: The operator should evolve a maintenance-training
program for all the maintenance engineers engaged in the maintenance of
aircraft approved for ETOPS focussing on the special nature of ETOPS. This
program shall be included in the normal maintenance-training program. The
object of this program is to ensure that all personnel involved in ETOPS are
provided with the necessary training on the special nature of ETOPS
maintenance requirements.
(vii) ETOPS Parts Control Program: The operator shall evolve a program that
ensures that proper parts and configuration are maintained for satisfactory
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ETOPS operation while borrowing / procuring/ pooling parts. The programme.

should also cover those parts used during repair or overhaul to maintain the
necessary ETOPS configuration
(viii) Aircraft Performance Monitoring: The continued airworthiness Program
mentioned in para 7 should cover Aircraft Performance Monitoring to assess any
degradation in the aircraft performance. This monitoring programme should
form part of ETOPS manual.
(ix) Sub-Contract Maintenance:- When maintenance is sub-contracted, the
operator must ensure that
a) The maintenance personnel of the sub-contractor involved are qualified
for ETOPS.
b) All airworthiness flight dispatch procedures and additional maintenance
requirements as identified in the operators maintenance system manual is
complied with.

OPERATIONS SPECIFICATIONS:
An operator‘s twin engine aircraft should not be operated on an extended range
flight unless approved by DGCA for both maintenance and operations and
endorsed on the Air Operators Certificate /operating permit or an equivalent
document as part of the operations specifications. The operators shall,
therefore, evolve an Operations Specification for Extended Range operations,
which should cover at least the following before seeking approval: -
a) Should define particular airframe-engine combination including the current
approved CMP standard required for extended range operations.
b) Authorised area of operation and minimum altitude to be flown along the
planned and diversionary route.
c) Maximum diversion time at the approved one engine cruise speed.
d) Airports authorised for use including alternates and associated instrument
approaches and operating minima.
e) Procedure to preclude an aeroplane being dispatched for Extended Range
operation after propulsion system shut down, engine/major engine module
change or primary airframe system failure etc on a previous flight without
appropriate corrective action having been taken. The operator shall develop
verification program or procedure to ensure corrective action following an
engine shut down, primary system failure, or any prescribed events, which
require a verification flight or other action. Such a case requires aircraft to
undergo verification flight of either non-revenue or revenue but non-ETOP
flight before releasing for extended range operations. This verification flight
can be combined with regular ETOP revenue flight provided verification phase is
documented as satisfactorily completed upon reaching the ETOP entry point.

AEROPLANE FLIGHT MANUAL INFORMATION

Operators holding ETOPS approval shall ensure that the applicable flight manual
contain at least the following information
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a) The maximum flight time with one power–unit inoperative, for which the
systems reliability has been approved in accordance with the airworthiness
requirements established for extended range operations;
b) A list of additional equipment installed to meet the airworthiness
requirements for extended range operations.
c) Additional performance data, including limitations, and flight procedures
appropriate to extended range operations; and
d) Statement to the effect that the aeroplane systems associated with
extended range operations meet the required airworthiness and performance
criteria but that the meeting of such criteria does not by itself constitute
approval to conduct extended range operations.

SERIES 'O', PART IX

REQUIREMENTS FOR OPERATION OF AIRCRAFT IN MNPS AIRSPACE

Sub rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 stipulate that
every airplane shall be fitted with instrument and equipment, including radio
apparatus and special equipment, as may be specified according to the use and
circumstances under which the flight is to be conducted.

The concept of Minimum Navigation Performance Specification(MNPS) was

introduced on a world wide basis in 1977 after establishing criteria for MNPS in
the North Atlantic Air Navigation Meeting. The objective of MNPS Airspace is
to enable operators to derive maximum economic benefit from the improvement
in the capabilities of latest navigation equipment while ensuring safety of
operations.

REQUIREMENTS:

3.1 No person shall operate Indian registered aircraft in air space designated as
Minimum Navigation Performance Specifications (MNPS) air space unless:

a) The operator is authorised by DGCA to perform such operations.

b) The aircraft has approved navigation performance capability to improve

MNPS in the horizontal plain through the mandatory carriage and use of
navigation equipment as per requirements set forth in NAT Doc 001/T13.5 N/6
and North Atlantic Air Space Operations Manual.
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3.2 Presently MNPS requirements are applicable in the North Atlantic Airspace
(NAT). However, MNPS requirements may be imposed in any other airspace by
the ATS providers. Specifications may not be exactly similar to that of NAT-
MNPS. To meet, the accuracy requirements for navigation in the particular
MNPS Airspace, appropriate equipment shall be installed for such operations.
Individual approval is required for each aircraft and the operator to operate in
each MNPS airspace as and when such areas are notified and operator wishes to
operate in such airspace.

AIRCRAFT SYSTEM/EQUIPMENT REQUIREMENTS:

4.1 In order to consider each aircraft for DGCA approval for unrestricted
operation in the MNPSA, an aircraft shall be equipped with the following types
of Long Range Navigation System (LRNS)

a) Two Inertial Navigation Systems (INS)

or Two navigation systems using the inputs from one or more Inertial Reference
Systems (IRS) or any sensor system complying with MNPS
b) Each LRNS must be capable of providing a continuous indication to the flight
crew of the aircraft position relative to track
c) It is essential that the navigation system employed for the provision of
steering guidance is capable of being coupled to the auto-pilot.
Note: Current Inertial Navigation Systems have demonstrated the capability of
meeting NAT MNPS. Dual Navigation Systems which have been installed,
operated and maintained in accordance with Appendix C of FAR 121 or JAR
specifications or any other specifications acceptable to DGCA can be approved
for operation in NAT MNPS airspace.
d) In case RVSM operations are required to be conducted in MNPS airspace, the
following additional equipment shall also be installed.

i) Two fully serviceable independent primary altitude measurement systems;

ii) One automatic altitude-control system;
iii) One altitude-alerting device; and
iv) A functioning Mode-C SSR Transponder.

e) Carriage of standby navigation equipment shall be governed by ICAO Annex 6

Part I and Part II - Chapter 7

f) Any other equipment which meets MNPSA accuracy criteria and is acceptable
to DGCA may be installed.
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SERIES 'O', PART X

Requirement for Preparation of Operations Manual

Four copies of the Operations Manual shall be submitted to DGCA

(headquarters) at least sixty days prior to the expected date of issuance of
AOP for review and acceptance/ approval. Subsequently, any revisions shall also
be provided to DGCA Headquarters in quadruplet for review and acceptance/
approval.

6.15 One copy of the manual finally accepted by DGCA along with revisions shall
also be provided to the concerned Regional Airworthiness Office.

SERIES 'O', PART XI

REQUIREMENTS FOR IMPLEMENTATION OF
REDUCED VERTICAL SEPARATION MINIMUM
(RVSM).

Sub rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 stipulate that
every airplane shall be fitted with instrument and equipment, including radio
apparatus and special equipment, as may be specified according to the use and
circumstances under which the flight is to be conducted.

In the mid 1970's, the world fuel shortage and the resultant rapid increase
in the fuel prices led to the growing demand for a more optimum and efficient
utilization of the available airspace, emphasized the need for appraisal of the
proposal to reduce the vertical separation minimum (VSM) above FL 290 from
600 m (2000 ft) to 300 m (1000 ft). Various studies by several countries
revealed that a separation of 300 m (1000 ft) VSM above FL 290 is technically
feasible and does not compromise with the safety of the aircraft.

Indian Airspace and neighbouring airspace shall become RVSM airspace

between FL 290 and FL 410, inclusive of FL 290 and FL 410 on 27th November,
2003.

Aircraft Group: A group of aircraft that are of nominally identical design

and build with respect to all details, that could influence the accuracy of
height keeping performance.

Altimetry System Error (ASE): The difference between the pressure

altitude displayed to the flight crew when referenced to the International
Standard Atmosphere ground pressure setting ( 1013.25 hPa /29.92 in.
Hg) and free stream pressure altitude.
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Assigned Altitude Deviation (AAD): the difference between the transponded

Mode C altitude and the assigned altitude/ flight level.

3.4 Automatic Altitude Control System: Any system that is designed to

automatically control the aircraft to a referenced pressure altitude.

3.5 Avionics Error (AVE): The error in the processes of converting the
sensed pressure into an electrical output, of applying any static source
error correction (SSEC) as appropriate, and of displaying the
corresponding altitude.

3.6 Basic RVSM Envelope: The range of Mach numbers and gross weights
within the altitude ranges FL 290 to FL 410 (or maximum attainable)
where an aircraft can reasonably be expected to operate most frequently.
3.7 Flight Technical Error (FTE): Difference between the altitude indicated
by the altimeter display being used to control the aircraft and the assigned
altitude/flight level.

Full RVSM Envelope: The entire range of operational Mach numbers, W/d, and
altitude values over which the aircraft can be operated within RVSM airspace.

3.9 Height keeping Capability: Aircraft height keeping performance that can
be expected under nominal environmental operating conditions, with proper
aircraft operating practices and maintenance.

3.10 Height keeping Performance: the observed performance of an aircraft

with respect to adherence to a flight level.

3.11 Non-Group Aircraft: An aircraft for which the operator applies for
approval on the characteristics of the unique airframe rather than on a
group basis.

3.12 Residual Static Source Error: The amount by which static source error
(SSE) remains under-corrected or overcorrected after the application of SSEC.

3.13 RVSM Airspace: RVSM airspace is any designated airspace/route

between FL 290 and FL 410 inclusive where aircraft are separated vertically by
1000 ft (300 m)

3.14 Static Source Error: The difference between the pressure sensed by the
static system at the static port and the undisturbed ambient pressure.

3.15 Static Source Error Correction (SSEC): A correction for static source
error.
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3.16 Total Vertical Error (TVE): Vertical geometric difference between the
actual pressure altitude flown by an aircraft and its assigned pressure
altitude (flight level).

3.17 W/d : Aircraft weight, W, divided by the atmospheric pressure ratio, d

APPROVAL REQUIREMENTS:
5.1 Airspace where RVSM is applied should be considered special qualification
airspace. Both the individual aircraft and the specific aircraft type or types
that the operator intends to use will need to be approved by DGCA before the
operator conducts flights in RVSM airspace. Requirements of this CAR shall be
complied with for the approval of specific aircraft type or types and for
airworthiness and operational approval.
5.2 Approval will encompass the following elements: -
a) Airworthiness aspects (including continued airworthiness)
b) Operational requirements
c) Provision for height monitoring of operator's aircraft
5.3 Operator shall apply for RVSM approval to Regional Airworthiness Office.
5.4 On satisfactory compliance with the requirements given in this CAR, the
operator shall be given provisional approval for the specific aircraft. Approval
may be regularized after the aircraft meets the Height Monitoring
Performance using HMU/ GMU.

AIRCRAFT SYSTEMS:
8.1 The aircraft shall be equipped to meet the following minimum equipment
for RVSM operations:
8.1.1 Two independent altitude measurement systems shall be installed.
Each system shall be composed of the following elements:
a) Cross-coupled static source/system, with ice protection if located in areas
subject to ice accretion;
b) Equipment for measuring static pressure sensed by the static source,
converting it to pressure altitude and displaying the pressure altitude to the
flight crew;
c) Equipment for providing a digitally encoded signal corresponding to the
displayed pressure altitude, for automatic altitude reporting purposes;
d) Static source error correction (SSEC)/Position Error Correction (PEC), if
needed to meet the performance criteria of paras 3.3, 3.4 or 3.6 of Annexure
II attached, as appropriate; and
e) Signals referenced to a pilot selected altitude for automatic control and
alerting. These signals will need to be derived from altitude measurement
system meeting the criteria of this CAR, and in all cases, enabling the criteria
of paras 8.1.3 and 8.2.6 to be met.
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8.1.2 One secondary surveillance radar transponder (meeting TSO C112

standards) with an altitude reporting system that can be connected to the
altitude measurement system in use for altitude keeping.
8.1.3 Airborne Collision Avoidance System (ACAS II) (meeting TSO C119b
standards) to improve the safety level of flights operating within RVSM
airspace.
8.1.4 An altitude alerting system that alerts the crew aurally and visually if
displayed altitude deviates from the selected altitude by more than ± 300 feet
(for aircraft for which application for type certification was made on or before
April 9, 1997) or ± 200 feet (for aircraft for which application for type
certification is made after April 9, 1997).
8.1.5 An automatic altitude control system shall be required which shall be
capable of controlling altitude within tolerance band of ± 15 metres (± 50 feet)
about commanded altitude, when operated in the altitude hold mode in straight
and level flight under non turbulent, non gust conditions.

PROVISION FOR MONITORING OF OPERATORS AIRCRAFT:

9.1 The operator shall provide a plan for participation in the monitoring program.
This program should normally entail a check of at least a portion of the
operator's aircraft by an independent height monitoring system.
9.2 Monitoring of aircraft height-keeping performance may be done by either a
ground based Height Monitoring Unit (HMU) or a portable GPS Height
Monitoring Unit (GMU), which is carried on board the aircraft. In regions with
HMUs, aircraft operators may meet the monitoring requirements without any
specific action on their part, other than ensuring that the aircraft undertakes a
flight with the area of coverage of an HMU within the time period within which
monitoring should take place. For monitoring with the portable GMUs, operators
need to arrange for a monitoring flight. Regional Monitoring Agency (RMAs) will
notify operators sufficiently in advance regarding the time scales when specific
aircraft require monitoring.
Note : The Regional Monitoring Agency for Asia region is known as MAAR
(Monitoring Agency for Asia Region) located at Bangkok, Thailand.
9.3 A program to monitor or verify aircraft height keeping performance is a
necessary element of RVSM approval process and RVSM implementation for at
least the initial area where RVSM is implemented. Verification and monitoring
program have the primary objective of observing and evaluating aircraft height
keeping performance to gain confidence that airspace users are applying the
airplane and/or operator approval process in an effective manner and that an
equivalent level of safety will be maintained in when RVSM is implemented. It is
anticipated that necessity for such programs may be diminished or possibly
eliminated after confidence is gained that RVSM programs are working as
planned.
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10.1Grant of RVSM airworthiness approval

10.1.1 In the case of a newly built aircraft, the aircraft manufacturers obtain
approval from the regulatory authority of the country of manufacture/design
by submitting performance and analytical data supporting RVSM airworthiness
approval. Compliance with the RVSM criteria shall be stated in the Aircraft
Flight Manual including reference to the applicable build standard, related
conditions, and limitations. The maintenance and repair manuals will give the
associated airworthiness instructions.
10.1.2 In case of an aircraft already in service, the manufacturer shall
submit the performance and analytical data to the regulatory authority of the
country of manufacture/design. The data shall be supplemented with the
service bulletin or its equivalent, that identifies the work to be done to achieve
the build standard, continued airworthiness instructions, and an amendment to
the aircraft flight manual stating related conditions and limitations. Approval by
the regulatory authority indicates acceptance of that aircraft type and build
standard as complying with the RVSM airworthiness criteria.
10.1.3 The combination of performance and analytical data, service bulletin(s) or
equivalent, continued airworthiness instructions, and the approved amendment
or supplement to the Aircraft Flight Manual is known as the RVSM approval data
package.
10.1.4 For airworthiness approval of specific aircraft, an aircraft operator is
required to apply to DGCA. The application shall be supported by evidence that
the aircraft has been inspected, and where necessary, modified in accordance
with applicable Service Bulletins, and is of a type and build standard that meets
the RVSM airworthiness criteria. The operator shall also confirm that the
continued airworthiness instructions are available and that the approved Flight
Manual amendment or supplement has been incorporated.
Note : For RVSM airspace where an operational approval is prescribed,
airworthiness approval alone does not authorize flight in that airspace.

SERIES 'O' PART XIII

Requirements for Evaluation, Certification and Maintenance of
Aircraft Flight Simulators and Synthetic Flight Training Devices.

SERIES 'O', PART X IV

AIRWORTHINESS AND MAINTENANCE REQUIREMENTS FOR CAT
II & CAT III OPERATIONS

The existing Instrument Landing Systems (ILS) installed at some of the

busy airports in India meet the Category I (Cat I) level requirement that
permits landings up to Runway Visual Range (RVR) of 600m and above. In bad
weather conditions similar to those that prevail in winter season in some parts
of India when RVR is below 600m, aircraft can not land or takeoff. This causes
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considerable disruption of flights and extensive inconvenience to the travelling

public. It is therefore necessary to develop the capability to operate flights
meeting the requirements of Cat II or Cat III operations and lay down
necessary regulatory requirements for such operations. In order to ensure safe
operations even during poor weather/poor visibility conditions, individual
aircraft deployed for carrying out Cat II or Cat III operations shall required to
be specifically approved by DGCA. This part of the CAR provides an acceptable
means but not the only means for obtaining airworthiness and maintenance
approval of each aircraft for Cat II or Cat III operations and low visibility
takeoff.

Auto Land System:

The system which provides automatic control of the aeroplane during approach
& landing.

Alert height (AH)

An alert height is a height above the runway based on the characteristics of the
airplane and its fail operational automatic landing system, above which a
Category-III approach would be discontinued and a missed approach initiated if
a failure occurred in one of the redundant parts of the automatic landing
system, or in the relevant ground equipment.

Category - II (Cat II) Operation:

A precision instrument approach and landing with decision height lower than
60m (200ft) but not lower than 30m(100ft), and a runway visual range not less
than 350m.

Category - III (Cat III) Operation:

A precision instrument approach and landing with:
(a) a decision height lower than 30m (100ft), but not lower than 15m (50ft); and
(b) a runway visual range not less than 200m.
Note Where the decision height and runway visual range (RVR) do not fall within
the same Category, either the decision height or the RVR may determine in
which Category the operation is to be considered. The operation will be in the
Category with the lower minima.

Decision altitude/height: (DA/H)

A specified altitude or height (A/H) in the precision approach at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.
Note 1 Decision altitude (DA) is referenced to mean sea level (MSL) and
decision height (DH) is referenced to the threshold elevation.
Note 2. The required visual reference means that section of the visual aids
or of the approach area which shall have been in view for sufficient time
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for the pilot to have made an assessment of the aircraft position and rate
of change of position, in relation to the desired flight path.

Runway Visual Range (RVR):

The range over which the pilot of an aircraft on the centre line of a runway
can see the runway surface markings or the lights delineating the runway
or identifying its centerline.

GENERAL REQUIREMENTS
(i) The aircraft shall have been duly type certified by the regulatory authority
of the country of manufacture and meeting the design code followed by Joint
Airworthiness Authority (JAA) of Europe or Civil Aviation Authority (CAA) of
UK or Federal Aviation Administration (FAA) of USA or any other authority
acceptable to DGCA.
(ii) The aircraft shall be multiengine, duly equipped with an automatic landing
system, which provides automatic control of the aircraft during approach and
landing. The aircraft shall have been certified for Cat II/Cat III operations by
the regulatory authority of the country of manufacture.
(iii)Each aircraft intended to be operated for Cat II/Cat III operations shall
be identified by registration number, make and model of the aircraft and
requires approval by DGCA for such operations.
(iv) The operator intending to carry out Cat II/Cat III operations shall seek
approval for the same.
(v) The operator shall prepare a Cat II or Cat III manual for each type of
aircraft.
(vi) The manual must contain the registration number, make and model of the
aircraft to which it applies, detailed procedures, instructions, limitations and
maintenance program to ensure continued serviceability, accuracy, reliability,
characteristics in case of failures and degree of redundancy of the systems
necessary for the Cat II/ Cat III operations and shall be approved by DGCA.
(vii) The manual may form part of the Quality Control Manual. Any amendment
to the approved manual requires DGCA approval.
(viii)The instruments and equipment required for Cat II/Cat III operations for
each type and model of the aircraft shall be listed by the operator in the
manual prepared for obtaining DGCA approval for above operations.
(ix) The manual shall also contain a flight schedule for checking the
performance of the aircraft in case the aircraft has not performed Cat II/Cat
III operations for a period of thirty days.
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SERIES 'R' PART I

Aircraft Radio Equipment.

The radio equipment installed in aircraft registered in India in accordance with

CAR Series I, Part II shall:
(i) be of the type approved by the DGCA
Note:- In case the radio equipment is procured from outside India, the
equipment should be approved by airworthiness authority of the country.
(ii) be installed and operated with a licence issued under the Indian Telegraph
Act of 1885 and the rules made thereunder as amended from time to time and
in a manner approved by the DGCA,
(iii) be maintained at all times in good order and condition as stipulated by the
DGCA,
(iv) be operated only by a person who holds an approved valid licence issued by
the DGCA/Ministry of Communication,
(v) not to be operated in flight unless it has been inspected and certified as
being in proper working order by a person authorised by the DGCA. Aircraft
required to be equipped with radio equipment as above, shall not be flown,
except in case of a test flight, unless the pilot in command has satisfied
himself, prior to the commencement of the flight that the radio equipment
fitted in the aircraft in accordance with these requirements has been inspected
and certified in accordance with CAR Section 2, Series F, Part III and
functioning normally.

SERIES R PART II
Installation of Communication, Navigation and Radar
equipment.

Aircraft Rule 9 sub-rule 3 and rule 57 specify that every aircraft shall be
fitted and equipped with radio apparatus as may be specified according to the
use and circumstances under which the flight is to be conducted.

Whenever it is desired to install a new radio equipment on aircraft or existing

avionic installation is required to be replaced, the following procedure is to be
followed in the absence of manufacturer's guidelines.
2.1 The appropriately licenced AME/ Approved person shall make a feasibility
study to check that
a) The proposed equipment is of the approved type and is compatible with the
existing system.
b) Necessary electrical power is available in the aircraft for the proposed
equipment.
c) Required space is available at suitable location in the aircraft.
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d) C.G. should remain within the limits if proposed installation is carried out.
2.2 After feasibility study, an appropriately licensed AME shall Prepare the
structural installation drawing and appropriately licensed AME shall prepare
the system wiring drawing. Six copies of the drawing alongwith the
modification details shall be submitted to the local airworthiness office for
approval.
2.3 On receipt of formal approval, the installation work is to be undertaken by
appropriately licensed AME/approved or authorised person.
2.4 On completion of the structural and electrical wiring work, the complete
wiring shall be checked for continuity and insulation. The equipment chassis
shall be checked for proper bonding.
2.5 The AME should ensure the serviceability of the equipment by checking
proper maintenance/manufacturer's certificate issued by an approved firm or
carry out a Final Test Data (FTD) check before the actual installation of the
equipment.
2.6 The AME should ensure that there is no radio interference due to
installation of the new equipment which affect the performance of any other
radio equipment installed in the aircraft.
2.7 The antenna shall be suitably insulated so that precipitation static
interference is minimum.
2.8 The equipment shall be installed and tested in the aircraft by the AME and
all relevant paperwork/entries shall be completed by him.
2.9 The empty weight and C.G. shall be amended accordingly by the
appropriately licenced AME/ authorised/ approved person.
2.10 In case the installation is new or the existing one is being replaced a short
term aeromobile license for operating radio apparatus is to be obtained from
WPC Wing of Ministry of Communications. For the purpose, registered owner
shall apply in quadruplicate on the prescribed form (available from WPC Wing,
Ministry of Communication) alongwith a copy of Certificate of registration and
requisite fee to the Wireless Advisor, Ministry of Communication through the
local airworthiness office, who shall forward it to the DGCA. The Certificate of
inspection is to be signed by an appropriately licensed AME indicating his
license number on the application.
2.11 On receipt of the short term permit the operator shall complete all the
installation checks including ground and flight tests as per the approved
installation check schedule. The operator shall prepare the schedule of the
above tests based on the guidelines contained in the BCAR Section R and FAA
Advisory Circular AC 43-13 and forward it to the local Airworthiness office for
approval. The flight tests referred to above shall be carried out to assess the
range and performance of the new equipment in various altitudes of flight and
to check the compatibility with other radio equipment installed in the aircraft.
2.12 On receipt of the installation check report vide 2.11 the aircraft shall be
offered for inspection and communication check to the local airworthiness
office.
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2.13 After the satisfactory checks the operator should obtain the regular
aeromobile license from the WPC Wing of the Ministry of Communication by
applying in the prescribed form (Appendix 'A') through the local airworthiness
office who will forward the same to the DGCA alongwith a communication
check report.

SERIES 'R', PART III

Maintenance of Airborne Communication, Navigation and Radar
Equipment

Sub-rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 specify that every
aircraft shall be fitted and equipped with radio apparatus as may be specified
according to the use and circumstances under which the flight is to be
conducted. The equipment to be fitted on aircraft depending on type of
operation has been detailed in CAR Section 2 Series ‗I‘ Part II and CAR
Section 2 Series ‗O‘. Each operator /AMO is required to get Maintenance
Program in respect of aircraft operated/ maintained by them approved by the
respective Regional Airworthiness Office in accordance with CAR Section 2
Series ‗F‘ Part VIII. Based on the approved maintenance program, the
operator/ AMO is required to prepare inspection schedules including COSL,
which are approved by the Head of Engineering Department or a designated
person of the operator/ AMO. These schedules/ COSL include inter-alia, all
radio communication, navigation and radar equipment as prescribed by the
manufacturers. The inspection schedules/ COSL also indicate if the
equipment are required to be tested in-situ, bench checked or subjected to
any other tests as specified by the manufacturer and include any special
tools, spares, consumables required for these tests, specifying the tolerances/
limits etc. as laid down by the manufacturer.

SERIES 'R', PART IV

INSTALLATION OF MODE 'A' / 'C' AND MODE 'S' TRANSPONDERS.

Mode „A‟ / „C‟ transponder provides traffic advisory in an aircraft fitted with
ACAS-I/ TCAS-I and both traffic advisory and resolution advisory in an
aircraft fitted with ACAS-II/ TCAS-II. Mode „S‟ Transponder is a source of
reliable air space surveillance. It enhances the operation of Air Traffic Control
Radar Beacon System (ATCRBS) by adding a Data Link feature and interrogation
capability over and above Mode „A‟ / „C‟ transponder operation which only
determines the aircraft altitude. Mode „S‟ transponder also provides traffic
advisory in an aircraft fitted with ACAS-I/ TCAS-I and both traffic advisory
and resolution advisory in an aircraft fitted with ACAS-II/ TCAS-II.
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1.4 The Data Link facility allows Mode „S‟ transponder to perform additional Air
Traffic Control and Air Separation Assurance (ASA) functions. Due to discrete
addressing feature of Mode „S‟ transponder, the capability of interrogators is
enhanced to handle more number of aircraft. Installation of Mode ―A‟ / „C‟ and
Mode „S‟ transponders enhances the safety of aircraft operations and gives
relief to pilots and ATCOs by reducing voice communication.

1.5 Sub Rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937, stipulate that
every aircraft shall be fitted and equipped with instruments and equipments
including radio apparatus and special equipment as may be specified according to
the use and circumstances under which the flight is to be conducted. This part
of the CAR lays down the requirements for installation of Mode „A‟ / „C‟ and
Mode „S‟ transponders and describes the procedure for allotment of Mode 'S'
address. This CAR is issued under the provisions of Rule 57 and Rule 133A of
the Aircraft Rules, 1937.

Primary Radar : Primary Radar transmits a beam of radio frequency energy and
subsequently receives the minute proportion of this energy which has been
echoed back to it by the target. This reflected signal is picked up and
processed to provide a display which shows the location of the target.

Secondary Radar : This radar transmits a characteristic group of pulses

recognizable to the transponder in the target aircraft which then responds
after a pre-determined precise interval with a coded train of pulses which
identifies and/or provides information about the aircraft.

Secondary Surveillance Radar (SSR) : The SSR as per ICAO is required to

provide an identification capability within the world‟s air traffic control
systems. It was derived from Identification of Friend or Foe (IFF) system with
which it co-exists and inter-operates the system comprising of interrogative
radar on the ground and transponder beacons carried on aircraft. All SSR
systems operate on the same frequencies, interrogation being at 1030 MHZ and
transponder replies being at 1090 MHZ.

Traffic Alert & Collision Avoidance System (TCAS) : It is an independent

aircraft equipment designed to detect potential conflicting aircraft that are
equipped with Secondary Surveillance Radar ( SSR) Transponders.

Airborne Collision Avoidance System (ACAS): An aeroplane system based on

Secondary Surveillance Radar (SSR) transponder signals, which operates
independently of ground based equipment to provide advise to the pilot on
potential conflicting aircraft that are equipped with SSR Transponders.
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Mode ‘A’ / ‘C’ transponder –Airborne equipment that generates specified

responses to Mode „A‟, Mode „C‟ and intermode interrogations but does not
reply to Mode „S‟ interrogations.

Mode ‘A’ – An interrogation that elicits reply from transponder for identity
and surveillance.
Mode ‘C’ – An iterrogation that elicits reply from transponder for automatic
pressure altitude transmission and surveillance. The above modes are used
during interrogation for air traffic services.
Mode `S' : It is a mode select - A transponder format to allow discrete
interrogation and data link capability.The Mode `S' ground equipment operates
on the same frequency as SSR and comprises an interrogator and a receiver.
Monopulse techniques are invariably used. In addition to Mode `S‟ function, the
ground station will also radiate standard SSR mode and will therefore be
capable of operating in conjunction with aircraft carrying standard SSR
equipment. In the same way , Mode `S' transponder will be compatible with SSR
ground stations.
Mode `S’ transponder: It provides the communication capabilities (data link)
required for ACAS/ TCAS as well as for Air Traffic Control Radar Beacon
System (ATCRBS) transponder function (Mode „A‟ and Mode „C‟ operation).

REQUIREMENTS 3.1 Unless otherwise authorised by DGCA, no person shall

operate in the Indian airspace, an aeroplane having maximum certified take off
mass of 5700 Kgs. and above and having maximum certified passenger seating
configuration (excluding any pilot seats) of more than 30 seats or maximum
payload capacity of more than 3 tonnes, if such aeroplane is not equipped with
Mode 'S' transponder. 3.2 Unless otherwise authorised by DGCA, no person
shall operate for commercial air transport operation in the Indian airspace,
from 1st January, 2001,

(a) an aeroplane having a maximum certified passenger seating configuration of

20 to 30 or a maximum certificated take off mass in excess of 5700kg, if such
aeroplane is not equipped with Mode 'S' transponder.

(b) an aeroplane having a maximum certified passenger seating configuration of

10 to 19 and a maximum certificated take off mass less than 5700kg, if such
aeroplane is not equipped with Mode „A‟ / „C‟ transponder.

(c) a twin jet engined aeroplane having a maximum certified passenger seating
configuration of less than 10 and a maximum certificated take off mass less
than 5700kg, if such aeroplane is not equipped with Mode „A‟ / „C‟ transponder

(d) a helicopter if it is not equipped with Mode „A‟ / „C‟ transponder.

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Aircraft fitted with Mode „S‟ transponder will be provided with Mode „S‟
address by DGCA which consists of a total of 24 bits. The first six bits indicate
the country code and the remaining 18 bits give the Mode „S‟ address. The code
allotment shall be as given below;
1 0 0 0 0 0 -- ---- ---- ---- ----
<--(6 bits)----> <-----(18 bits)---------
Country Code Mode S Address for India

All Indian registered aircraft fitted with Mode „S‟ transponder shall be issued
with Mode „S‟ address by DGCA. Mode „S‟ address issued by any other foreign
regulatory authority shall stand cancelled after issue of Indian registration.

SERIES R, PART V
Control of Electromagnetic interference in modern
aircraft.

DEFINITION:
ELECTROMAGNETIC INTERFERENCE (EMI) can be defined as undesirable
voltage or currents which affect a system.
EFFECTS OF EMI:
STATIC in audio receivers, inaccuracies in instrument indications, herringbone
effect in video projections, and other problems may exist when a system is
susceptible to EMI. The device or component which emits the undesirable
electromagnetic energy may even affect its own performance. Some sources
known to emit energy which may create interference are: fluorescent lights,
radio and radar transmitters, power lines, window heat controllers, induction
motors, switching and light dimming circuits, pulsed high frequency outputs, and
lightning. This energy can reach a circuit or system by conduction or
electromagnetic field radiation. Conduction is the process in which the energy
is transmitted through electrically conductive paths such as circuit wiring or
aircraft metallic structure. In electromagnetic field radiation energy is
transmitted through electrically non-conductive paths such as air or fiberglass.
These paths create a bridge between the interference source and the
susceptible receiver. Systems which may be susceptible to electromagnetic
interference are, to name a few: general display and navigation instruments,
computers, and radio and radar receivers. Whether a system will have an
adverse response to electromagnetic interference depends on the type and
amount of emitted energy in conjunction with the susceptibility threshold of
the receiving system. The threshold of susceptibility is the minimum
interference signal level (conducted or radiated) which causes an adverse
response distinguishable from the normal response. An interference
problem will exist when the noise level is greater than the susceptibility
threshold level. When the susceptibility threshold level is greater than the
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conducted or radiated emission level, electromagnetic interference problems do

not exist. This situation is called Electromagnetic Compatibility (EMC), that is,
electrical and electronic devices operate as intended and the EMI generated by
them does not interfere with the normal performance of any other device.
EMI CHARACTERISTICS:
INTERFERENCE, whether conducted or radiated, can be categorized by
bandwidth, amplitude behaviour, waveform and occurrence. The bandwidth of
interference is the frequency range in which the interference exists. The
interference bandwidth can be narrow or broad. Narrow band interference can
be caused by such items as AC powerlines, computers, radio transmitters and
receivers. These items all generate specified frequencies along with the
unwanted harmonics of those frequencies. Broad band interference is caused
by devices generating random frequencies which serve no designed purpose,
but are present due to the characteristics of the electrical system. Examples
of this type of interference are power supplies, light dimmers, and electric
motors. The interference amplitude is the strength of the signal received by
the susceptible system. The behaviour of this signal can be reasonably stable
or can be totally random. A 115 V AC power line can induce a stable sinusoidal
waveform on adjacent 28 V DC power or signal lines. Examples of random
interference are environmental noise and inductive switching transients.
Environmental noise is the aggregate of all electromagnetic emissions present
in a particular space or area of concern at any one time. There is no one
specific waveform that produces electromagnetic interference. It is the
change from one signal level to another in conjunction with the rate at which it
changes that determines the amount of electromagnetic energy released. More
energy is released when the change in signal level and rate is increased. The
occurrence of interference can be categorized as periodic, aperiodic, or
random. The periodic occurrence has a set repetition rate. Aperiodic
occurrence is predictable but does not have a defined repetition rate. Random
occurrence is simply unpredictable.
UNIT OF MEASUREMENT:
A very common unit in the measurement of electomagnetic interference is the
decibel (db). The decibel is a logarithmic unit expressing the ratio of two
powers, voltages or currents. In working with dbs, it is helpful to remember
that a change of 20 db implies that the voltage or current has changed by a
factor of ten. Another number helpful to remember is a change of 6db. This is
equivalent to a voltage or current which has changed by a factor of two.
EMI REDUCTION TECHNIQUES:
Planning for electromagnetic compatibility must be initiated in the design phase
of a device or system. If this is not satisfactorily achieved, interference
problems may arise. As described earlier, the necessary items to produce an
interference problem are: (1) a noise source, (2) a coupling channel, and (3) a
susceptible receiver. To reduce the effects of EMI, atleast one of the above
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items must be evaluated and modified. The following lists state some general
EMI reduction techniques:
(a) Suppressing Interference at Source
(i) Enclose interference source in metallic housing.
(ii) Use transient suppression on relay coils.
(iii)Twist and/or shield noisy wires.
(iv) Filter noisy output leads.
(v) Keep pulse rise times as slow and long as possible.
(b) Reducing Noise Coupling
(i) Separate power leads from interconnecting signal wires.
(ii) Twist and/or shield noisy wires (coaxial cable may need high frequencies).
(iii)Keep ground leads as short as possible.
(iv) Break interference ground loops by incorporating isolation transformers,
differential amplifiers, balanced circuits.
(v) Filter noisy output leads.
(vi) Physically relocate receiver from interference source.
(c) Increasing Susceptibility Threshold of Receiver
(i) Use only necessary bandwidth.
(ii) Use metallic shielded enclosure.
(iii)Limit sensitivity.
After careful planning for EMC, the electrical/electronic device or system is
tested in the laboratory and the airplane. If successful testing is achieved,
EMC can be assured with a high level of confidence. However it should be
noted that unanticipated situations creating interference problems may still
arise even after careful design and successful testing. It is the exception, but
can still happen. When this does occur, investigation and resolution of the
problem will then take place to assure EMC.
MAINTAINING EMC IN DELIVERED AIRCRAFT:
To ensure that interference problems are kept to a minimum during the life of
an aircraft, it is essential that the aircraft be maintained in an electro-
magnetically compatible configuration. This can be accomplished with skilled
and knowledgeable maintenance personnel following the procedures and guide
lines in the aircraft technical manuals. The technical manuals most often used
to help ensure EMC during maintenance are the: Maintenance Manual (Fault
Isolation Manual and BITE Manual), Wiring Diagram Manual, and the
Component Maintenance Manual. Some items which must be maintained to
ensure EMC are:
(i) proper wire separation between noise source wiring and susceptible wiring.
(Example: ADF (Automatic Direction Finder) wiring is strategically routed in
the airplane to ensure EMC. Any changes to the routing of this wiring could
have an adverse affect on the system). In addition, the wire separation
requirements for all wire categories must be maintained.
(ii) Wire lengths be kept as short as possible to maintain coupling at a minimum.
Where wire shielding is incorporated for lightning protection, it is important
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that the shield grounds (pigtails) be kept to their designed length. An inch or
two added to the length will result in degraded lightning protection.
(iii)Circuit grounds must not be lengthened beyond design specification. A
circuit ground with too much impedance may no longer be a true ground.
(iv) With the aid of the technical manuals, grounding and bonding integrity must
be maintained. This includes proper preparation of the surfaces where
electrical bonding is made.
(v) Proper handling of electrostatic discharge sensitive (EDS) equipment must
be maintained.
(vi) Equipment purchased for aircraft installation must have been qualified
successfully to the proper EMC test category and document.
CONCLUSION:
Initial control of EMI is achieved in modern aircraft by careful design and
successful testing. Routine maintenance helps to ensure that the aircraft
retains electromagnetic compatibility, thereby keeping interference problems
to a minimum.

SERIES 'R' PART VI

Approval of Airborne Global Positioning Systems (GPS)
installations in aircraft.

GPS is accepted as an AID to navigation only. It is NOT APPROVED as a sole

means of navigation of the aircraft in any country. It remains the responsibility
of the pilot to determine his position using APPROVED Navigation Aids on
board his aircraft.

Stand alone Airborne GPS equipment.

2.1.1 Stand alone airborne GPS equipment. (i.e. a GPS system which has a
dedicated display and provides no signals to any other aircraft system) may be
installed as "non required equipment" on a "no-hazard no-interference" basis.
In order for the installation to be approved, it must meet the following
criteria:
a) The installation must be shown not to interfere with the operation of any
other equipment;
b) A means must be provided to indicate to the flight crew when the GPS
receiver has failed or is unable to perform position calculations. (any failure
warning provided as part of the normal GPS display will satisfy this
requirement. This requirement may also be satisfied by the provision of a
warning light located in a prominent position in clear view of the pilot).
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c) The installation must be in accordance with the manufacturers instructions

and limitations, or in a manner acceptable to the Director General of Civil
Aviation.
d) The aircraft must be placarded to clearly indicate that navigation MUST
NOT be predicated on the use of GPS.
e) A statement must be inserted into the relevant section of the Flight Manual
(radio limits page or equivalent) detailing any operating limitations and/or
restrictions applicable to the particular GPS system.
NOTE : Any flight manual supplement provided by the manufacturer must be
included in the approved DGCA flight manual.
Airborne GPS systems which provide signals or navigation information to
other aircraft systems.
2.2.1 GPS systems which provide signals or navigation information to other
aircraft systems, (including instruments or displays, or auto pilots, but
excluding area navigation systems), must, in addition to the above
requirements, also comply with the following:
a) There must be a means provided to indicate to the flight crew the source of
the navigation system data being supplied. The position of a selector
switch is not acceptable.
NOTE : Indications must be unambiguous, and must be provided for ALL
sources of navigation data which may be provided by other systems.
b) If the GPS is coupled to the auto pilot, the installation must not compromise
the requirements that (i) the Autopilot be quickly disengaged by the pilot to
let him control the aircraft (ii) unless there is automatic synchronization, each
system must have a means to readily indicate to the pilot the alignment of the
actuating device in relation to the control system it operates.
c) An unambiguous means must be provided to indicate to the flight crew when
the GPS has failed or has reverted to dead reckoning mode. Where the GPS
supplies warning or status output to external annunciators then these
annunciators must be installed, and must be located in a prominent position in
clear view of the pilot.
d) A statement must be inserted into the relevant section of the Flight Manual
detailing normal operating procedures (relating to the interface between the
aircraft and the GPS) as well as any operating limitations and/or restrictions
applicable to the particular GPS system. As a minimum, this information would
include any supplement supplied by the manufacturer, and an entry on the
Radio Limitations (or equivalent) page.
Multi Sensor Area Navigation Systems (RNAV)
2.3.1 A multi sensor area navigations system which utilises a GPS sensor must,
in addition to the requirements of para 2.2.1, provide an unambiguous indication
when any sensor, including GPS, has failed or cannot provide the accuracy
necessary for that phase of flight.
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SERIES 'S' PART I

Storage conditions and storage/service life of Rubber
parts and aircraft components containing rubber parts.

Tyres should be stored vertically in racks having support tubes, so that each
tyre is supported at two points on the tread. This support tubes should be close
enough so that major portion of the tyres is above the tubes. The tyres should
be turned to a new position every three months or so.

Aircraft hoses and hose assemblies should be stored uncoiled

and supported so as to release stresses.

Temperature : The storage temperature should be between 50 deg. F and 70

deg. F and the distance between the stored articles and the source of heat
should be more than 3 feet.
Humidity : The relative humidity in the store room should be around 65 per
cent.
Light : Rubber parts should not be exposed to strong light e.g. direct rays of
sun. The store rooms should be kept as dark as practicable.
Oxygen : Isolation from atmospheric oxygen greatly increases the storage
limiting period of rubber parts. Where possible parts should be racked in
airtight containers, or wrappings and liberal use of talc or french chalk is also
recommended. If parts are packed in airtight tins, they should be lined with
wax paper or polythene to avoid direct contact with the metal.
Ozone : Exposure to air containing ozone even in minute quantities, should be
avoided. Storage rooms should not contain any apparatus that is capable of
generating ozone, such as high voltage electrical equipment, electric motors
or other plant which may give rise to electric sparks. Free access to outdoor
air, which in temperate climate always contains ozone, should be avoided. Still
indoor air is normally ozone-free because most wall and ceiling coverings and
organic materials rapidly destroy ozone.
Deformation : Rubber parts should, wherever possible, be stored in a 'relaxed'
position free from compression or distortion, and in all cases with the least
possible deformation, since deformation greatly aggravates the action of
ozone and can also lead to permanent changes in shape and dimensions. Articles
received pre-packed in a strain free condition can, with advantage, be stored in
their original packing. Spring loaded seals should, if stored for any length of
time, have the spring removed.
Contamination : Rubber parts should not come in contact with liquids or vapour
concentrations of any kind during storage even though they may be
subsequently used in contact with a similar fluid. Contact with copper, brass or
rusty iron, or with any compounds of manganese, should be avoided.
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HOSES : STORAGE AND SERVICE LIVES

The storage and service life of aircraft/engine hoses should be normally guided
by the manufacturer's recommendations. Whenever such information is not
available the following instructions should be adhered to. The hoses have been
classified in two groups :
GROUP A : Fuel, Oil, pneumatic and hydraulic pressure hoses.
GROUP B : All other hoses like hydraulic return line and instruments hoses etc.

Shelf Life :
The total storage/shelf life of both types of hoses shall be limited to 10 years
from the cure date of manufacture provided they are stored under standard
conditions of storage.
During storage, periodic inspection should be carried out once a year for signs
of deterioration, weather cracks, signs of corrosion on end fittings etc. and
hose pressure tested to 1-1/2 times the working pressure every two years.
Before installation on aircraft pressure test should be carried out at 1-1/2
times the working pressure.
Service Life :
Several factors determine the service life of aircraft system hoses. In some
cases the service life is fixed by the manufacturers taking into consideration
the specific applications. Wherever such information is available, this should be
followed. In the absence of such information initial life of hoses should not
exceed 4 years to start with for Group A hoses and 6 years for Group B hoses.
Thereafter the service life of the hoses can be developed to 6 years for Group
A hoses and 8 years for Group B hoses subject to accomplishment of the
following life development programme as per the procedure given below :-
(a) Critically examine all the hoses in question for life development for
external defects such as:-
(i) rubber coating or protective shields separating from the inner tube or from
the metal core.
(ii) Hardening or lack of flexibility.
(iii)Evidence of ageing cracks, kinks, chaffing, blisters and poor condition of the
unions.
(b) (i) Subject the hoses to a full specifications test, for the purpose of
life escalation.
(ii) If full specification tests are not spelt out for the particular hose, subject
these to any other rigorous test, specified by the manufacturer.
(iii)In absence of any reference on items (i) & (ii) above, subject one sample
hose each from different batch of the hoses in storage to destructive test
to determine its life for escalation.
(iv) If none of the above tests are feasible, due to non availability of specific
recommendations the hoses may be pressure tested twice the operating
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pressure and retained at the elevated pressure for five minutes and checked
for external visible signs of cracks/damages/deformity etc. for determination
of escalated life.
(c) Hoses passing tests at (a) & (b) above may be permitted to operate under
the life development programme with the escalated life in the respective group,
i.e. 4-6 years in case of Group 'A' and 6-8 years in the case of Group 'B' with
the prior concurrence of the Regional/Sub-Regional Airworthiness Office.
Note : Any hose whose identification is impossible or questionable shall not be
considered for life development programme.
RUBBER PARTS, VALVE SEATS, SEALS ETC.
IN HYDRAULIC AND PNEUMATIC SYSTEM COMPONENTS

Shelf Life :
Except where otherwise stated or specified by the manufacturers,
storage/shelf life of rubber parts for hydraulic and pneumatic components shall
be limited to 6 years from the cure date provided they are stored under
standard conditions of storage. The date of cure should be available on the
original documents from the makers. Rubber parts/seals which have been stored
for more than 4 years should be subjected to detailed examination and stretch
test prior to use as indicated below :
(i) Seals which give evidence of hardening or softening, blistering or peeling
should be discarded.
(ii) A sample seal from each batch should be checked for deterioration by
stretching the seal to 20% of their internal diameter. If cracks are visible
under X10 magnification, the seals should be rejected.
Service Life :
In case the manufacturers have fixed the service life of components and such
TBO lists are approved by DGCA, all the seals shall be renewed at the time of
overhaul of the components. However, the maximum service life of the seals
shall not exceed 4 years wherever such information is not available. In case
manufacturers have fixed the service life of the components involving rubber
components as less than 4 years, the manufacturers recommendations shall be
followed. However, the TBOs of such components may be developed limited to
maximum service life of rubber components/seals as 4 years, under a life
development programme mutually agreed by the Regional Airworthiness Office
and the aircraft operator.

SERIES 'S' PART II

Fixation of Calendar period, for determining overhaul life of
reciprocating engines.
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SERIES 'T' PART I

Flight Testing of (Series) Aircraft for the Issue of
Certificate of Airworthiness.

Series Aircraft means an aircraft in respect of which an application has been

made for Certificate of Airworthiness and the design of which is similar in
every essential respect to the design of an aircraft for which a Certificate of
Airworthiness has previously been issued.

Flight Tests for the purpose of this part means the flying of an aircraft
exclusively for the purpose of ensuring that the Flight performance and
characteristics of the aircraft and functioning in flight of the aircraft parts do
not differ significantly in adverse sense from those of its prototype.

CIRCUMSTANCES OF FLIGHT TEST :

The aircraft will be flight tested in accordance with the flight test schedule
approved by the Director General :
(i) to establish compliance with the airworthiness requirements;
(ii) to provide information for inclusion in the documents associated with the
Certificate of Airworthiness.

SERIES 'T', PART II

Flight Testing of aircraft for which a Certificate of Airworthiness has
previously been issued.

"Flight Test" means the flying of an aircraft, without any passenger on board,
for the purpose of ensuring that: -
(i) the aircraft handling characteristics have not deteriorated with time;
(ii) the aircraft performance remains as scheduled; and
(iii) aircraft and its equipment function properly.

CIRCUMSTANCES NECESSITATING FLIGHT TESTING:

3.1 An aircraft shall be flight tested under the circumstances mentioned below:
(a) At the time of renewal of Certificate of Airworthiness of aircraft (including
six monthly renewal of Certificate of Airworthiness) of aircraft operated by
operators and subsequent to a major inspection schedule/as specified by the
manufacturer in the case of scheduled airlines.
Note: - The scheduled airlines, which have a system (vide para 7 of this part of
the CAR) of meticulous flight monitoring of each revenue flight, for the
guidance of their operating crew and also have a flight performance evaluation
cell in their engineering Organisation, acceptable to DGCA, need not subject
individual aircraft to test flight for the purpose of renewal of C of A, except
under the circumstances detailed below in sub-paras (b) to (e). The performance
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cell should furnish a certificate during every C of A renewal certifying that the
aircraft performance has been continuously monitored and the performance is
satisfactory.
(b) Subsequent to maintenance, repair, or, modification which affect operational
or flight characteristics of the aircraft.
(c) For the purpose of evaluation in respect of fuel consumption engine power
and performance of radio/ radar/ navigational equipment or instruments
whenever these are doubted and cannot be satisfactorily checked on ground.
(d) (i) Subsequent to change of an engine.
(ii) On a twin engined aircraft a test flight after an engine change may not be
carried out provided satisfactory engine ground testing procedure subsequent
to an engine change and acceptable to Director General of Civil Aviation is
evolved prior to availing of this relaxation. However, if two engines are changed
a test flight is necessary.
(iii) On three engined aircraft, after a single engine change a test flight may not
be carried out provided satisfactory engine ground testing procedure
subsequent to an engine change and acceptable to Director General of Civil
Aviation is evolved prior to availing of this relaxation. However more than one
engine change will require a Test Flight.
(iv) On a four engine aircraft, after one or two engine changes, a test flight may
not be carried out provided satisfactory engine ground testing procedure
subsequent to engine change and acceptable to Director General of Civil
Aviation is evolved prior to availing of this relaxation. However if more than two
engines are changed, a test flight is necessary.
Note: - Engine change would mean removal of any engine and its replacement by :
(I) an overhauled engine
(ii) an engine removed from any other position of the same aircraft or any other
aircraft.
(Reinstallation of the same engine on the same aircraft in its original position
would not constitute an engine change for this purpose, provided the engine has
already been flight proven and the entire installation of the engine is double-
checked and certified.)

As far as practicable, the routine test flight will be conducted at maximum all-
upweight, authorised for the type of aircraft, keeping in view the limitation
imposed by the factors like aerodrome altitude/temperature, runway length etc.

The routine test flight procedure will at least ensure: -

(i) that "all-engine-operating climb performance is within acceptable limits,
specified
by the manufacturer/DGCA, while effecting climb at the "best climbing speed".
(ii) that the cruise speed at the cruising engine power, is within the range
specified;
(iii) that the stalling speed has not increased beyond the figure specified by the
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manufacturer/ DGCA.
(iv) that through normal operating range of the aircraft no abnormal vibrations
exist;
(v) that flight controls operate and respond normally and satisfactorily.
Note: - The stalling characteristics of the aircraft if required to be checked,
must be checked at a safe altitude.
(vi) The radio/ radar equipment functions correctly as installed in the aircraft
and the operating range is satisfactory.

MONITORING OF FLIGHT PERFORMANCE OF AIRCRAFT OPERATED BY

SCHEDULED AIRLINES:
7.1 The scheduled airlines may evolve a system within there "Operations
Section" preparing flight plans, for the convenience of operating crew, for
conducting each revenue flight, based on the performance data documented by
the manufacturers. Under this system, operating crew should be expected to
report back on the actual performance of aircraft during flight vis-a-vis the
prepared plan. Significant variations in aircraft's performance shall be
investigated by the operator so that corrective measures are initiated
promptly.
7.2 Additionally, scheduled airlines will have aircraft performance monitoring
cell in their "Engineering Section" for keeping the performance of each aircraft
under continuous surveillance by regularly analysing the flight data like ROC,
cruising speed, fuel consumption, range of Radio/ Radar equipment etc.,
collected from revenue flight reports for detecting any persisting shortfall in
the performance of any aircraft.
7.3 In consultation with the manufacturers of aircraft/ DGCA, scheduled
airlines shall specify in their Quality Control/ Maintenance System Manual the
acceptable "shortfall for the guidance of their maintenance staff.
7.4 On learning of the "shortfall" DGCA may order such further flight test or
such other corrective action as considered necessary.

EVALUATION OF TEST FLIGHT REPORTS:

8.1 The "Rate of Climb" figure read off the aircraft instrument, during the
climbing phase of the test flight, is related to test conditions, viz., mean
altitude, mean temperature and mean weight. This will be termed as "observed
actual climb performance" figure.
8.2 The "expected climb performance" figure corresponding to test conditions
(mean altitude, mean temperature and mean weight) shall be obtained from the
relevant manual of the aircraft, like Flight Manual, Operations Manual, Pilot's
notes.
8.3 The "observed actual climb performance" figure (para 8.1) shall in no case be
lower by more than 3% (in terms of ft. per minute) of the "expected climb
performance" figure (para 8.2) for the purpose of acceptance of test flight
report.
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As the mean weight of the aircraft at the test conditions is invariably different
from the maximum authorised all-up-weight for which ROC is specified in Flight
Manual/ Operations Manual/ Pilots' notes, the following expression may be used
for applying weight correction to obtain the finally corrected 'expected climb
performance' figure:
________________________________________________
R.O.C
(Partly corrected,
after applying
correction factor
obtained from
Expected R.O.C. Approx.) X Maximum AUW
(finallycorrected) = _____________________________________
Mean weight
(at test condition)

The finally corrected "expected climb performance" figure shall then be

compared with "observed actual climb performance" figure as described in para
8.3 above, for the purpose of acceptance of test flight report.

SERIES 'X' PART- II

Weight and Balance Control of Aircraft.

Empty Weight : Means the measured or computed weight of an aircraft,

excluding the weight of all removable equipment and other items of
disposable load, but including the weight of all items of fixed operating
equipment or other equipment which are mandatory for all operations like
fixed ballast, engine coolant, hydraulic fluid and fuel and oil quantities (both
trapped and unusable) in the aircraft and engine system.

Limits of Centre of Gravity : Means the most forward and most rearward
Centre of Gravity position within which an aircraft may be operated safely.
These limits are specified in Certificate of Airworthiness/Flight Manual of
an aircraft.

Maximum Take-off Weight : Means the maximum weight, according to its

Certificate of Airworthiness or Flight Manual, at which an aircraft is
permitted to take-off.

Removable Equipment : Means items of equipment which are carried on some

of or on all flights, but which are not included in Empty weight and which are not
mandatory for the type of operation being conducted.
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INITIAL WEIGHMENT :

3.1 Every aircraft shall be weighed before the issue of Certificate of

Airworthiness. In case a new aircraft is imported from outside the country,
weight schedules issued by the manufacturer or the previous operator
weight schedule based on the manufacturer's certificated weight and
balance documents would be acceptable.

Requirements for Reweighing of an Aircraft of Maximum Take-off weight

(MTOW) less than 2000 kg.
4.1 Aircraft weighing less than 2000 kg. need not be reweighed on routine basis,
unless it is required to be reweighed in accordance with para 4.3 of this CAR.
4.2 Requirements for Reweighing Aircraft of Maximum Take-off weight
(MTOW) more than 2000 kg.
Aircraft weighing more than 2000 kg. shall be re-weighed every five years
unless it is required to be re-weighed in accordance with para 4.3 of this
CAR. However operators may approach Regional Airworthiness Offices
(through the Sub-Regional Airworthiness Offices, as applicable) for an adhoc
extension of the weighment period of an aircraft by a maximum of 3 months
to tide over the operational exigencies. Such requests for extension may be
agreed upon by Regional Airworthiness Office, if satisfied with the reasons
advanced by the operator for his request. Extension of weighment beyond 3
months may be granted by Director of Airworthiness of the concerned
region under intimation to Headquarters promptly.

4.3 Requirements for Reweighing after major Repair/ Alterations:

An aircraft shall be required to be reweighed if it has undergone major repair,
or major alteration or there has been major change in the interior arrangement
of pilot/pax/cargo compartments which affect already determined weight and
balance data and which cannot be accurately computed without fresh
weighment. Decision of the DGCA whether the aircraft requires reweighing
after major repair/ alteration, or change in interior arrangement, shall be final.

The Weight Schedule shall contain at least the following information :-

(i) Type of Aircraft.

(ii) Registration Marking and Serial No. of aircraft.
(iii) Empty weight including weight of unusable quantity of fuel and oil (kg.).
(iv) Item wise Weight and details of removable equipment (kg.) (Including
wireless equipment).
(v) Maximum fuel capacity (Usable) in liters and kg.
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(vi) Maximum oil capacity (Usable) in liters and kg.

(vii) Maximum commercial weight with fuel and oil tanks full.
(viii) MTOW (as per Certificate of Airworthiness/ Flight Manual) (kg.).
(xi) Empty weight Centre of Gravity.
(xii) Centre of Gravity Range and datum.
(xiii) Maximum number of passengers.
(xiv) Signature of appropriately licensed AME/ Approved person.
(xv) Date of weighment.

SERIES ‘X’ PART III

PROVISION OF MEDICAL SUPPLIES IN AIRCRAFT

First-aid kit: A kit containing such items which can be used for the purpose of
first-aid treatment of injuries which may occur in flight or as a result of
minor accidents.

Medical kit: A kit containing such life saving drugs intended to be

administered only by a qualified medical practitioner if and when available.

Universal precaution kit: A kit for the use of cabin crew members in managing
incidents of ill health associated with a case of suspected communicable
disease, or in the case of illness involving contact with body fluids.

REQUIREMENT OF MEDICAL SUPPLIES:

All Indian Registered aircraft shall carry medical supplies as follows:

(a) First-aid kits for carriage on all aircraft,
(b) Medical Kit for carriage where the aircraft is authorized to carry more than
100 passengers, on a sector length of more than two hours, and
(c) a universal precaution kits for carriage on all aircraft that require a cabin
crew member.
The number of first-aid kits, Medical Kit and Universal Precaution kits should
be appropriate to the number of passengers which the aircraft is authorized
to carry:

Passenger First-aid kits Medical kit

0 -- 100 1 -
101 -- 200 2 1
201 -- 300 3 1
301 -- 400 4 1
401 -- 500 5 1
More than 500 6 1
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Universal Precaution kit:-- For routine operations, one universal precaution kit
should be carried on aircraft that are required to operate with at least one
cabin crew member, (two for aeroplanes authorized to carry more than 250
passengers).

Large public transport aircraft, capable of carrying more than 100 passengers,
shall in addition to the First-aid kit be equipped with Medical kit which shall
contain the life saving drugs.

All Scheduled Airlines operating transport category aircraft when engaged in

domestic commercial flights, shall on the basis of a risk assessment, taking into
account the particular need of operation, number of passengers and duration of
sector lengths, may carry one approved Automated External
Defibrillators(AED) to provide the option to treat any serious medical events
during flight time. The operators may carry Automated External Defibrillators
because they offer the only effective treatment for cardiac fibrillation. Also
the present generation AEDs have voice instructions which need to be followed
by cabin crew/doctor on board.

All Scheduled Airlines operating transport category aircraft when engaged in

International commercial flights of duration more than 2 hours shall carry
Automated External Defibrillators.

The approved Automated External Defibrillators if carried :

i. May be stored in the passenger cabin
ii. Shall meet Technical Standard Order or equivalent requirements
for power sources for electronic devices used in aviation.
iii. Be maintained in accordance with the manufacturers specifications
iv. Should be operated by a cabin crew trained for this purpose.

PERIODIC EXAMINATION OF THE KIT:

The stowage and the intact condition of the seal of the First-aid kits, Medical
kits and Universal precaution kit, as applicable, shall be ensured prior to every
flight by a person designated by the organisation. The responsibility of the
designated person with regard to this check shall be included in the Operations
Manual.
The contents of such Kits shall be examined and certified by Registered
Medical Practitioners/ Medical Officers holding atleast MBBS degree once in a
year. In case any of the content of such kit has life expiry before one year, the
validity should be restricted to that date.
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GENERAL REQUIREMENTS:
The First-aid kits, Medical kits and Universal precaution kit containers must be
moisture and dust-proof and readily accessible to cabin attendants/flight crew,
in flight, except in the case of gliders, where it can be located at any practically
convenient place.

The First-aid kits, Medical kits and Universal precaution kit containers shall
marked with a white cross of size atleast 5 Cm to 5 Cm in green background and
the words "FIRST-AID KIT"/‖MEDICAL Kit‖/―UNIVERSAL PRECAUTION KIT‖
, as the case may be in prominent letters shall appear on the front surface of
the container.
First-aid kits, Medical kits and Universal precaution kit shall be sealed and the
contents duly certified and signed by a Registered Medical Practitioner/
Medical Officer holding atleast an MBBS degree and also sign Appendix 'A'.

The First-aid kits, Medical kits and Universal precaution kit must remain sealed
till the time of its use. After use it must be replenished and certified by a
medical practitioner and resealed. If the seal is broken during bomb threat
inspection or due security reasons or due to usage of the kit and cannot be
recertified due to non availability of qualified doctor, the kits may be carried
on board in unsealed condition provided it is recertified at the first available
opportunity or arrival at base, which ever is earlier.

The First-aid kits, Medical kits and Universal precaution kit containers must
bear a Sl. No. given by the Operator for the purpose of identification.

First-aid and universal precaution kits should be distributed as evenly as

practicable throughout the passenger cabins. They should be readily accessible
to cabin crew members.

The stowage locations shall be similarly (as in para 10.2) and conspicuously
marked for easy identification.

When a First-aid Kit or Medical Kit or a universal precaution kit is opened, a

cabin log entry shall be made by the cabin crew indicating the purpose of
breaking the seal and requesting replacement as per Appendix ―B‖

SERIES 'X' PART IV

Use of furnishing materials in aircraft.

"Self-extinguishing" means that when a flame is applied for a limited period and
removed, the material shall self- extinguish within a specified time, (for details
please refer to Appendix 'F' to F.A.R. Part 25).
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"Flame resistant" means not susceptible to combustion to the point of

propagating a flame after ignition source is removed.

Normal category aircraft used for carrying passengers, goods or mails and
having all up weight as 15000 Kg. or above. Furnishing materials used in each
compartment must be "self-extinguishing" (refer Appendix 'F' of Federal
Aviation Regulations Part 25 ( of USA) or other approved equivalent methods).
In addition there must be :-
(a) Adequate number of self contained ash trays.
(b) An illuminated "No Smoking" sign (or signs) controllable from a flight crew
station and readable from each passenger seat, to indicate when smoking is
prohibited.

All the operators/maintenance organisations are advised to carry out sample

test of each batch of furnishing materials for flame resistance in accordance
with FAR 25.853 after every dry cleaning. The procedure for cleaning and
subsequent testing shall be detailed in the Quality Control Manual.

SERIES 'X' PART V

Concessions.

"Concession" is defined as permission by the DGCA to use a limited quantity of

material/parts not manufactured exactly in accordance with the manufacturer's
approved design specifications or to effect major modification/repair not
completely in conformity with that approved by manufacturers, but are
acceptable to DGCA, keeping the safety of aircraft in view.

"Major Modifications" are those alterations to the primary

structure/parts/equipment/systems that are likely to jeopardise the safety of
aircraft and those on board if not carried out at all or if carried out improperly
and affect its weight, centre of gravity, structural integrity or cause change in
design or material or flight characteristics.

"Major Repair" is a repair, which if not or improperly (using unapproved

procedures/methods) accomplished, would adversely affect the aircraft
structural strength, performance, flight characteristics and consequently its
safety as well as the safety of those on board.
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SERIES 'X', PART VI

Aircraft Log Books.

Rule 67 of the Aircraft Rules 1937, stipulates that following Log books shall be
kept and maintained in respect of all aircraft registered in India.
i. Journey Log Book or an equivalent document acceptable to DGCA.
ii. Aircraft Log Book
iii. Engine Log Book for each engine installed in the aircraft.
iv. a propeller Log Book for every variable pitch propeller installed in the
aircraft.
v. A Radio Apparatus Log Book, for aircraft fitted with radio apparatus.
vi. A Flight Log Book as notified in CAR Series 'C' Part II
vii. Any other logbook required by the Director General.

Aircraft, Engine, Propeller and Radio Apparatus Log Book:

A manufacturer, in respect of each newly manufactured aircraft; engine or
propeller may issue a logbook along with the release documents. If he does not,
then the owner/ operator may raise a logbook on his own. Each logbook shall be
in three sections: -

The first section will contain records of

a) hours flown date wise,
b) all routine inspection/maintenance, including "Flight Release" inspection and
higher checks carried.
c) test flight
d) minor repairs and certification thereof,
e) the information required in the vertical columns,
i. the date of flight,
ii. total flight time since manufacture,
iii. time since last overhaul/major inspection, number of landings/cycles, etc.
Note: The routine inspections, mentioned in the Log Book may be identified by
an identification number mentioned on the routine inspection sheet.

The second section will consist of differently coloured sheets, ruled

horizontally. Each page will bear the caption, namely, "Replacement, Major
Repairs & Overhaul". A detailed report of the Replacement, Major Repairs &
Overhaul done under these headings shall be certified in this section.
Note: Major repair signifies a repair to a damage, which would affect the
safety of the aircraft or the safety of persons on board.

The third section will consist of a set of still differently colored pages also
horizontally ruled, and each page will bear the heading, namely, 'Modification
Record'. Details of the modifications/service bulletins including mandatory
modification (s) complied with and certified should be recorded along with date
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and time of compliance in this section. A total DGCA mandatory modifications

status of the aircraft, engine and its components shall be reflected even though
they are not applicable.

The entries in the Log Book shall be completed within 48 hours of the
completion of the work. In case the aircraft is away from the main base, the
"entry" containing the work details and certification thereof shall be completed
in duplicate, and one copy shall be mailed to main base for placing in the Log
Book and the other copy shall be kept along with Journey Log Book.

The Quality Control Manager, in the case of approved firms and the operator
of the aircraft in the case of private aircraft, shall be responsible for the
proper maintenance of Log Book. Omission to make Log Book entries shall render
the aircraft, engine, propeller, radio apparatus as unairworthy and the
authorized officer of the Regional Airworthiness Office may require such
inspection as considered necessary by him to restore the airworthiness.

Entries in the Log Book shall be made in ink or indelible pencil and signed and
dated by appropriately licensed AME/Approved individual carrying out the work
or by a person, specially authorized by DGCA for the same, quoting, beneath the
signature, the Licence/Approval/ Authorization number.
Note: Computerised records of aircraft and components are acceptable.
Wherever records are computerized, hard copies may not be required. The
operator should satisfy and demonstrate the accuracy of the system and
procedure for creating backups to the Regional office. The procedure of using
computerized records shall be documented in the MOE or equivalent document.

PRESERVATION :
Log Books shall be preserved for periods shown as under :-
i. The aircraft log books shall be preserved until such time as the aircraft is
permanently withdrawn from use and its Certificate of Registration is cancelled
by the Director General.
ii. Provided that in the case of an aircraft meeting with an accident resulting in
damage beyond economical repairs the aircraft log book shall be preserved for a
period of two years after the date of the accident.
a) The engine and propeller log books shall be preserved for a period of one year
after the engine propeller are permanently withdrawn from use.
b) Other log books shall be preserved for two years from the date of the last
entry therein. Where log books in respect of aircraft, engines or variable pitch
propellers or radio apparatus are not kept in the manner and form prescribed in
this rule, the aircraft shall be deemed as not being maintained in an airworthy
condition.
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SERIES 'X', PART VII

Documents to be carried on board by Indian Registered Aircraft.

Rule 7 of the Aircraft Rules, 1937 requires that all aircraft registered in India
shall carry valid documents as specified in this CAR. This, however, does not
absolve an operator from the responsibility of carriage of any other document
that is required by any other authority in India.

No person in charge of any aircraft shall allow such aircraft to be flown unless
the following valid documents, as applicable (in original or attested copies), are
carried on board the aircraft:
i Certificate of Registration;
ii Certificate of Airworthiness;
iii Airworthiness Review Certificate (ARC);
iv A document attesting Noise Certification of the aeroplane/ helicopter;
v Air Operator‘s Permit;
vi Appropriate Licences for each member of the flight crew;
vii Aeromobile Radio operation Licence for Radio Communication apparatus;
viii Journey Log Book or equivalent documents approved by the DGCA;
ix Operations Manual; x Minimum Equipment List;
xiFlightManual;
xii Cabin Crew Manual;
xiii Cockpit and Emergency Check List unless these form part of Flight Manual,
carried on board;
Note: Checklists for take off, cruise and landing phases shall be displayed in
the cockpit unless the lists form a part of the Flight Manual, carried on board.
Aeroplane/Helicopter search procedure checklist;
xiv Certificate of Flight Release/ Maintenance Release/Certificate to release
to service;
xv.Route guides;
xvi.Current and suitable navigation charts/maps for the planned flight route
and all other routes along which it is reasonable to expect that the flight may
be diverted;
xvii.Weight Schedule;
xviii.Load and Trim Sheet;
xix.If carrying passengers, a list of their names and places of embarkation and
destination;
xx.If carrying cargo, a manifest and detailed declarations of the cargo; and
xxi.If carrying dangerous goods, a list of such goods. This list must be
specifically brought to the notice of Pilot-in-Command, before the flight.

All operators of passenger aircraft shall provide passenger safety information

briefing card at every passenger seat location. Such card shall make use of
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symbology to convey the instructions in a clear and concise manner and shall at
least cover the following instructions:
(a) When seat belts are to be fastened. Illustration showing the fastening,
tightening and unfastening of seat belts.
(b) When and how Oxygen equipment is to be used.
(c) Restrictions on Smoking.
(d) Location and method of opening emergency exits.
(e) Use of evacuation slides.
(f) How to brace oneself while experiencing impact loads for all seat
orientations.
(g) Location and Use of Life Saving Rafts/Jackets for over water flights.
(h) Routes from passenger area to emergency exits.
(i) Restrictions on use of mobile phone, laptops, electronic devices, etc.

SERIES 'X' PART VIII.

PROCEDURE FOR ISSUE OF TAXY PERMIT.

PROCEDURE FOR ISSUE OF TAXI PERMIT: Following procedure shall be

adopted for issuing taxy permit by the QCM to facilitate taxying of the
aircraft.
a) The person should hold a valid AME licence in category 'C' covering the
engine installed on the type of aircraft, provided he has been trained on taxying
of the aircraft and his taxying ability has been assessed by a pilot of the
operator, qualified on the type of aircraft.
b) He should be qualified to use the radio telephone if radio communications are
required or a person holding RT licence should be available in the cockpit.
c) He should be conversant with the aerodrome layout, ATC signals and
instructions, signs, run way markings, lighting, etc. appropriate for the safe
movement of aircraft.
Note: The pilot certifying the capability of such engineering personnel should
clearly state that the individual is fully conversant with the details mentioned
above and is capable of taxying the aircraft in the airport to be specified in the
permit.

VALIDITY:
The QCM of the operator shall issue taxy permit after ensuring that the above
requirements have been met with by the individual satisfactorily. The permit
will be valid for one year.The privileges of the taxy permit shall be restricted to
the airport specified in the permit. The QCM shall maintain records of such
permit holders.
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RENEWAL OF TAXY PERMIT:

The QCM shall renew the taxy permit subject to following conditions
(a) The AME licence is current.
(b) Holds a valid RT licence(if RT licence is held by the Permit holder.
(c) Has taxied the aircraft covered by the permit at least once during the
preceding one year. In case if this experience is not met with the permit may be
renewed provided he taxies the aircraft under the supervision of other person
holding a valid taxy permit and a satisfactory certificate is issued by him.

13-02-2013