DHC-8-402 OCB

Operations Circulars
Issue 02/2018, Dated: 12 Jan 2018
Total No. Of Circulars 14
ADDED
OC No. Date Subject
NIL

DELETED
OC No. Subject Reason for Deletion
NIL

Training Circulars
ADDED
TC No. Date Subject
NIL

DELETED
TC No. Subject Reason for Deletion
NIL
 List of Effective Operations Circulars DHC 8 Q 402 Dated : 12/01/2018

Circular No. Date Subject Status

2015
13/2015 31/03/2015 Points to be remembered when flying in turbulent conditions Mandatory
2016
06/2016 29/02/2016 Fuel Conservation on the Q400: SpiceJet Policy Mandatory
08/2016 04/03/2016 Flight Timings - Steady transition from ‘Tech Log’ to ‘CREW SYNC’ App Mandatory
11/2016 23/04/2016 RNAV1, RNAV2 & RNAV5 dispatch restrictions Mandatory
15/2016 05/05/2016 DIFFERENCES IN VT-SUQ Informatory
21/2016
02/11/2016 Prohibition on use/ carriage of Samsung Galaxy Note 7 Mandatory
Issue-02
Mandatory recording of ‘FUEL CHECK’ and ‘WEATHER AT ALTERNATE
29/2016 19/12/2016 Mandatory
AERODROMES’ in CFP
2017
Procedure for Application of MEL/CDL Weight Penalties in Performance
02/2017 06/01/2017 Mandatory
Calculations
04/2017
20/04/2017 Q400- Aircrafts with TCAS II version 7.1 Informatory
Issue-02
07/2017
03/10/2017 Displaced Threshold of 1000M of RWY22 at Surat Airport Mandatory
Issue-09
09/2017
09/06/2017 MONSOON OPERATIONS-2017 Informatory
Issue-01
10/2017 15/06/2017 Visual Circuit - Criteria for Conduct Mandatory
‘LVP is mandatory when RVR/Vis below 550/800’ and ‘CL lights mandatory for
18/2017 17/11/2017 Mandatory
LVTO’

Document No.: SEJ-OPS-04-OC-Q

 LIST OF EFFECTIVE TRAINING CIRCULARS
Dated: 12/01/2018
(Q400)
Circular No. Dated Subject Status
2016
 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 13/2015 31 Mar 2015
Nature: Mandatory Valid Until: Till further notice

Issue: 01
SUB: Points to be remembered when flying in turbulent conditions

A recent incident of flying in turbulence caused a passenger complaint about the inconvenience caused to
them.
From the Flight Safety point of view, it is needless to emphasize the importance of adhering to the Company
SOP as given in Chapter 17 of OMA and the Supplemental Procedures in DHC-8-402 Aircraft Operating Manual.
Given below are the extracts from the manuals cited above.

Operations Manual Part A

A17.3.6.4.2 Thunderstorm hazards

Turbulence, Wind-shear, Icing, Hail, Low Ceiling and visibility, effect on altimeter, lightning, etc.

A17.3.6.4.3 Avoidance of thunderstorms

a) Mutual information on development and position of thunderstorms by pilots and ATS are of great importance
for the early and adequate avoidance of such severe weather areas.
b) With thunderstorms in the vicinity of the aerodrome, request radar vectoring through thunderstorm free areas
and arrange the climb out to provide ample safety distance from active CB clouds.
c) Use all available information such as airborne weather data, Pilot reports etc.
d) It should be noted that ATS cannot always approve detours in congested areas because of other traffic and
technical limitations of the ground radar.
e) During cruise, thunderstorm shall be avoided:
i. Visually by staying well clear of CB clouds
ii. By using the airborne weather radar and
iii. By requesting vectors from ATS radar.
f) Whenever possible, the following should be avoided:
i. Flights in cirrus clouds if thunderstorm activity is expected along the route, as they may be hiding anvil tops
and reducing the effectiveness of the airborne weather radar.
ii. Flight at or near the freezing level where heaviest icing and hail must be expected.
iii. Flying below the overhang of CB clouds. This is the area where heavy hail should be expected.
iv. Strong echoes shall be avoided by 40km (20 NM) or more. This is most important at FL200 and above and for
circumnavigation of echoes which have prominent scallops or other protrusions.

A17.3.6.4.4 Preparation
When flying in a thunderstorm area is anticipated or unavoidable the following preparations should be made:
a) Monitor airborne weather radar closely.
b) Advice Cabin Crews about the presence of adverse weather conditions switch on cabin signs and ensure that
all passengers are securely strapped in.

DHC-8-402 AOM
1. As per the Limitations of Limitations of AFCS (1.11.12),
Flight in conditions of severe atmospheric turbulence with AP engaged is prohibited.
2. As per the Normal Procedures(2.0.4.4 Autopilot Operation in Turbulence)
Disengage Autopilot in severe turbulence. The Autopilot is approved for normal operations in light or moderate
turbulence only.
Note: The descriptions of Light, Moderate, Severe and Extreme turbulence are given in AOM Table 3.3.1
3. As per the Supplemental Procedures (Adverse conditions -3.3.3.1.2), the procedure for severe Turbulence
Encounter is as follows:

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 13/2015 31 Mar 2015
Nature: Mandatory Valid Until: Till further notice

• Disengage the autopilot.

• Maintain control of the airplane by primary reference to attitude (ADI).
• Allow airspeed and altitude to fluctuate as required.
• Avoid sudden or large power and control inputs.
• Reduce IAS to Rough Air Speed
• Avoid use of large bank angles due to increased wing loading
Report any severe or extreme turbulence so that other pilots know of the hazard.

The attention is especially drawn to the points related to the passengers being safely secured to their
seats and about maintaining the correct turbulence penetration speed.

It is further imperative to mention the importance of making the passenger aware of the expected
turbulence by adequately addressing the same on PA system.

Capt.Virendra Malhotra
Chie Pilot –Line (DHC-8-402)

2
 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 6/2016 29 Feb., 2016
Nature: Mandatory Valid till SOP Manual revision

Issue: 1

Sub: Fuel Conservation on the Q400: SpiceJet Policy

Fuel is a major percentage of the aircraft’s direct operating cost and should be managed efficiently
while ensuring safety of operations is not compromised. Fuel Conservation is the essence of good fuel
management. It is achieved by good flight planning followed by good flight execution.
Since fuel consumed can never again be conserved, ‘Fuel Conservation’ is a process that begins at
engine start-up and continues till engine shutdown. It is the responsibility of the PIC to adopt the fuel
conservation steps mentioned in the subsequent paragraphs, wherever appropriate, while
simultaneously giving precedence to the safety of the flight.

The objective of this Circular is to build and maintain a healthy ‘Fuel Conservation’ culture amongst
its Q400 Pilots.

At SpiceJet, ‘Best Practices for Fuel Conservation’ have been in use for very many years on the 737
Fleet and are now gaining their rightful place in the Q400 Fleet.

‘Best Practices’ for Fuel Conservation in the Q400 Fleet involve the following FOURTEEN activities:

i. Careful and Judicious determination of ‘EXTRA FUEL’.

ii. Careful and Judicious determination of Holding Fuel.
iii. Tankering fuel (where recommended).
iv. Selection of Optimum Runway for departure (when choice is available).
v. Assumed Temperature/ Reduced Torque Takeoff (for conserving Engine Life).
vi. Full Power climb.
vii. Use of Optimum Climb Speeds.
viii. Flying optimum cruise altitudes and requesting ‘Directs’ when able.
ix. Updating Cruise and Descent Winds in the FMC.
x. Flying Optimum Descent Profiles.
xi. ‘Low Drag Approaches’ (same as ‘Delayed Flap Approaches’).
xii. Use of ‘Idle Reverse’ after touchdown (Performance permitting).
xiii. Single engine taxi‐in (EOT‐In).
xiv. Minimal usage of APU.

Techniques to reduce fuel consumption are:

i. Fuel Uplift (Ramp Fuel): Uplift Ramp Fuel as recommended in the CFP.
Judicious judgment needs to be exercised while uplifting ‘Extra Fuel’ (One ton of extra fuel on
board the flight results in addition fuel burn of approximately one percent of trip fuel).
Upliftment of extra fuel is justifiable in case it results in avoidance of diversion of the flight.

Fuel carried in excess of the quantity required for a flight after taking into consideration all the
legal and PRUDENT contingency reserves is a wasteful practice.

SpiceJet CFP uses conservative criteria for computing fuel requirements. A system of
determining fuel uplift based on actual historical data of Taxi out times and congestion times at
destination airports is in place.

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 6/2016 29 Feb., 2016
Nature: Mandatory Valid till SOP Manual revision

It is emphasized that Pilots should exercise their discretion for the uplift of ‘Extra Fuel’ after
taking into consideration the already available ‘Dest Hold’ fuel.

ii. Aft CG: Load the aircraft to have the C.G. as aft as possible.

iii. FMC Set up:

1. Use HSC Speeds settings as calculated from the performance book.
2. Insert climb winds.

iv. Start up and Taxi:

1. Starting engines during the pushback phase, instead of at the gate may minimize the fuel
burn. However, this would require the APU to be operating or would require a battery only
start.
2. Starting one engine at the gate while on ground power and then pushing back may be the
best alternative and most efficient method.
3. Delaying the start of the second engine until just prior to the completion of the pushback
procedure will provide additional savings.
4. Reduce Taxi time to a minimum after start up. If there is traffic congestion at the Take-Off
point, delay Start Up (if possible).

v. Selection of Runway: When the choice is available, opt for the runway aligned closest to the
departure route. When performance permits and no delay expected at Take-Off point, carry out
an intersection Take-Off.

vi. Reduced Power Takeoff: “Reduced Power” take-off (Supplement 13) results in lower overall
engine operating costs as a result of the lower engine temperatures.

An under utilization of ‘Reduced Power Takeoff’ amounts to:

1. Incurring increased engine maintenance costs due lesser ‘Time Between Overhauls’.
2. Increased rate of performance deterioration.
3. Increase in specific fuel consumption (over time).

In view of the above, it is recommended that Reduced Power Takeoff be carried out whenever
possible. It increases Engine Life significantly.

vii. Climb: Climbing at 900 RPM instead of 850 RPM saves fuel by an average 0.5% for the climb
segment.

viii. Cruise: Flying at HSC will trade a small speed reduction (up to 20 kt) for a significant SAR
improvement (Approximately 7%). Pilots must calculate and set the required torque settings
from the HSC tables given in the performance book.

ix. Insert CFP winds for the appropriate Flight Level against each way point.

x. Descent: Descents that begin too early or late increase the fuel burn. If given a choice, it would
be better to begin the descent early, rather than late. An early (shallow) descent affords the
opportunity to regain the optimal profile and find savings in fuel. A late descent will require an
increased rate of descent from the optimal profile, and this added energy would eventually have
to be dissipated through alternative means – increasing drag, increasing propeller RPM, or a

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 6/2016 29 Feb., 2016
Nature: Mandatory Valid till SOP Manual revision

premature level off.

1. Descend at Min Clean speed if holding expected due to traffic congestion.
2. Maintain proper speed control.
3. Adjust speed as required after ATC clearance to avoid losing the sequence of arrival.

xi. Approach: The advantages of new technology, including RNP, offer significant savings by
shortening approaches and reducing track miles, which equate to fuel savings. A decelerated
approach (low noise, low drag) lowers fuel consumption and reduces noise. Keeping the aircraft
clean, delaying flap and gear selections will help increase the fuel savings. Consideration should
be given to the flap setting used on landing. Maximum flap will have increased drag, and may
not be optimum on approaches or runways that do not require their use. Reduced flap landings,
where applicable, will offer savings. Exercise proper speed control. Do not allow the aircraft to
be fast and high. Safety comes first.
Where appropriate, execute Minimum drag/ delayed flap approach. The aircraft must be in
landing configuration and approach stabilized by 1000 ft HAT in IMC and 500 ft HAT in VMC.

xii. Landing: Recommended landing flaps is 15°. Plan early R/W exit at intermediate exits to
minimize runway occupancy time (ROT) and reduce taxi-in time.

xiii. Reversers and Brakes: After Touchdown, use ‘Discing’ and manual brakes as required. Judicious
use of reversers and brakes during landing roll provide scope in significant savings on fuel and
maintenance costs.
Use of DISCING has the following advantages:-
1. Fuel Economy
2. Enhanced Engine Longevity and Reliability
3. Lower noise level
4. Passenger comfort

Max Reversers may be selected in case of:

1. High ‘Vref’ due to non-normal landing configuration
2. Rejected Take off on short fields
3. Short Runways.
4. Situations similar to above conditions that require use of ‘MAX REVERSE’ power to help
decelerate the airplane within available runway.

xiv. Taxi- In: Single engine taxi operations could be employed during the taxi-in phase. It leads to
reduction in fuel consumption, pollution, noise and brake wear. It is important that the flight
crew consider taxiway surface conditions, taxi time, ramp and parking congestion before
employing this strategy.

When waiting excessively for a stand or gate after landing (after the AFTER LANDING checklist is
complete), the crew may opt to select START/FEATHER on both Condition Levers. The loss of A/C
power has no subsequent effect on the remaining taxi. The difference between DISC/1020 rpm
and START/FEATHER is approximately 90 kg/hour. Once the gate becomes available, return the
Condition Levers to 1020 RPM and wait for the propellers to unfeather before continuing to taxi.

Single Engine Taxi-In procedures for the DASH 8 Q400 are given in OM – A, Ch: 17, Appendix -14.

xv. Minimizing APU usage: The Q400 APU/Bleed combination uses an average of approximately 1.5

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 6/2016 29 Feb., 2016
Nature: Mandatory Valid till SOP Manual revision

kg/minute of fuel. The fuel burn is reduced by almost half when the APU Bleed Air is selected
OFF. There is great potential to save fuel and reduce maintenance costs by reducing APU usage
and the usage of bleed air from the APU.

Consider reduction of APU usage when environmental conditions allow (sufficient ambient light
and comfortable cabin temperature) and avoid early starting or running during extended
turnarounds. Further, consider closing window shades/blinds to minimize thermal heating in the
cabin. Ensure all vents are open in the flight deck and cabin to maximize the cooling effects
when the APU Bleed is operating. When available, the crew should consider the use of Ground
Power Unit (GPU) and air conditioning carts.

xvi. Tankering: It is SpiceJet Policy to tanker fuel where appropriate. The maximum Tankering Fuel
should not exceed next sector’s Min Dispatch Fuel. Any extra fuel carried above next sector’s
Min Dispatch may result in loss due to over-tankering. Fuel Tankering Sectors are calculated by
Performance Engineering Team and should be strictly followed.

This is for strict compliance by all SpiceJet Q400 Pilots.

Capt. Gurcharan Arora

AVP (Flight Operations)

Page 4
 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 8/2016 4 Mar 2016
Nature: Mandatory VALID UNTIL: Next Revision

Issue: 1

Sub: Flight Timings - Steady transition from ‘Tech Log’ to ‘CREW SYNC’ App

1. Introduction
At present, Flight Timings of Cockpit Crew are extracted manually from ‘Tech Log Blue Sheet’. They are extracted and entered
manually into the ARMS (Aviation Resource Management System) by our staff in FSC.
This manual process, like a lot of other manual processes, is time consuming and prone to error.
We are transitioning to a better digital system by using the CREW SYNC Mobile App. This Mobile App will enable Pilots to have
immediate and accurate access to a wealth of very important nformation such as their Roster, FDTL, actual status of their
connecting flights (when travelling ACM or on Leave) etc.
A majority of Cockpit Crew has been using this App and as expected, the CREW SYNC App has had initial ‘teething troubles’ which
are now greatly reduced – thanks directly to the Pilots who have sent in their feedback to: [email protected]. The Team
members responsible for implementing this app are grateful to the Pilots who sent their feedback.
The CREW SYNC App is available for both Apple IOS and Android Mobile Platforms.
The Apple IOS App is almost completely error-free.
The Android App was introduced after the IOS App and still has errors which are steadily being removed thanks to feedback from
Pilots.

2. Policy and Procedures

With Immediate effect, all SpiceJet Pilots are to execute the following three steps:

STEP 1: Delete any previous versions of CREW SYNC app.

STEP 2: Download and install the CREW SYNC Mobile App from the following locations for Apple IOS and Android
Platforms respectively:

i) Apple IOS : https://arms.mgtech.in/appstore/spj/

ii) Android : http://crewnetv2.spicejet.com/androidappstore/

STEP 3: Every time you operate a flight/series of flights, then, within 30 minutes of ‘Chocks On’ after your last sector,
enter the timings in the ‘Movement Timings’ section.

3. The above is for strict compliance by all SpiceJet Pilots.

(Capt Gurcharan Arora)

AVP Flight Operations

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 11/2016 23 Apr 2016
Nature: Mandatory Valid Until: Next Revision

Issue: 01

SUB: RNAV1, RNAV2 & RNAV5 dispatch restrictions

DHC-8-402 aircraft is currently approved for PBN (RNAV1, RNAV2, RNAV5) operations. In that context following
dispatch restrictions are to be observed.

As per PBN operations guidelines for RNAV1, RNAV2 and RNAV5 one VOR/DME must be operative.

When MEL is invoked, it must be ensured that one VOR/DME must be serviceable for RNAV1, RNAV2 and
RNAV5 operations.

Under no circumstances, aircraft shall be accepted with both DMEs unserviceable

This is for strict compliance.

Capt. Gurcharan Arora

AVP (Flight Operations)

Please consider the environment before printing Page 1

 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 15/2016 05 May 2016
Nature: Informatory Valid Until: Next Revision

Issue: 01

SUB: DIFFERENCES IN VT-SUQ

Recently Spicejet has inducted a Bombardier Dash 8 Q400 aircraft bearing registration marking VT-SUQ (MSN: 4406).
Aforementioned aircraft has got some minor differences, in comparison with the current Q400 fleet (VT- SUB to
VT - SUP), as stated and explained below:

TECHNICAL DIFFERENCES

1) FMS (Flight Management System):

a) Hardware(Part Number) : P/N 3017---41---221

Model Number : UNS---1Ew
Software (Part Number) : SCN 1000.5
Antenna : Qualified to include the WAAS operation
b) This FMS has:
i. SBAS capability having enhanced navigation feature with LPV approach capability disabled.
ii. Two remote Level of Service (LOS) annunciators. One LOS annunciator is adjacent to each PFD.
iii. Wide Area Augmentation System (WAAS) that has cross channel monitoring to meet the integrity
requirements
c) The default RNP values are as per the table below:

Sr. No Source RNP (nm)

1 Manual Entry 5.0
2 Navigation Database Procedure Dependent
3 Default Flight Phase:
Oceanic 4.0
Enroute 2.0
Terminal 1.0
Approach 0.3

d) For further details refer:

i. AFM, Section – 6, Supplement 105
ii. FMS Operator’s Manual for SCN 1000, dated 29th August, 2007.

2) TCAS II(Traffic Alert & Collision Avoidance System II V7.1):

a) Thales/ACSS manufactured equipment with change 7.1 incorporated, which helps to prevent incorrect
pilot responses. The “Adjust vertical speed, adjust” RAs has been replaced by a new “Level off, level off”
RA which requires a reduction of vertical rate to 0 ft/min.
b) This aircraft is not ADS-B equipped.
c) For further details refer:
i. AFM, Section – 6, Supplement 106, and
ii. AOM page:6.15-105.
iii. ACSS (Aviation Communication & Surveillance Systems) Pilot’s Guide P/N 8006773-001 Rev 1,
dated August 2007 or later and
iv. `Pilot Guide Supplement P/N 8008110-001 Rev -1, dated October 2009.

Note: All Documents are available on crewportal

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 15/2016 05 May 2016
Nature: Informatory Valid Until: Next Revision
3) Flight compartment crew seats:
These are bucket type with adjustable fold up armrests having minor differences in lever shapes only.
Refer below given figure.

Flight Compartment Crew Seats AMI Model 1414 (Option - CR 825 SO 90600 or 825 SO 90439)

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 15/2016 05 May 2016
Nature: Informatory Valid Until: Next Revision
4) Oxygen:
a) Crew Oxygen Cylinder of capacity 50.6 cu.ft is installed in VT-SUQ.
Minimum Dispatch Pressure at 21°C (70°F) is:
2 Crew 3 Crew

1050psi 1450psi

b) Flight Attendant’s Additional Portable Oxygen:

In addition to the basic supplemental Oxygen Cylinders, this option provides for an additional 4.3 cu.ft
portable Puritan-Bennett oxygen cylinder with 1 mask connected to a 2 L/min (0.07 ft3/min) outlet and
regulator assembly with constant flow.
Refer below given figure:

c) Portable Oxygen: Labeled FIRST AID OXYGEN (Qty-02) are not installed onboard VT- SUQ.

PERFORMANCE DIFFERENCES

5) MTOW(Maximum certified Take-off weight) is 28998kg.

Maximum Ramp Weight is 29088kg.

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 15/2016 05 May 2016
Nature: Informatory Valid Until: Next Revision
LOAD & TRIM DIFFERENCE

6) With respect to cargo compartment loading limitations :

a) FWD cargo compartment max load limit ----231kg
b) AFT cargo compartment max load limit-------1138kg(no difference)

c) LMC(Last Minute Change) limitations have no difference.

Capt. HKJS Sokhey

Chief Pilot –Line (DHC-8-402)

Page 4
 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR
OC 21/2016 2 Nov 2016
Nature: Mandatory Valid Until: Next Revision

Issue: 2

Sub: Prohibition on carriage of Samsung Galaxy Note 7

1. Attached PUBLIC NOTICE refers.

2. All SpiceJet Pilots are to ensure that they don’t carry SAMSUNG GALAXY NOTE 7 Smart phone device either
in cabin baggage or as checked-in luggage on all SpiceJet flights, in order to strictly adhere to the instructions
given in the PUBLIC NOTICE.
3. Our Cabin Crew staff, Security staff and other departments have been given instructions/orders relevant to
this subject (appropriate to their duties and responsibilities) by their own department.
4. The above is for immediate and strict compliance.

Capt Gurcharan Arora

AVP-Flight Operations
 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 29/2016 19 Dec 2016
Nature: Mandatory Valid Until : Next Revision

Issue: 01

Sub: Mandatory recording of ‘FUEL CHECK’ and ‘WEATHER AT ALTERNATE AERODROMES’ in CFP

Of late, there have been instances where Pilots have not faithfully recorded the periodic ‘FUEL CHECK’ and the
‘WEATHER AT ALTERNATE AERODROMES’ in the CFP.

This is against the instructions given in the Company Operations Manual.

All Pilots are required to mandatorily fill in the required data in the CFP as stipulated in the OM.

There will be periodic audits of CFP to check for compliance.

Capt. Gurcharan Arora

AVP(Flight Operations)

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 SEJ-OPS-04-OC-Q
DHC8 Q400 OPERATIONS CIRCULAR OC 2/2017 6 Jan 2017
Nature: Mandatory Valid Until: Next Revision

Issue: 1

Sub: Procedure for Application of MEL/CDL Weight Penalties in Performance Calculations

At times, aircraft have to be dispatched with certain deficiency under MEL or CDL. The
MEL/CDL will normally require certain actions by maintenance staff (M) and / or operations
staff (O). The (O) procedures are self explanatory; while carrying out these procedures,
stipulated performance penalties, if any, should be strictly applied and observed.
This circular is issued to explain the effect of performance penalties for determining the
OTOW/OLW, ATOW etc.
a) The pilots should be familiar with the Preamble / Introduction pages of MEL/CDL.
b) CDL introduction is available in Section-6, Supplement 41 of the AFM.
c) If the MEL requires operations action, indicated by (O) symbol, the operating crew shall
refer to the particular AFM supplement for complete procedure as required by the
respective MEL.
d) As an example for weight penalties, let us consider CDL number 32-1, “MLG SHOCK
STRUT FAIRINGS” on aircraft Q400. Assume two fairings (Leading Edge, Center and
Trailing Edge,Sides) are missing.
The CDL penalty is given i.e., Any or all of the following MLG fairings may be missing
provided performance limited weights obtained from the DOT approved Airplane
Flight Manual, excluding Sub-Sections 5.7(Enroute Climb Data),5.11(Landing Field
Lengths) and 5.12(Brake energy and Minimum Turn-Around Time), are reduced by
340 kg.
Application of Take Off & Landing Penalty
• To determine OTOW:-
− Find performance limited take off weight from the TAC
− Apply QNH correction
− Subtract the CDL “Takeoff and Landing” penalty (340 kg)
− The resulting weight, subject to MTOW, is the OTOW.
• To determine Take-Off power(Torque)and Take Off speeds :-
− Apply QNH correction to the ATOW
− Add the CDL “Take off & Landing” penalty (340 kg) to get corrected ATOW
− Find Torque and Take Off speeds with this corrected weight.

Capt Gurcharan Arora

AVP-Flight Operations

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 SEJ-OPS-04-OC-B
DHC8 Q400 OPERATIONS CIRCULAR OC 4/2017 20 April 2017
Nature: Informatory Valid Until: Next Revision

Issue: 2
Sub: Q400- Aircrafts with TCAS II version 7.1
We are in the process of upgrading our Q400 aircrafts TCAS II to version 7.1. The following
aircraft have been upgraded (manufacturer of TCAS system is given in the brackets) with the
latest aircraft modified being shown in bold:
• VT-SUE(Honeywell)
• VT-SUF(Honeywell)
• VT-SUG(Honeywell)
• VT-SUI(Honeywell)
• VT-SUL(Honeywell)
• VT-SUM(Honeywell)
• VT-SUO(Honeywell)
• VT-SUP(Honeywell)
Also the following aircraft were delivered with TCAS II version 7.1 from the earlier operator:
• VT-SUQ (ACSS TCAS)
• VT-SUR (Honeywell)
• VT-SUS (Honeywell)
• VT-SUT(Honeywell)
TCAS II version 7.1 has improved RA with respect to adjusting the Rate of Climb & Rate of
Descent in case of a traffic conflict; whereas the version 7.0 would give the aural advisory of
‘Adjust Vertical Speed’ in such a conflict, the version 7.1 would give the aural advisory of
‘Level Off ‘
The information regarding TCAS 7.1 is given in AOM volume 4, chapter 6.15, section 6.15.11
& the different RAs in AOM volume 1, chapter 2, section 2.14. The information is also given
in AFM Supplement 33 & Supplement 106, the applicability of which is given below:
i. AFM Supplement 33(Honeywell) applicable to:
a) VT-SUE
b) VT-SUF
c) VT-SUG
d) VT-SUI
e) VT-SUL
f) VT-SUM
g) VT-SUO
h) VT-SUP
i) VT-SUR
j) VT-SUS
k) VT-SUT
ii. AFM Supplement 106 (ACSS TCAS) for VT-SUQ only.

This is for the information to all DHC-8-402 pilots.

Capt HKJS Sokhey

Chief Pilot –Line (DHC-8-402)

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 DHC-8-402 OPERATIONS CIRCULAR SEJ-OPS-04-OC-Q
OC 07/2017 03 Oct 2017
Nature: Mandatory Valid Until : NOTAM validity

Issue: 09

Sub: Displaced Threshold of 1000M of RWY22 at SURAT Airport

1. This circular is issued to highlight the NOTAMs on the subject.
2. This circulars shall be valid till the NOTAM on the subject is valid and/or extended
3. Runway 04/22 partially closed due maintenance work process as part of Multi Phase work.
4. RWY 22 threshold is displaced by 1000M in current Phase II.
5. DECLARED DISTANCES
RWY TORA TODA ASDA LDA DISPLACED THRESHOLD
(m) (m) (m) (m) (m)
04 1905 1905 1905 1905 ---
22 1905 1905 1905 1905 1000
6. After completion of Phase II work, full Runway length of 2905M will be available with unrestricted operations.
7. The following revised Approach Charts based on NOTAMs are attached as Appendix A:
• VOR RWY 22
• LOC RWY 22
8. Glide Path is not available for ILS RWY 22 (LOC ONLY approach).
9. During NOTAM period between 0530-0730 and 1100-1230, Runway 04/22 is closed daily due to
strengthening work in progress on RWY 22 beginning.
10. SALS on RWY 22 is not available during NOTAM period.
11. The revised ‘Company Minima’ Charts (revised as per NOTAM) are attached as Appendix B.

Capt Gurcharan Arora

AVP-Flight Operations

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APPENDIX – A

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APPENDIX – B

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Issue: 01

Note: This Circular supersedes OC No. 19 of 2016 (Monsoon Operations -2016) dated: 30 May 2016 Issue 1.

SUB: MONSOON OPERATIONS-2017

References:
1. DGCA CAR Sec 8, Sec C, Part I Rev 10 (AWO).
2. OM Part A
a. Planning Requirements for Destination and Alternate Aerodromes and Minimum Fuel Uplift Requirements.
b. Adverse and Potentially Hazardous Atmospheric Conditions.
c. Operation on Wet and Contaminated Runways.
3. Special Operations Manual, Chapter -5, All Weather Operations

Other Circulars/Notes which supplement the information contained here are:

(a) SpiceJet WINDSHEAR AWARENESS NOTE.
(b) DGCA Operations Circular 9 of 2009 on SOP
(c) DGCA Operations Circular 12 of 2010 on SOP
(d) DGCA Operations Circular 1 of 2013 on Missed Approach / Go –around
(e) DGCA Air Safety Circulars
i. 3 of 1998 -Met. briefing and weather assessment prior to departure
ii. 4 of 2003-Importance of weather briefing
iii. 7 of 2005- Instructions Regarding Water Detecting Device for Aviation Fuel - During Monsoon
(These documents are available on Crewnet- ‘Monsoon Related Documents’ under EDOCS CENTER)

GENERAL
Special efforts are required for taking preventive measures during monsoon period to avoid any incident and safety
hazard. Accordingly, this Monsoon Operations - 2017 Circular re-iterates the procedures and methods to be followed
during monsoon. This circular is the amended version of last year’s Monsoon Operations circular. The changes are
indicated by the revision bars.

1. INTRODUCTION
During monsoon season, adverse weather conditions like rain, drizzle, hail, windshear, turbulence, icing, strong
and gusty winds etc are likely to be encountered. Runway condition during takeoff and landing may be wet,
contaminated with standing water, having low coefficient of friction resulting in reduced effectiveness of the
wheel brakes. The onset and withdrawal dates of monsoon season are intimated by the MET Department. Strict
adherence to standard operating procedures and compliance with Operations Manual limitations would greatly
enhance safe and efficient operations.

Instructions vide DGCA CAR Section 8, Series C, Part I, Annexure 2, are to be strictly complied regarding:
a) Ground School Training, prior to Monsoon period, for all pilots irrespective of the fact that they may have
flown during previous/ earlier monsoon periods.
b) Release of new commanders during Monsoon.
c) Release of Pilots who have obtained command rating for the first time. These restrictions are applicable
from April to September.
i. Should have operated as a P2 on commercial transport aircraft during a minimum of one monsoon season prior
to obtaining PIC rating for the first time.
ii. Should have at least 100 hours PIC experience on type before being released to fly as PIC during adverse
weather conditions.
iii. If the pilot has flown minimum of three monsoon seasons as P2 on type prior to obtaining PIC rating for the first
time, he need not have 100 hrs experiance on type.
iv. The pilot may continue to fly as PIC during adverse weather conditions till he achieves 100 hours provided the
co-pilot has a minimum of 1000 hours on type and a minimum of two monsoon seasons on type.

d) Release of Pilots who have operated as PIC in Monsoon on another type.

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e) General Condition :
I. Minimum total cockpit experience level of the PIC and the Co-Pilot should not be less than 500 hours on
type.
II. No supervised take-offs and landings in actual adverse weather/monsoon conditions.
III. Approach briefing prior to Top of Descent shall include wet/contaminated Landing Distance Required
calculation. Scheduled Operators shall prepare a quick analysis table for wet LDR in view of the high
cockpit work-load environment.
IV. ILS approaches are to be preferred to non-precision approaches In case of non-precision approaches,
emphasis must be given on Continuous Descent Final Approach (CDFA).
V. Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on “ALAR India
Training Tool Kit and CAR Section 8, Series C, Part I) OC 1 of 2003 is enclosed as Appendix to this
circular
VI. PANS OPS procedures for speed control in terminal areas must be followed.
VII. Flight Manual limitations and Company SOPs must be strictly adhered to.
VIII. Go around procedure in case of wind shear, stall and recovery must be reviewed as per Operations
Circular 1 of 2013.
IX. Full flap landing and adequate usage of Reverse power and consideration of extra en-route/ terminal
fuel computation shall be adhered to. (Type specific manufacturer’s guidance accepted)
X. All pertinent MEL requirements must be adhered to.

The following topics are reiterated so as to avoid the possibility of overlooking required safety and commercial
considerations.

2. CALCULATIONS OF OTOW AND TAKEOFF SPEEDS ON WET RUNWAY

a) Determine Performance Limited Weight from Takeoff Analysis charts for the given wind conditions.
b) Apply QNH correction to get OTOW. (OTOW will be limited by the MTOW)
c) Using the CATOW, enter the speed table with reference wind to get the speeds and apply the WET correction
to V1.

3. PRE – FLIGHT
a) Thoroughly analyze TAFs, METARs, SPECI, SIGMET, Route Forecast, Satellite picture and Doppler Radar
for accurate assessment of weather enroute and at departure, destination and alternate airports.
i. Destination Aerodrome:
• The weather at destination determines the number of alternates to be used in planning phase.
• Forecast (TAF) is to be considered for deciding number of alternates.
• If the forecast weather at destination is below minima, two alternates are required
otherwise only one alternate is required.
• Two alternates are required when dispatching without forecast for destination.
ii. Takeoff Alternate:
Forecast (TAF) is to be considered to decide the Weather. The weather should be within
applicable Company published AOM but should not be less than CAT I Minima (for CAT II/III airfields).
iii. Destination & Enroute Alternate:
Forecast (TAF) is to be considered for deciding Destination and Enroute Alternate.

The weather window and weather minima to be used at dispatch for planning are given below:
WEATHER WINDOW
WEATHER MINIMA
From To
DESTINATION ETA ETA + 1 hr PUBLISHED AOM
TAKE-OFF ALTERNATE ETA ETA + 30 mins PUBLISHED AOM
PLANNING MINIMA
DESTINATION ALTERNATE ETA ETA
Refer Table 7-8 of OMA
PLANNING MINIMA
ENROUTE ALTERNATE EA LA
Refer Table 7-8 of OMA

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b) Fuel Uplift Refer to Ops Manual for destination weather (TAF), selection of destination alternate, two
alternates (if required) etc and then decide the ramp fuel.
• Extra fuel may be uplifted after making a judicious assessment of weather conditions and extra fuel
consumption associated with use of Anti-ice as given under.
i. Ice Protection System “ON” - 10 Kgs/ hr
PIC’s authority is final on the minimum fuel requirements for the sector.

c) Additional MEL Requirements

The following equipment shall be serviceable during adverse weather/monsoon conditions operations in
Indian Airspace.:
(1) (i) Transponder and TCAS, both must be serviceable.
(ii) GPWS/EGPWS must be serviceable.
(iii) All deceleration devices including reversers must be serviceable.
(iv) Anti-skid system must be serviceable.
(v) Wind shield wipers on both sides must be serviceable.
(vi) Anti – icing and de-icing must be serviceable.
(vii) Weather RADAR system must be serviceable.
(viii) Groove on tyres must be visible out of base stations*.
(2) The following items even though un-serviceable, could be accepted “to return direct to base
station* for maintenance” (i.e. one landing only) subject to acceptable weather conditions at
departure and destination station”.
*As advised by Engineering the Base station is: New Delhi, Mumbai, Chennai, Hyderabad
(i) Transponder/TCAS
(ii) GPWS/EGPWS – subject to all other instrumentation (to co-relate position) being
serviceable and flight crew to have satisfactory terrain awareness.
(iii) Anti-Skid system inop – Subject to performance limitations (Take Off not permitted on WET
RWY).
(iv) Wind-shield Wipers – Subject to the PIC side (LHS) being serviceable.
(v) Anti-icing and De-icing – Subject to performance limitations.
Note: Clubbing of Any system degradation causing impact on Flight Controls/Thrust Reversal/Anti- skid
must be carefully weighed.
The above waivers to the MEL restrictions will in any case never be applied if the MEL/ other regulatory
requirements are not permitting the same for any other specific operations.
d) Cockpit windows should be clean.
e) Check Technical Log to confirm status of aircraft.
f) The captain will conduct a pre-flight briefing for the CCIC on likely weather conditions during the flight. For
this purpose, the meteorological forecast/actual weather will be used. If turbulent conditions are expected
during takeoff and climb, the captain should make cautionary PA to passengers before departure.
Additionally, if inflight conditions permit, the PIC should make a PA cautioning passengers about impending
turbulence and/or post a period of turbulence to keep passengers well informed at all times.
g) CCIC will be responsible for strict compliance with the ‘Fasten Seat Belt’ signs.
h) Weather Warning for Strong Gusty Winds
 Keep Parking Brakes ‘ON’ on ground after stopping the aircraft.

4. TAXING
Due to slippery surface on wet pavement, it is easy to lose nose wheel traction during turns at higher taxi
speeds. Avoid using large nose wheel steering inputs to correct for skidding. Differential braking may be more
effective than nose wheel steering on slippery and contaminated surfaces. It is recommended that taxi speed be
reduced to about 8 knots before starting turns on a wet/slippery runway or taxiway. Keep gust lock “ON” during
Taxi.

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5. TAKE-OFF
a) Weather / Windshear – If ATC informs that windshear might occur during line-up, delay the takeoff. If heavy
rain patches are expected across the take-off path near rotation point, it would be safer to use one’s
judgment to delay the take-off till passage of heavy rain.
b) Assisted Takeoff – Assisted takeoff is not permitted in actual monsoon conditions.
c) Power – Use full power when windshear condition is anticipated.
d) Wet Runway – Reduced Take off power is permitted on most Wet RWY. As runway condition may not be
reported accurately by the ATC, It is recommended that full thrust be used on runways with standing water
even when the depth is less than 3mm.
e) Request ATC for change of runway if weather is expected in the Takeoff path. Monitor progress of / difficulty
reported by the aircraft departing ahead.
f) Aquaplaning speeds for Take Off is 107kt GS.
g) Take Off on Wet Rwy with Anti Skid Inoperative is not permitted.

6. WEATHER RADAR - USE AND LIMITATIONS

A detailed description of the theory of weather (Thunderstorms, Hail, Windshear) and the theory and use of the
onboard weather radar is provided to all SpiceJet Pilots on the ‘TRAINING CD Number 1’ in the chapter entitled
‘WEATHER RADAR’. All SpiceJet Pilots are to read and be completely conversant with the contents of this
Chapter. In addition, the paragraphs below are provided as a ‘Ready Reckoner’ for the purpose of Revision and
to re- emphasize the salient points.

Weather radar can show precipitation in clouds and by relating the strength of the return signal received can
show thunderstorm activity, so identifying storm cells within the thunderstorm.

It is emphasized that Weather Radar is used for avoidance of thunderstorms and not for penetration of areas of
storm activity.

Weather Detection:
Weather radar detects droplets of precipitation size. The strength of the radar return signal (echo) depends on
drop size and number. The greater the water concentration, the stronger shall be the echo. Drop size determines
echo intensity to a much greater extent than number of drops. Hailstones usually are covered with a film of
water and therefore act as large water droplets giving the strongest of all echoes. Water concentration is
greatest within the updrafts and downdrafts of a thunderstorm cell which thus shows up as an area of higher
echo intensity. Airborne weather radar has the facility to efficiently highlight strong echo returns by means of a
contouring function thus separating out the storm cell location/areas of turbulence from more widespread
areas of general precipitation. Remember that while wet hail always gives a radar echo it may fall several miles
from the nearest visible cloud, and hazardous turbulence may extend to as much as 20 miles from the echo
edge.

Pilots should use the Antenna Tilt function to identify the strongest echoes. Interpret this in the context of the
aircraft altitude and phase of flight, whether in climb-out, cruise and descent or intended descent. Adjust the tilt
to assess whether the cell top is below or above the aircraft. This will obviously determine what evasive action
must be taken. Remember that the cloud tops will normally exceed the height which gives a return echo. Where
echoes are returned for clouds and cells at high altitude, the potential for turbulence and hail should be
considered as greater than an echo of similar intensity at lower altitude. This is because of the generally lower
liquid water content at higher altitudes and an increasing conversion of water vapor into ice crystals. Strong high
altitude echoes must therefore be avoided because of the potential severity of such cells. The high rate of
vertical growth of thunderstorms and the danger of flying over or near to the tops of both the main storm and
the small convective cells close to it must be remembered when using weather radar for storm avoidance.

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Limitations of Weather Radar:

Radar signals are subject to attenuation when passing through precipitation. Consequently, heavy intervening
precipitation can create a shadow area on the screen beyond it in which other storm cell activity beyond will not
show up. The echo pattern needs to be examined more carefully and critically for possible shadow areas.
Flight around, or more particularly, between storm centres needs to be critically assessed in this context.

The performance of weather radar may vary from aircraft to aircraft. Since the gain control is set in the
workshop, variations occur. Also, moisture ingress to the Radome structure can increase the attenuation losses.
For such reasons and because the echo patterns and their intensity need to be carefully interpreted, weather
radar must be used conservatively. It is strongly reemphasized that weather radar is a storm avoidance aid and
must not be used for storm penetration.

Weather radar echoes do not differentiate between heavy rain precipitation and hail and although echoes which
have "scalloped' edges or "hooked" fingers are reported to be indicative of hail this does require skilled
interpretation and reinforces the need to adopt a conservative approach with avoidance distances.

7. Aircraft Operating Procedures:

1. The essential policy is to avoid penetration of active thunderstorms and not to attempt flight through any
area which is more than 3/4 covered by active thunderstorms under any circumstances.
2. Such a stricture requires both contingency planning at the preflight stage and timely anticipation of
circumnavigation and detour decision when airborne.
3. Severe thunderstorms require avoidance even at the cost of delay or cancellation at the preflight
stage or diversion or intermediate landing while enroute.
4. Avoid take-off / landing in the face of an approaching thunderstorm, windshear.
5. The design load factor with flaps extended is less than with the flaps retracted, 0 to +2G compared with - 1
to +2.5G.
6. Avoid flight under a thunderstorm, even if you can see through to the other side. Turbulence and
windshear under the storm could be disastrous.
7. Never fly into a cloud mass containing scattered embedded thunderstorm cells without a properly
functioning airborne radar.
8. Scattered thunderstorms not embedded usually can be visually circumnavigated.
9. Avoid radar echoes by 20 Nm:
If the echo is growing rapidly in size and height or showing, "hooks" "fingers" or "scalloped" edges, the
avoidance distance is atleast 20 nm.
10. Be exceptionally careful at night where storm delineation can only be achieved with the help of
frequent lightning discharges.
11. Never trust the visual appearance as a reliable indicator of turbulence inside thunderstorms.
12. Lightning is an indication of well developed cell activity in a storm, while wind and frequent lightning
indicates the probability of a severe storm.
13. Scan ahead regularly using the range facility particularly at night or when flying in cloud having regard to the
enroute forecast.
14. Assess the intensity by means of the pattern sharpness and size and storm severity by number and
proximity of such cells.
15. Critically examine the pattern for possible shadow areas.
16. Scan for cell activity at other levels by use of antenna tilt. Assess the echo tops and whether they are below
the aircraft height.
17. Try to determine if the echo is growing with time or whether the cell may be decaying.
18. Just remember the magnitude of these distances is determined by the need to avoid turbulence which may
exist outside the confines of severe storms/high intensity contouring echoes.
19. If thunderstorms are to be overflown then the vertical separation should be at least 2,000 ft. This is
particularly important if the forecast upper wind is high.
20. Avoid flying under a CB anvil or overhang. Tilt the radar antenna up towards the overhang to check
the possibility of hail.

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21. If flight through a Thunderstorm is absolutely unavoidable, then the following procedure must be followed:
a. Instruct SCA to secure passenger cabin, and brief the passengers;
b. Secure all loose equipment;
c. Fasten full safety harness;
d. Plan altitude to avoid worst icing (ie. whenever practical avoid temp. ranges 0°C to minus 15°C);
e. Plan and hold course for optimum penetration. Continue to monitor the weather radar;
f. Select engine intake bypass doors OPEN and PROP Anti-Ice ON ;
g. Reduced Airspeed to Rough Air Speed (IAS 210 kt). (The turbulence penetration airspeed provides the
appropriate trade off between structural strength and aircraft control considerations.)
h. Do not turn back once storm has been entered;
i. The autopilot must be disengaged in case of severe turbulence and/or severe icing.
j. Maintain Control and fly by primary reference to attitude. Avoid large control inputs.
k. Set cockpit lightning to maximum intensity and switch on the storm light during night.
l. Keep eyes on instruments to minimise risk of temporary blinding by lightning.
m. The PF shall direct his attention exclusively to the flight instruments whether on autopilot or flying
manually. The PM will monitor the flight instruments and carry out all other necessary non-flying
functions - systems operation and communications.
22. In severe turbulence conditions, there will be large fluctuations of flight instrument indications which
may be very difficult to read because of the turbulence which itself, additionally, will be physically stressful.
Heavy rain, hail, lightning and static discharges will be distracting because of the high noise level and light
flashes particularly at night.
23. The turbulence penetration speed provides a target pitch attitude or reference about which the aircraft
should be controlled. Concentrate on maintaining this pitch attitude appropriate to the climb, cruise or
descent phase of flight.
24. Avoid over-control; control inputs should be smooth, sufficient to restore pitch and roll excursions but not
excessive. Maintain attitude while accepting variations of speed and height which may occur.
25. Do not correct for height gain or loss due to up or down draughts until the severity of the turbulence has
moderated and only slowly adjust back to the cruise level.
26. Avoid pitch trim changes and maintain the in-trim setting for the penetration airspeed.
27. Maintain the power setting except where speed variation becomes excessive and it is necessary to
restore margins above the stall warning/stick shake or below high speed buffet.
28. Where a mean airspeed variation of 20 kts or so is sustained, adjust the target attitude first of all and then
make small power adjustments to hold or slowly adjust the aircraft height.
29. Apart from making roll control more difficult, turn maneuvers increase structural loading in conditions where
the aircraft structure may already be subject to excessive gust loads. Do not turn back once within the
thunderstorm and maintain heading, as the original chosen course and heading is likely to get the aircraft
through the storm in the shortest time.

8. TURBULENT AIR PENETRATION

Turbulence is air movement that causes unintentional movements of the aircraft. It may occur when the sky
appears to be clear and can happen unexpectedly. It can be created by any number of different
phenomenons like wind shear, updrafts and downdrafts associated with clouds. The severity of turbulence can
differ greatly between Flight deck, Forward and Aft cabin. In the interest of safety of the occupants of the
aircraft, Cabin attendants should not wait for the Captain to turn on the ‘FASTEN SEALT BELT’ sign. If conditions
dictate, they should make cautionary P.A’s and brief Captain on the turbulent conditions encountered.

9. FLYING IN SEVERE TURBULENCE IS TO BE AVOIDED.

In case turbulence is encountered, follow the turbulent air penetration procedure as given below (OM Part A, B
& C Part-A, Ch-17)

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Light Turbulence Moderate Turbulence Severe Turbulence

Conditions • Occupants may feel a • Occupants feel definite • Occupants are forced
sight strain against seat strain against seat belts violently against seat
belts. • Unsecured objects are belts.
• Unsecured object may dislodged • Unsecured objects are
be displaced slightly • Food service may be tossed about
• Food service may be difficult • Food service is
conducted • Difficulty in walking impossible
• Little or no difficulty • Walking is impossible
encountered in walking
Actions Captain: Captain: Captain:
• FASTEN SEAT BELT sign • FASTEN SEAT BELT sign • FASTEN SEAT BELT sign
ON at Captain’s must be ON. must be ON.
discretion. • Confers with SCA to • Make PA instructing
determine if service is passengers and C/ A’s
to be interrupted and to be seated followed
C/ A’s to be seated. by interphone call to C/
• Make PA instructing A’s. (If such turbulence
passengers and C/ A’s is imminent, the
to be seated followed Captain may advise
by interphone call to C/ Cabin Crew directly via
A’s. (If such turbulence the following PA
is imminent, the announcement: “Cabin
Captain may advise Crew Take Your Seats”.)
Cabin Crew directly via
the following PA
• Announcement: “Cabin
Crew Take Your Seats”.)
Cabin Attendants: Cabin Attendants: Cabin Attendants:
• Verify passenger • Sit down and secure • Sit down immediately
• Seat belts fastened seat belts. and secure nearest seat
when FASTEN SEAT • Advise passengers to be belt.
BELT sign on. seated and fasten seat • Advise passengers to be
• Verify that the belts. seated and fasten seat
bassinets are belts.
unoccupied.
• Secure unattended
carts, loose service and
galley items
• Verify lavatories
unoccupied.

10. ARRIVAL
Passing rain showers at airports are a common occurrence during the monsoon season. There may be occasions
when Met conditions may deteriorate below the available aerodrome operating minimum during the passage of
rain showers at the destination airport. Under such conditions, it would be better to plan the descent and
holding with an aim to operate the engine at idle power for maximum possible duration before hitting minimum
diversion fuel, by descending at Holding Speed and gradually stepping down the holding levels in
synchronization with the improvements of weather at destination airport.

PANS OPS procedures for speed control in terminal areas must be followed. Under any situation, diversion at
destination must be initiated latest at MDF.

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11. INSTRUMENT APPROACH PROCEDURE-

Precision approach, if available, is to be preferred.
a) Incase precision approach is not available; Constant Angle Non Precision Approach (CANPA) is to be
preferred.
b) Approach Briefing :- In addition to instrument let down procedures etc. regularly review go-around
stall/upset and recovery procedures
c) Be prepared for using alternate runway or instrument approach aid (have approach charts readily available)
d) Assisted Landing is not permitted under monsoon conditions
e) Holding: If unable to follow prescribed hold due to weather, hold well clear of weather with ATC permission.
It may be frequently required at Kolkata, when wx is overhead the field. Choose to hold at higher levels

12. STABILISED APPROACH PROCEDURE OM Part A, B & C (Part-A, Ch.-25)

(a) POLICY
A stabilized approach is characterized by a constant-angle, constant-rate of descent approach profile ending
near the touchdown point, where the landing maneuver begins. A stabilized approach is the safest profile in all
but special cases, in which another profile may be required by unusual conditions.
As a Policy, SpiceJet adheres to the ‘Approach and Missed Approach’ operating practices as per Standard
Operating Procedures (SOP) for DASH 8 Q400 Manual. In addition to the above, the following salient points
need to be kept in mind when executing any approach. These points are in line with DGCA Advisory Circular 09
of 2009.

(b) COMPLIANCE
Flight should be stabilized by 1000’ AFE in IMC, and by 500’ AFE in VMC.
The criteria of what constitutes a Stabilized Approach are given in the next paragraph.
An approach that becomes unstabilized below 1000’ HAT in IMC, and below 500’ HAT in VMC requires
an immediate go-around.

(c) STABILIZED APPROACH CRITERIA

All appropriate briefings and checklists should be accomplished before 1000’ height above threshold (HAT)
in instrument meteorological conditions (IMC), and before 500’ HAT in visual meteorological conditions
(VMC). An approach is considered stabilised when all of the following criteria are met:
i. The airplane is on the correct flight path
ii. Only small changes in Heading, Pitch and power setting are required to maintain that path.
iii. The airplane speed is not more than Vref + 20 knots IAS and not lower than Vref
iv. The airplane is in the correct landing configuration.
v. The sink rate is no more than 1000 feet/ minute. If an approach requires a higher sink rate, a special
briefing is required.
vi. The power setting is appropriate to the configuration
vii. All briefings and checklists have been performed.
Specific types of approaches are considered as stabilised if they also fulfill the following:
i. ILS Cat-1 approaches are flown within 1 dot of G/ S and localizer.
ii. Visual Approach: the Wings must be level on final approach when the airplane reaches 500 feet HAT.
These conditions should be maintained throughout the rest of the approach for it to be considered a
stabilized approach. If the above criteria cannot be established and maintained, initiate a go-around.
At 100 feet HAT for all visual approaches, the airplane should be positioned so that the flight deck is
within, and tracking to remain within, the lateral confines of the runway edges extended.
As the airplane crosses the runway threshold it should be:
i. Stabilized on target airspeed to within +10 knots until arresting descent rate at flare
ii. On a stabilized flight path using normal maneuvering
iii. Positioned to make a normal landing in the touchdown zone (the first 3000 feet or first third of the
runway, whichever is less).

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(b) MANDATORY MISSED APPROACH /GO-AROUND

Adhere to the instructions given in the paragraph on ‘Missed Approach’ in Standard Operating
Procedures (SOP) for DASH 8 Q400 Manual.
IN ADDITION:
i. If the above criteria for a Stabilized Approach cannot be established and maintained, initiate a go-
around.
ii. The “Go-Around” call can be given by either PF or PM.
iii. Once “Go-Around” is called, it is mandatory to execute the “Go-Around”.

13. LANDING
AQUAPLANING - The aquaplaning speeds for Landing is 92 kts. Above aquaplaning speeds, layer of standing
water may prevent physical contact between the Landing Gear Tyres and the runway surface. Stabilized
approach at correct speed, firm touchdown, and prompt application of power levers to DISC minimize the risk of
Aquaplaning.

CALCULATION OF NORMAL CONFIGURATION LANDING DISTANCES

a) Extract Normal Configuration landing distances from landing section of Take Off Analysis Chart manual.
b) A 15% safety margin is added to normal configuration landing distances for WET Rwy.(15% margin already
added in the WET RWY Condition column in TAC book)

CALCULATION OF NON- NORMAL CONFIGURATION LANDING DISTANCES

a) Extract Normal Landing distance from landing section of Take Off Analysis Chart manual
b) Apply the appropriate landing distance increment factor to Normal landing distance to get Non Normal
Landing distance.
c) A 15% safety margin is added to non normal configuration landing distances for WET Rwy. .(15% margin
already added in the WET RWY Condition column in TAC book)

CROSSWIND LANDING TECHNIQUE

Crosswind landing is based on the steady state wing down/zero crab technique, i.e.:
Approach and touch down with upwind wing lowered, using rudder to align aeroplane with runway.
Following touch down hold nosewheel on runway with elevators and use lateral control to inhibit any
upwind wing lifting.

LANDING ROLL –
Immediately lower nose wheel.

The above is for information & compliance.

Capt. S. P. S. Suri
Sr. VP and Head of Flight Operations

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INTENTIONALLY
LEFT
BLANK

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Appendix-A

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Nature: Informatory Valid Until: Next revision

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• Horizontal and Vertical situational awareness

• Respect EGPWS warnings
• Decision to Go Around
• CFIT risk assessment
• Crew Coordination
• Approach and Landing techniques

2.1 Stabilized App roach

The most common cause of approach and landing accidents has been
unstabilized approach. Maintaining a stable speed, descent rate and vertical/ lateral
flight path in landing configuration is commonly referred to as the stabilized approach
concept. Any deviation from the planned flight path should be announced. All
approaches must be stabilized by 1000 feet above airport elevation in IMC and by 500
feet in VMC.

An approach is considered stabilized when all of the following criteria are

met:

• Aircraft is in landing configuration

• On the correct flight path
• The indicated air speed is not more than Vref+20 Knots and not
less than Vref
• Sink rate is not more than 1000 feet per minute. A special briefing is
required if the rate of descent required is more than 1000 feet per minute.
• Power setting is appropriate for the aircraft configuration
• All briefings and checklists are complete

It has been determined that crew did not go around in 87% cases when the
situation clearly called for a go around. The execution of a missed approach is no
indication of poor performance. The DGCAI ATC/ Operator requires no explanation for
carrying out a missed approach due to not being stabilized on approach.

2.2 Adherence to SOP

Non-adherence to SOP was a casual factor in 76% of the cases. SOPs are
made on the basis of years of operational experience. SOP must be reviewed at
periodic intervals. Aircrew must assume ownership of their company SOP and bring
suggestions for change to the notice of the authorities.

Contd...3/-

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2.3 Approach Briefing

A detailed approach briefing will ensure proper CRM, situational awareness,

assessment of risk factors and coordinated crew actions. The following points may be
included in the Approach Briefing:

• MSA
• Terrain and manmade obstacles
• Weather and runway conditions
• Other approach hazards
• Minimums
• Stabilization height
• Final approach descent gradient and vertical speed
• Go around altitude and missed approach procedure
• Use of automation and crew coordination

2.4 Horizontal and Vertical Situational Awareness

It has been determined that accidents are five times more likely while conducting a
Non-precision Approach as against a Precision Approach. The ALAR study found that
most of the accidents were due to lack of vertical situation awareness.

Most Non-Precision approaches provide vertical guidance in the form of Altitude

versus distance checks. The concept of stabilized approach requires the aircraft to follow a
steady vertical profile.

The crew training must emphasize this aspect of vertical situational awareness and
maintenance of a steady vertical profile on approach to the touchdown point.

2.6 EGPWS Warnings

Operationa l Circular 5/2002 on EGPWS Operations and Training deals with

response to EGPWS warnings. With the enhancements in EGPWS, it is extremely reliable
and the likelihood of false warnings are remote. It is again emphasized that EGPWS
warnings must be respected and never ignored.

3. Conclusion

3.1 All Operators are required to ensure that ALAR Training/Safety recommendations
and Procedures are incorporated in the SOP/Training Manual. ALAR concepts must be
included in Initial and Recurrent training and while conducting Proficiency Checks on
aircraft and simulator.

Contd...4/-

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3.2 Extracts from ALAR Briefing Notes may be issued at periodic intervals to
aircrew to reinforce the ALAR concepts.

3.3 Amendments made to Training Manual be forwarded to DGCA for review

and acceptance.

Sd/-
(Capt Dilip Kharkar)
Chief Flight Operations Inspector
For Director General of Civil Aviation
To

Chief of Operations/Training,
All Scheduled & Non-scheduled Operators

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 10/2017 15 June 2017
Nature: Mandatory Valid Until: Next Revision

Issue: 01
SUB: Visual Circuit - Criteria for Conduct

1) The preferred approach for all SpiceJet operations is instrument approach (ILS, LOC ONLY, VOR DME, VOR,
NDB)
2) On those rare occasions where instrument approach is not available at an aerodrome and at VFR airfields
only a visual circuit shall be conducted.
3) The following parameters are sacrosanct for a visual circuit.
a) Visibility: minimum 5000m (6000m for Jammu)
b) Cloud ceiling: 1000’
c) Circuit height: minimum 1500’ AGL
d) Minimum straight in approach : 2.5 nm
e) Minimum height on top of finals: 600’ AGL
f) Max ROD on approach : 1000 fpm
4) It is mandatory to execute a missed approach if:
a) Stabilized approach criteria is not met by 500’ AGL on approach
b) Adequate visual reference to continue with the approach is lost at any stage.
5) Visual circuit procedure is given in SpiceJet operations Manual Part A, para A28.1.9.
Given below is the extract from OMA and also DHC-8-402 AOM Normal Procedures on Visual approach
and Landing.
6) The pilot may request and execute a Visual Circuit if:
a) No instrument approach procedure for a runway exists; and/or
b) VFR conditions exist at the airfield with visibility more than 5 kms and the controller
advises/recommends a Visual Circuit for smooth traffic management. The PIC may still elect to do a
Precision/Non-Precision Approach.
7) Though MDA is not applicable on a visual circuit however, it may be set at 500’ AGL to ensure compliance of
stabilized criteria on finals.
8) An aircraft shall not descend below Circuit Height unless both Pilots have Visual Reference to land.
9) The Missed Approach Procedure shall be the prescribed Instrument Missed Approach Procedure for that
runway. If no such procedure exists, then, climb on runway heading to Circuit Height and turn downwind in
coordination with ATC.
10) Approach Procedure Call outs:
PF PM
“APPROACH CHECKLIST”
Completes “APPROACH CHECKLIST” (Read
and Do)
“APPROACH CHECKLIST COMPLETE”
11) Work Distribution during Visual Circuit:
a) The PF primarily looks out in order to execute a standard Visual Circuit as prescribed.

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Issue: 01

a) The PM:
i. Cross-checks flight and navigation instruments.
ii. He gives regular time and altitude calls and deviations of flight instrument indications if
outside the normal tolerance range.
iii. His primary responsibility is to maintain an internal flight instrument scan while his secondary
function is an exterior look out to back-up the PF.
iv. Completion of the landing checks and standard calls on approach are mandatory duties.

12. This OC cancels OC 12/2015 Issue-01.

Capt. HKJS Sokhey

Chief Pilot –Line (DHC-8-402)

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 SEJ-OPS-04-OC-Q
DHC-8-402 OPERATIONS CIRCULAR OC 18/2017 17 Nov 2017
Nature: Mandatory Valid Until : SOM Revision
Issue-01
Sub: ‘LVP is mandatory when RVR/Vis below 550/800’ and ‘CL lights mandatory for LVTO’
st
In compliance with ‘Revision 10 of CAR Section 8 Series C Part 1’ dated on 1 April 2017, the following are the significant
changes for operations when RVR/Vis is below 550m/800m.

Condition: For ‘Take off from an aerodrome when reported RVR/Visibility is below ‘Landing Minima’.

(a) Normally, ‘Take off Minima’ shall be greater than or equal to ‘Landing Minima’.
(b) ‘Take off’ may be executed when reported RVR/Visibility is below ‘Landing Minima. In this case there may be two
scenarios.

Scenario 1: RVR/Visibility is below ‘Landing Minima’ but is more than RVR 550m/Vis 800m.

Scenario 2: RVR/Vis is less than RVR 550m/Vis 800m.

(c) In case of Scenario 1, the following criteria must be met for takeoff:
i. There must be a suitable ‘Take off Alternate Aerodrome’.

(d) In case of Scenario 2, the following criteria must be met for take off
i. LVP must be in force.
ii. There must be a suitable ‘Take off Alternate Aerodrome’.
iii. Depending on RVR values (<400>200), (<200>150) & (<150>125) additional facilities in terms of RL, CLL and
Relevant RVR are required. See flow chart below.
iv. For RVR below 400m, crew should be trained, approved and current on LVTO.

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Issue-01
(e) Requirements for ‘takeoff alternate’:
i. ‘Takeoff alternate’ aerodrome should be located within one hour flight time at ‘one-engine inoperative
cruising speed’, calculated in ISA and still-air conditions using the actual take off mass.
ii. Suitable designated ‘takeoff alternate’ airport should be available from departure time to 30min after the ETA
at ‘takeoff alternate’.
iii. The ‘takeoff alternate’ should be specified in the CFP.
iv. The ‘takeoff alternate’ aerodrome should have weather conditions and facilities suitable for landing the
aeroplane in normal and non-normal configurations pertinent to the operation. In addition, in the non-normal
configuration the aeroplane should be capable of climbing to, and maintaining altitudes which provide
suitable obstacle clearance and navigation signals enroute to a ‘takeoff alternate’ aerodrome. For an
aerodrome to be selected as a ‘takeoff alternate’ the available information shall indicate that, at the estimate
time of use (ETA+30min) the conditions will be at or above the operator’s established aerodrome operating
minima and in any case not lower than CAT I minima.

Capt Gurcharan Arora

AVP-Flight Operations

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