Annex 6, the operator and operational control
Annex 6 provides the operational framework for safe commercial air transport. DGCA turns that framework into Indian requirements and approves the operator, its organisation, manuals, aircraft and special operations.
Applicability and responsibility
Annex 6 Part I addresses international commercial air transport by aeroplanes, Part II international general aviation and Part III international helicopter operations. The operator must create safe procedures, provide trained people and suitable equipment, control every flight under its authority and maintain continuing compliance.
Air Operator Certificate or Permit
An AOC or permit authorises specified commercial air transport operations. Issue depends on the operator demonstrating adequate organisation, training policy and programmes, flight operations, ground handling and maintenance arrangements. Validity depends on maintaining the original certification standards under continuing DGCA surveillance. The State of the Operator is the State where the principal place of business is located, or the permanent residence if there is no principal place of business.
Operational control and quality
The operator establishes an approved method of operational control and exercises that control over every flight conducted under the AOC. A quality system, led by a designated quality manager, monitors compliance and procedure adequacy. Its feedback reaches the accountable manager so corrective action is taken. Air traffic services are used whenever available.
Operations Manual
The Operations Manual converts approvals and regulations into instructions for staff. It covers organisation and responsibilities, operational control, flight preparation, normal and emergency procedures, routes and aerodromes, performance, mass and balance, fuel, equipment, dangerous goods, security, training, FDTL, low-visibility operations and MEL procedures. It must be current, accepted or approved as required, accessible to personnel and followed by them.
Documents, manuals and retained information
A flight carries evidence that the aircraft, operator, crew, load and radio operation are lawful and controlled. Relevant information must also remain on the ground until it is safely duplicated at the destination.
| Group | Documents or information |
|---|---|
| Aircraft and operator authority | Certificate of Registration, Certificate of Airworthiness, Airworthiness Review Certificate, noise certificate, AOC or permit, maintenance release or certificate of release to service. |
| Crew and radio | Appropriate flight-crew licences and the Aeromobile Radio Operation Licence. |
| Operational manuals | Journey log book or DGCA-approved equivalent, Operations Manual, Minimum Equipment List, Flight Manual, Cabin Crew Manual, cockpit checklists, search-procedure checklist and least-risk bomb-location information. |
| Layouts and safety | LOPA, emergency and safety-equipment layout, route guides, current navigation charts for the route and possible diversions. |
| Load and people | Weight schedule, load and trim sheet, passenger list with names and embarkation and destination points, cargo manifest and detailed declarations. |
| Special carriage | Dangerous-goods list brought specifically to the pilot-in-command's notice, insurance policy and a passenger safety-information card at every passenger seat. |
Physical copies are carried unless DGCA approves the item as part of an electronic flight bag. DGCA certificates and permits are carried in original form or as copies attested by DGCA.
Information retained on the ground
For at least the duration of each flight or series of flights, information relevant to the flight and operation is preserved on the ground. It remains there until duplicated at the place where it will be stored under the applicable retention rule. If ground retention is impracticable, the same information is carried in a fireproof container in the aeroplane.
Inspection power
A person authorised by DGCA must be permitted to board and fly in an aircraft operated under the AOC and to enter and remain on the flight deck for official inspection. The commander may refuse flight-deck access if, in the commander's judgement, safety would be endangered.
People, baggage and cabin security
Operational procedures protect the aircraft not only through performance calculations but also by controlling access, seating, stowage and the cabin before every critical phase.
Admission to the flight deck
A person other than assigned flight crew is admitted only when that person is an operating crew member, an authorised authority representative performing official duties, or is permitted under the Operations Manual. The commander makes the final admission decision. The operator also takes reasonable measures against unauthorised persons or hidden cargo.
Persons requiring special handling
Reduced mobility or disability alone is not a reason to refuse carriage when the passenger or representative advises the airline of the required assistance at booking or check-in. Procedures for inadmissible passengers, deportees or persons in custody must protect the aircraft and occupants, and the commander must be notified before carriage.
Stowage, seating and cabin
- Cabin baggage must be limited to what can be safely stowed.
- Baggage and cargo that could injure, damage or obstruct an aisle or exit must be restrained in approved stowage.
- Passenger seating must support, not hinder, an emergency evacuation.
- Before taxi, take-off and landing, exits and escape paths must be unobstructed.
- Equipment and baggage must be secured before take-off and landing and whenever safety requires.
Smoking and electronic devices
Smoking is prohibited whenever the commander considers it necessary, on the ground unless an approved procedure permits it, outside designated smoking areas, in aisles and toilets, near cargo not protected against fire, and wherever oxygen is being supplied. Portable electronic devices must not be used when they can adversely affect aircraft systems or equipment.
Flight preparation and operating minima
A flight starts only after the commander and operator establish that the aircraft, route, aerodromes, weather, fuel, load and procedures support a safe completion or diversion.
Pre-flight decision
| Check | Required conclusion |
|---|---|
| Aircraft status | Airworthy, released to service, properly equipped, within MEL and CDL limits and with sufficient maintenance validity. |
| Mass and performance | Mass and centre of gravity remain within limits; runway, obstacle and climb performance are adequate. |
| Route and airspace | Current charts, NOTAM, ATS procedures, navigation capability and required approvals support the route. |
| Aerodromes | Departure, destination and required alternates are suitable and available at the relevant times. |
| Weather | Reports and forecasts satisfy departure, en-route, approach and alternate criteria. |
| Fuel and oil | Usable fuel includes every required component and allows re-planning or diversion. |
Operational flight plan
The operational flight plan records the intended route, levels, timings, fuel calculation, mass, alternates and operational decisions. It is prepared for each controlled operation, approved and accepted under the operator's system, and signed or otherwise authenticated by the pilot-in-command. Progress is monitored against it, and material changes are recorded.
Take-off and alternate planning
Before take-off, the commander confirms that aerodrome weather and runway condition permit a safe departure and that reported RVR or visibility in the take-off direction is at least the applicable minimum. A take-off alternate is nominated when return to the departure aerodrome would not be practicable because of weather, performance or another operational reason. Destination alternates are selected under DGCA-approved planning criteria. Two may be required where destination weather is below planning minima or dependable meteorological information is unavailable.
Aerodrome operating minima and approach ban
Normal AOM uses current facilities, procedures and OCA information promulgated through Indian aeronautical information. Restricted AOM adds 100 ft to DA/H or MDA/H and 400 m to normal visibility or RVR. An instrument approach must not commence if reported RVR or visibility is below the applicable minimum. If it deteriorates after commencement, continuation is not permitted below 1,000 ft above aerodrome elevation or into the final approach segment. Once inside the final segment or below 1,000 ft, the approach may continue to DA/H or MDA/H, but landing requires the prescribed visual reference.
Touchdown-zone RVR is controlling. When reported and relevant, midpoint and stop-end RVR are also controlling. Bali states minimum relevant values of 125 m at midpoint, or the touchdown requirement if lower, and 50 m at the stop end. With approved stop-end rollout guidance or control, the midpoint minimum may be 50 m.
MMEL, MEL, CDL and required equipment
Dispatch with an inoperative item is an approved exception, not a casual judgement. The controlling document states the conditions, time limit, procedures and placarding needed to retain an acceptable level of safety.
| Document | Function | Control rule |
|---|---|---|
| MMEL | Master list developed for an aircraft type, identifying items that may be inoperative under stated conditions. | Provides the ceiling from which an operator develops its own MEL. |
| MEL | Operator-specific list for a particular fleet and operation, approved by DGCA. | Cannot be less restrictive than the MMEL. Rectification intervals, operational procedures and maintenance procedures must be obeyed. |
| CDL | Identifies external parts that may be missing at dispatch. | Specified configuration, performance penalties and operating limitations apply. |
| Aircraft Flight Manual | Approved limitations, procedures and performance information. | Has controlling authority for the individual aircraft configuration. |
Operational equipment
Instrument fuses require spares equal to at least 10 per cent of each rating or three of each rating, whichever is greater. An aeroplane above 5,700 kg maximum certificated take-off mass requires a windshield wiper or equivalent at each pilot station. Pressurised passenger aeroplanes operating where hazardous weather is expected require operative airborne weather radar.
Warning and recording systems
Pressure-altitude data resolution is 25 ft or better. Required flight-deck crew use boom or throat microphones below transition level or altitude. Turbojet aeroplanes above 5,700 kg or authorised for more than nine passengers require forward-looking windshear warning and terrain-warning capability. Turbine aeroplanes above 5,700 kg or authorised for more than 19 passengers require ACAS II. Passenger aeroplanes above 45,500 kg or more than 60 seats require an approved reinforced flight-crew compartment door that can be locked and unlocked from either pilot station.
Minimum serviceability for low visibility
The Operations Manual identifies the systems that must be serviceable for low-visibility take-off and category II or III approach. Bali lists applicable windshield wipers for both pilots, heated cockpit windows, anti-skid and thrust reversers for all engines among the critical items.
EDTO, RVSM, PBN and low-visibility approvals
Some operations require approval beyond the basic AOC because the route, airspace or minima reduce the time or margin available after a failure.
EDTO and ETOPS
EDTO is an operation by an aeroplane with two or more turbine engines where diversion time to an en-route alternate exceeds the threshold time established by DGCA. ETOPS is still encountered as older terminology. Approval considers aircraft reliability, maintenance, dispatch control, en-route alternates, communications, weather, crew procedures and the critical fuel scenario. Diversion time is calculated in ISA and still air using the approved one-engine-inoperative cruise speed for two-engine aeroplanes and the approved all-engines cruise basis stated for aeroplanes with more than two engines.
RVSM
RVSM applies 1,000 ft vertical separation between FL 290 and FL 410 inclusive. The aeroplane needs equipment to indicate flight level, automatically maintain a selected level, alert the crew to a deviation not exceeding plus or minus 300 ft, and automatically report pressure altitude. DGCA authorisation and demonstrated vertical-navigation performance are required. Global approval does not remove region-specific operating procedures.
PBN
Where a PBN navigation specification is prescribed, the aircraft must have equipment capable of meeting that specification and the operator must be authorised by DGCA. Approval addresses aircraft capability, database control, operating procedures, crew training and contingency action. The former North Atlantic MNPS airspace is now the North Atlantic High Level Airspace and uses performance-based navigation concepts.
All-weather operations
LVP protects category II and III approaches and low-visibility take-offs. LVTO means a take-off where RVR is below 400 m. Category II or III operation requires an approved and suitably certificated aircraft, monitoring of approach or automatic-landing success and failure, at least two pilots, radio-altimeter determination of decision height and authority approval.
Scheduled operators may be authorised for LVTO minima down to 125 m when a 90 m visual segment is available at the start of the take-off run. Non-scheduled and general aviation operators must not take off below 500 m RVR. Below standard category I conditions of 550 m RVR or 800 m visibility, low-visibility procedures must be in force. The commander confirms facilities, LVP status, crew qualification and required equipment. Full thrust is used for LVTO, and supervised take-off or landing is not permitted during category II, category III or LVTO operations.
| Approval | Risk controlled | Core proof |
|---|---|---|
| EDTO | Long diversion after a significant failure. | Reliability, maintenance, alternates, critical fuel, communications and trained crews. |
| RVSM | Reduced vertical separation. | Accurate altitude keeping, alerting, reporting and approved procedures. |
| PBN | Navigation performance in specified airspace or procedures. | Approved equipment, database, crew and operating process. |
| LVO | Take-off or landing with limited visual cues. | Approved aircraft, aerodrome facilities, LVP, crew qualification and serviceable systems. |
Fuel planning and reserves
Minimum usable fuel is a structured calculation. Each component protects a different part of the operation, and discretionary fuel is added only after the regulatory minimum has been built.
Planning data
Use current aircraft-specific fuel-consumption data where available, otherwise manufacturer data. Account for planned mass, forecast weather, ATS procedures and restrictions, anticipated delays, deferred maintenance and configuration deviations.
| Fuel component | Purpose |
|---|---|
| Taxi | Expected consumption before take-off, including local conditions and auxiliary-power-unit use. |
| Trip | From take-off, or in-flight re-planning point, to landing at destination under expected conditions. |
| Contingency | Unforeseen factors. Five per cent of planned trip fuel or re-planned trip fuel, but never less than five minutes at holding speed 1,500 ft above destination in standard conditions. |
| Destination alternate | Missed approach, climb, cruise, descent, approach and landing at the required alternate. |
| Final reserve | Reciprocating aeroplane: 45 minutes. Turbine aeroplane: 30 minutes at holding speed 1,500 ft above aerodrome elevation in standard conditions. |
| Additional | Covers critical failure or loss of pressurisation, a 15-minute hold at 1,500 ft, approach and landing, and any EDTO critical-fuel scenario. |
| Discretionary | Extra fuel carried at the pilot-in-command's discretion. |
Destination-alternate cases
When two destination alternates are required, carry the greater alternate-fuel amount. Without a required destination alternate, carry 15 minutes at holding speed 1,500 ft above destination. For an isolated aerodrome, a reciprocating aeroplane carries 45 minutes plus 15 per cent of planned cruise time, or two hours, whichever is less. A turbine aeroplane carries two hours at normal cruise consumption above destination, with final reserve included in the calculation.
Oxygen, medical and emergency equipment
Oxygen rules use compartment pressure rather than indicated altitude alone. Emergency equipment then supports fire response, evacuation, survival and rescue.
| Compartment pressure | Approximate standard-atmosphere altitude | Supply rule |
|---|---|---|
| 700 hPa | 10,000 ft | If exposure between 700 and 620 hPa exceeds 30 minutes, supply all crew and 10 per cent of passengers. |
| 620 hPa | 13,000 ft | For any period below 620 hPa, supply crew and passengers. |
| 376 hPa | 25,000 ft | A pressurised aircraft needs a positive warning of dangerous pressurisation loss. If it cannot descend safely to 620 hPa within four minutes, provide at least 10 minutes of passenger oxygen. |
Protective breathing equipment
For a pressurised aeroplane, or an unpressurised aeroplane above 5,700 kg or more than 19 seats, each flight-deck crew member has eye, nose and mouth protection with oxygen for at least 15 minutes. Portable PBE protects required cabin crew for at least 15 minutes. If more than one flight crew member is on duty and no cabin crew member is carried, portable PBE is available for one flight crew member.
Medical kits
First-aid kits are carried at one for up to 100 passengers, two for 101 to 199, three for 200 to 299 and four for 300 or more. Where cabin crew are required, a universal precaution kit is carried, with two for more than 250 passengers. For more than 100 passengers on a sector longer than two hours, a medical kit is carried for use by qualified medical personnel.
Evacuation and survival
Above 5,700 kg or more than nine seats, at least one crash axe or crowbar is on the flight deck. Above 200 seats, another is near the rearmost galley. Break-in points are marked red or yellow, outlined white if contrast requires. Emergency-evacuation duties and equipment use are trained annually. More than 60 seats requires one megaphone for 61 to 99 seats and two for 100 or more. More than nine passenger seats requires independent emergency lighting.
Every aeroplane carries an automatic ELT. More than 19 passengers requires at least two ELTs, one automatic. Extended over-water flight requires sufficient life rafts, survivor lights, survival equipment and at least two survival ELTs. Operators keep rescue coordination centres informed about survival equipment carried.
Communications, navigation and recorders
The equipment fit must support the operational flight plan, ATS requirements, emergency communication and the approved navigation performance throughout the intended route.
Communication capability
Radio equipment must provide two-way aerodrome-control communication, reception of meteorological information at any time, and two-way communication throughout flight with at least one aeronautical station on prescribed frequencies. It must include aeronautical emergency frequency 121.5 MHz. Where an RCP type is prescribed, equipment and State authorisation must support that performance.
Navigation capability
Navigation equipment must permit flight according to the operational flight plan and ATS requirements. For VFR, navigation by visual reference to landmarks may meet the requirement where appropriate. A prescribed PBN specification requires matching equipment and DGCA authorisation.
Portable survival radio
Where AAI designates land areas in which search and rescue would be especially difficult, at least one portable VHF survival radio is carried. It is independent of aircraft electrical power and capable of operation away from the aircraft. Appropriate signalling and life-sustaining equipment is also carried.
Flight recorders
Crash-protected systems include FDR, CVR, airborne-image and data-link recorders. Lightweight systems include aircraft-data, cockpit-audio, airborne-image and data-link recording systems. Above 15,000 kg, when both CVR and FDR are required, two combination recorders are fitted with one near the cockpit and the other as far aft as practicable. FDR retention is at least 25 hours. CVR and data-link retention is at least two hours. Aeroplanes above 27,000 kg first issued an individual Certificate of Airworthiness on or after 1 January 2022 require CVR retention of at least 25 hours.
Other equipment
An audio selector panel is accessible to each required flight crew member for IFR operation. Hand fire extinguishers must not create dangerous cabin-air contamination and at least one is in the pilot compartment and each separate passenger compartment not readily accessible to the flight crew.
FDTL definitions and responsibilities
FDTL protects alertness by limiting flight, duty and flight-duty periods and requiring rest. The operator must plan within the scheme, and the crew member must not accept or perform an unsafe assignment.
| Term | Bali meaning |
|---|---|
| Duty period | From required reporting or commencement of duty until free from all duties. |
| Flight duty period | A continuous duty containing a flight or series of flights, from report for duty until engines are shut down after the last flight. |
| Flight time | Block time, from first movement for take-off until final rest at the end of flight. |
| Rest period | Continuous, uninterrupted and defined time free from all duties, standby and reserve. |
| Standby | A defined availability period for a possible assignment without an intervening rest period. |
| Positioning | Operator-directed transfer of a non-operating flight crew member, also called deadheading. |
| Acclimatised | Circadian clock synchronised to the local zone. Within a 3-hour zone difference the crew remains acclimatised; a larger difference uses the departure zone for the first 48 hours. |
| Local night | Eight hours between 2200 and 0800 local time. |
| Night duty | Any duty period encroaching on 0000 to 0600 in the acclimatised time zone. |
| WOCL | Window of circadian low from 0200 to 0600 in the acclimatised time zone. |
| ULR operation | A city-pair operation with a sector over 14 hours and FDP up to 22 hours, applying to both sectors. |
Operator responsibility
The operator establishes a DGCA-approved FDTL and rest scheme as part of the Operations Manual, prepares rosters in advance and publishes at least seven days. Weekly rest is shown. A home base or temporary home base is assigned, with Bali stating a minimum temporary-home-base duration of seven days and a recommended maximum of 28 days.
Crew responsibility
A crew member must not accept an assignment that exceeds the limit, must use available rest properly, and must not perform flight duties when known or suspected fatigue could adversely affect safety.
FDTL limits, augmentation and extensions
Bali reproduces the scheduled air transport limits as related pairs. More landings reduce the maximum two-pilot FDP, while augmented crews gain time only when approved rest facilities and replacement crew are available.
Two-pilot operation in 24 hours
| Maximum landings | Maximum flight time | Maximum FDP |
|---|---|---|
| 6 | 8 hours | 11 hours |
| 5 | 8 hours | 11 hours 30 minutes |
| 4 | 8 hours | 12 hours |
| 3 | 8 hours | 12 hours 30 minutes |
| 2 | 9 hours | 13 hours |
| 1 | 10 hours | 13 hours |
| 2, operation encroaching on night | 8 hours | 10 hours |
Augmented crew
| Crew | Maximum flight time | FDP with bunk | FDP with isolated rest seat | FDP with basic rest seat | Landings |
|---|---|---|---|---|---|
| Three crew | 12 hours | 16 hours | 15 hours | 14 hours | 2 |
| Four crew | 14 hours | 18 hours | 16 hours | Not applicable | 1 |
| Four crew, ULR above 14 hours | 17 hours | 21 hours | Not applicable | Not applicable | 1 |
Cumulative limits
| Period | Maximum flight time | Maximum duty period |
|---|---|---|
| 7 consecutive days | 35 hours | 60 hours |
| 14 consecutive days | 65 hours | 100 hours |
| 28 consecutive days | 100 hours | 190 hours |
| 90 consecutive days | 300 hours | 600 hours |
| 365 consecutive days | 1,000 hours | 1,800 hours |
Unforeseen operational circumstances
Flight time may be extended by at most one hour and FDP by at most two hours. Only one extra landing may be made following a diversion. Across 28 days, such extensions are limited to four flight-time hours and eight FDP hours. If FDP extension is up to one hour or flight-time extension is up to 30 minutes, rest increases by two hours. Beyond those values, rest increases by four hours. A basic-FDP extension is not combined with split duty. Records of duties and rest are retained for 18 months.