[Type the document subtitle]

Transcription

1 HEWLETT-PACKARD COMPANY FINAL INVESTIGATION REPORT ON HARD LANDING INCIDENT TO M/S INDIGO AIRLINE, A-30 AIRCFT VT-IGK, WHILE LANDING AT SWAMI VIVEKANAND AIRPORT, IPUR ON [Type the document subtitle] Air Safety [Pick the date] DIRECTOTE GENEL OF CIVIL AVIATION OPPOSITE SAFDARJUNG AIRPORT, AUROBINDO MARG, NEW DELHI-0003 DISCLAIMER In accordance with the Rule 3 () of Aircraft (Investigation of Accidents and Incidents) Rules, 0, e sole objective of investigation of this incident is the prevention of accidents and incidents and not to apportion a blame or liability.

2 INDEX CONTENTS PAGE NO. AIRCFT DETAILS SYNOPSIS 3. FACTUAL INFORMATION 3.. HISTORY OF THE FLIGHT 3.. INJURIES TO PERSON 4.3. DAMAGE TO AIRCFT 5.4. OTHER DAMAGE 5.5. PERSONNEL INFORMATION Pilot-in-Command Co-Pilot 6.6. AIRCFT INFORMATION 7.7. METEOROLOGICAL INFORMATION 9.8. AIDS TO NAVIGATION 9.9. COMMUNICATIONS 0.0. AERODROME INFORMATION.. FLIGHT RECORDERS WRECKAGE AND IMPACT INFORMATION.3. MEDICAL AND PATHOLOGICAL INFORMATION.4. FIRE 3.5. SURVIVAL ASPECTS 3.6. TESTS AND RESEARCH 3.7. ORGANIZATIONAL AND MANAGEMENT INFORMATION 3.8. ADDITIONAL INFORMATION 4.9. USEFUL OR EFFECTIVE INVESTIGATION TECHNIQUES 4. ANALYSIS 4.. Aircraft 4.. Whether 4.3. Flight Recorder.4. Flight Crew CONCLUSIONS FINDINGS PROBABLE CAUSES 6 4. SAFETY RECOMMENDATIONS 7 ABBREVIATIONS 8 Page of 9

3 INVESTIGATION REPORT ON HARD LANDING INCIDENT TO M/S INDIGO AIRLINES A30 AIRCFT VT-IGK AT IPUR AIRPORT ON Aircraft Type : A 30-3 Nationality Registration : Indian : VT-IGK. Owner : M/s Interglobe Aviation Ltd 3. Operator : M/s Interglobe Aviation Ltd 4. Pilot in Command : ATPL Holder Extent of Injury : Nil 5. Place of Incident : Swami Vivekananda Airport, Raipur 6. Geographical Location of Site : 0 5 N, E 7. Last point of Departure : IGI Airport, Delhi 8. Intended place of landing : Swami Vivekananda Airport, Raipur 9. Type of operation : Schedule Flight 0. Date and time of Incident : 4//06, 4:3 Hrs. Passengers/Crew on Board : Crew-07, Passenger- 67 Extent of Injury : Nil. Phase of Operation : Landing 3. Type of Incident : Abnormal Runway Contact (All the timing in the report is in IST) Page of 9

4 SYNOPSIS On 4 th December 06, an A30 aircraft VT-IGK of M/s Indigo Airlines was involved in hard landing incident during landing at Swami Vivekananda Airport, Raipur, while operating a scheduled flight 6E-0 from Delhi to Raipur. e aircraft took-off from Delhi at 3:08 Hrs to Raipur. e flight was planned for SLF (Supervised Line Flying). e controls were with the First Officer. e approach to runway 4 was made ILS. e aircraft was properly configured and approach was normal with minor deviations till 50 ft of Radio Altitude. Passing 50 ft the PIC noticed weak flare and advised the First Officer to correct it. At last, PIC gave the input to improve the flare however, aircraft made the touch-down and bounced on runway 4 with a vertical acceleration of.5g followed by vertical acceleration of 3.64g. ere were 07 crew and 67 passengers on board the aircraft. All the persons onboard the aircraft were safe. No pre/post incident fire was reported. DGCA ordered the investigation of the incident by appointing an Inquiry Officer under Rule 3() of the Aircraft (Investigation of Accidents and Incidents) Rules, 0.. FACTUAL INFORMATION.. HISTORY OF THE FLIGHT: On 4 th December 06, the aircraft VT-IGK commenced its first flight from Hyderabad at 06:44 Hrs with a different set of crew and operated two sectors i.e. Hyderabad to Vizag and Vizag to Delhi. Flight during both the sectors was uneventful. At Delhi the aircraft VT-IGK was handed over to another set of crew. is was the first flight of the day for the Pilot in Command (PIC). However, the First officer had flown one sector from Bangalore to Delhi with another aircraft as passenger to operate the flight from Delhi. e First Officer had reported at Bangalore at 07:0 Hrs for Pre-Flight Medical Examination. She was not found under the influence of Alcohol consumption during the pre-flight medical check. She travelled from Page 3 of 9

5 Bangalore to Delhi on another aircraft to operate flight from Delhi to Raipur. e involved Pilot-in-Command (PIC) reported at Delhi at :7 Hrs for PFMC and no indication of Alcohol consumption by him was observed during the medical examination. e aircraft VT-IGK was released by a certified AME after carrying out the due transit inspection at Delhi. e aircraft took-off from Delhi at 3:08 Hrs for Raipur and it was SLF (Supervised Line Flying) for training of the First Officer. Controls were with the First Officer. e take-off & cruise from Delhi to Raipur was normal. However, during approach at Raipur, ILS approach was performed for runway 4. e aircraft was properly configured and approach was normal with minor deviations till 50 ft of Radio Altitude. Passing 50 ft the PIC noticed weak flare and advised the First Officer to correct it. At last the PIC gave the input to improve the flare however, aircraft made the touch-down at 4:3 hrs. and made a bounced landing on runway 4 with a vertical acceleration of.5g followed by 3.64g which was more than the structural limit of.6g as specified by the manufacturer. e landing was classified as Hard Landing. Weather was normal at Raipur. Visibility was 6 Km with minor variation in wind direction from 07 o to 04 o and wind speed 08 kts to 05 kts... INJURIES TO PERSON INJURIES CREW PASSENGERS OTHERS FATAL Nil Nil Nil SERIOUS Nil Nil Nil MINOR Nil Nil Nil NONE Page 4 of 9

6 .3. DAMAGE TO AIRCFT None..4. OTHER DAMAGE NIL.5 PERSONNEL INFORMATION:.5.. Pilot-in-Command He was an experienced pilot having vast flying experience on various aircraft. He was an authorised Line Training Captain (LTC). He was not involved in any Accidents or Serious Incidents previously. Details of his experience at the time of incident are given below: Gender : Male Date of Birth : License type : ATPL Valid up to : 6 th April. 07 Aircraft Ratings: As PIC : A30, Cessna 5, Cessna 7, Cessna 30, KingAir C-90 As FO : A30, CRJ-00 Date of Initial Issue : Date of Endorsement : for Airbus 30 Medical Valid up to : FRTO No, valid till : 795, Valid till Date of last IR check : PC check : Flying Details: Total Flying Experience : 980:53 hrs Total Flying as PIC : 6999:0 Hrs. Total Experience as PIC on type : 687:0 Hrs. Page 5 of 9

7 Flying during Last One year : 49:6 Hrs. Flying during last 6 months : 93:44 Hrs. Flying during Last 30 days : 4:04 Hrs. Flying during last 7 days : 08:36 Hrs. During last 4 hours : 0:44 hrs.5.. Co-Pilot Gender : Female Date of Birth : Type of Licence : CPL, Valid till : 5 th November, 0 Aircraft Ratings: As PIC : Cessna 7, Piper Seneca PA 34 As FO : A -30 Date of Initial Issue : 6..0 Date of Endorsement : for A 30 Medical Valid up to : FRTO No, valid till : 6685, valid till 5..0 Date of last IR check : PC check : Flying Details: Total Flying Experience : 35: Hrs Total Experience as FO on type : 69:00 Hrs Flying during Last One year : 7:5 Hrs. Flying during last 6 months : 7:5 Hrs Flying during Last 30 days : 4:00 Hrs Flying during last 7 days : 06:37 Hrs During last 4 hours : 0:44 Hrs Both the crew have undergone pre-flight breath analyser check before operating the flight as per the provision of CAR Section 5 Series F Part III. No indication of alcohol Page 6 of 9

8 consumption by any of the involved crew was observed during the check. No exceedance in the Flight Duty Time for both the crew was observed as per the record available. After involvement in the hard landing incident, privileges of pilot license held by both the crew were suspended by DGCA as per clause (b) of sub-rule (3) of Rule 9 of Aircraft Rules, AIRCFT INFORMATION: Aircraft: Manufacturer Type Airbus Industries A-30-3 Constructor s S.No. 46 Year of Manufacturer 00 Certificate of Airworthiness Airworthiness Certificate Category Sub Division Review 678, Issued on.0.00, Valid till.0.05 No. DDG/NR/ARC/05/046, dated Valid till Renewal , valid till Normal Passenger. Certificate of Registration no. and validity Owner No Validity: N/A M/s Interglobe Aviation Ltd Minimum Required Crew 0 Maximum All Up Weight Authorised 73,500 Kg Page 7 of 9

9 Last Major Inspection Last Inspection Air frame Hrs. Since New 750 Hrs/0 days at aircraft TSN 455 Hrs on Layover Inspection on at aircraft TSN 484:08 Hrs 488:33 Hrs/ 657 Cycles as on 4..6 Engine Manufacturer Type Serial No. Hours Done Since New TSO Last Inspection Carried Out IAE. IAE V57-AS LH V5347 RH V000 LH Engine: 9080 Hrs (as on 4..06) RH Engine: 459 Hrs (as on 4..06) LH Engine: 469 Hrs (as on 4..06) RH Engine: 34 Hrs. (Installed on 0..06) Layover Inspection on at aircraft TSN 484:08 Hrs Average Consumption Fuel Satisfactory On 4..06, the aircraft VT-IGK operated first flight from Hyderabad to Vizag. At vizag, during transit inspection, AME observed CAT-II operation INOP. e aircraft downgraded to CAT-I operation and released to operate flight from Vizag to Delhi. On arrival at Delhi, Multi Mode Receiver (MMR-) replaced as per AMM and aircraft upgraded to CAT-III operation. As per the load and trim sheet, the calculated ALW (All-up Landing Weight) was 6,537Kg which was 963 Kg below the maximum landing weight. C.G. with LIZFW (Loaded Index at Zero Fuel Weight) was 68.% and with LITOW (Loaded Index at Page 8 of 9

10 Take-off Weight) was 65.6% from datum point, which were within the limits. As per manufacturer, C.G. can vary from 36.8% to 87.6% with LIZFW and from 33.48% to 90.76% with LITOW..7 METEOROLOGICAL INFORMATION: Weather was obtained from the Meterological Department, Weather report for Raipur Airport is given below: VERP 40630Z 06008KT 6000 NSC 7/08 Q07 NOSIG= VERP 40730Z 07008KT 6000 NSC 8/0 Q05 NOSIG= VERP 40800Z 07005KT 6000 NSC 8/0 Q05 NOSIG= VERP 40830Z 05005KT 6000 NSC 8/ Q05 NOSIG= VERP 40900Z 04005KT 6000 SCT00 8/ Q04 NOSIG= VERP 40930Z 0500KT 6000 FEW00 9/ Q04 NOSIG= VERP 4000Z 0500KT 6000 FEW00 9/ Q04 NOSIG= VERP 4030Z 06005KT 6000 NSC 8/ Q04 NOSIG= As per the above weather report, weather at Raipur was normal before the takeoff time from Delhi and during the whole flight till landing at Raipur. Visibility was 6 Km with minor variation in wind direction from 07 o to 04 o and wind speed 08 kts to 05 kts. Aircraft landed on RWY 4 with less tail wind conditions..8 AIDS TO NAVIGATION: Raipur Airport is equipped with navigational aids like ILS, DME, DVOR, NDB, PI etc. Night landing facility on RWY 4 was available with CAT I Instrument Landing System (ILS). No limitation on serviceability/use of any navigational aid was reported by ATC at the time of incident. Page 9 of 9

11 .9 COMMUNICATIONS: Two way communications was available at Raipur Airport. No unserviceability of any communication aid was reported by the ATC as well as by the flight crew..0 AERODROME INFORMATION: Raipur Airport is known as Swami Vivekanand International Airport, Raipur. It is primary international airport in the Chhattisgarh state. It has single runway 06/4 having dimensions 86m x 45m. e airport is located 5 Km from Raipur. It s geographic location is at Latitude 0 5 N, and Longitude E.. FLIGHT RECORDERS: e aircraft was fitted with both CVR and DFDR of Honeywell Company. CVR : Part No S.No. CVR DFDR : Part No S. No. SSFDR-7743 As per DFDR data, no input from the PIC was recorded till 8ft of Radio Altitude. Aircraft controls were with the First Officer. Rate of descent (ROD) was normal and pitch angle remained steady at. o from 00ft radio altitude to 0ft. At 8ft above the runway, the sudden pitch input by PIC was recorded and pitch angle increased from. o to 4.9 o at the time of touch-down within a period of seconds with ROD 585 ft/min. e vertical acceleration at the time of touch-down was recorded.5g and aircraft bounced upto 9ft within.5 seconds after touch-down and again touched-down the runway with pitch angle 6.3 o, at ROD 668 ft/min with vertical acceleration 3.64g against the structural limit.6g as specified by the manufacturer. DFDR reading at 0.5 Seconds interval for 500 ft Radio Altitutde () is shown below: Page 0 of 9

12 Time Roll Hdg Vert Spd P FO Vert Acc 4:30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: Page of 9

13 Time Roll Hdg Vert Spd P FO Vert Acc 4:30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: Page of 9

14 Time Roll Hdg Vert Spd P FO Vert Acc 4:30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :30: :3: :3: :3: :3: :3: :3: Page 3 of 9

15 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 4 of 9

16 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 5 of 9

17 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 6 of 9

18 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 7 of 9

19 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 8 of 9

20 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 9 of 9

21 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page 0 of 9

22 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: :3: Page of 9

23 Time Roll Hdg Vert Spd P FO Vert Acc 4:3: :3: :3: :3: As per CVR recording, the approach briefing was carried out by crew before asking descent from ATC. After obtaining necessary clearance the aircraft initiated descend. It is also observed that the PIC was continuously briefing the First Officer for any deviation or inappropriate command by her during the approach. Whenever, he noticed improper flaring he advised the FO to correct the same and at last he felt that FO is unable to handle the control, he took-over the controls and advised the FO that he will take-care. No response from FO was heard after that and aircraft touched the runway and made a bounced landing followed by a hard landing.. WRECKAGE AND IMPACT INFORMATION: Aircraft landed safely on main landing gear and bounced. Heavy landing report was auto-generated. Pilot also reported hard landing and made the entry in the techlog. Aircraft remained on ground at Raipur till Detailed inspection was carried out as per Heavy Landing inspection schedule. No damage to the aircraft was observed. On aircraft was permitted to operate a ferry flight from Raipur to Delhi under special flight permit by DGCA for further inspection/maintenance at Delhi. All the structural items were inspected and found satisfactory. Main Landing Gears and Nose Landing Gear were replaced at Delhi as per AMM. Aircraft released for normal flying on MEDICAL AND PATHOLOGICAL INFORMATION: Page of 9

24 Both the crew had undergone pre-flight breath analyser check as per the provision of CAR Section 5 Series F Part III. No indication of alcohol consumption by any of the involved crew was observed during the check..4 FIRE: ere was no pre/post incident fire..5 SURVIVAL ASPECTS: All the persons on-board the aircraft including 06 crew were safe..6 TESTS AND RESEARCH: In view of the auto-generated heavy landing report, DFDR and CVR data was downloaded and analysed. As per DFDR data, vertical acceleration was recorded.5g followed by 3.64g against the manufacturer s limit.6g. is was classified as heavy landing. As per heavy landing inspection schedule, inspection of main landing gear was carried out. Functional test of normal extension and retraction, and free-fall of the landing gear was performed and found satisfactory. Inspection of wing, flaps, fuselage, tail section, water tanks, avionics compartment, equipment/ furnishings was carried out and no damage was observed. Aircraft cleared for ferry flight to Delhi for additional inspections recommended by M/s Airbus. During special inspection, no damage/ crack were observed to the aircraft structure, landing gear assembly and attachments etc. Boroscopic inspection was carried out of both the engines and found satisfactory. As a precaution both the Main Landing Gears & Nose Landing Gears were replaced. Aircraft released for normal flying..7 ORGANIZATIONAL AND MANAGEMENT INFORMATION: M/s Indigo is a scheduled airline operator with its main base at IGI Airport, New Delhi. It started its operation in 006 with Airbus A-30 aircraft. It is operating Domestic and International sectors with a fleet of 9 aircraft till December 06. It is the largest low cost airline in India and fleet size is continuously increasing. Page 3 of 9

25 e company is headed by a Chief Executive Officer assisted by a dedicated team of aviation and management professionals in their respective areas..8 ADDITIONAL INFORMATION: As per the PIC statement, the first officer was responding to all his training instructions and communications with ATC. e aircraft was fully configured for ILS approach at 500 ft and stabilised by 000 ft. Minor deviations in pitch & roll were being corrected by first officer as per the instructions of PIC as well as on her own. After passing 50 ft, PIC noticed a weak flare and tried to give pitch-up input. However, aircraft touched the runway and made a bounce which resulted into hard landing. After 50ft Radio Altitude to the end of landing roll, no response was received from the first officer. First officer submitted that during the flare check after passing 50 ft, she noticed that flare was not adequate. PIC advised her to flare the aircraft and gave the input but aircraft touched the runway leading to a bounced & hard landing. However, in her another submission to M/s Indigo, she submitted that as per earlier briefing she was totally focussed on maintaining the center line and did not give the adequate flare input in time. When PIC gave the flare input, aircraft landed hard on main gear..9 USEFUL OR EFFECTIVE INVESTIGATION TECHNIQUES. Nil.. ANALYSIS:.. Aircraft: Aircraft had valid Certificate of Airworthiness. Last ARC was renewed on which was valid till All the inspections were carried out whenever due as per the approved schedules. Last major inspection of 750 Hrs/0 days was carried out at aircraft TSN 455 Hrs on Weather:- Weather was normal throughout the flight and no significant change was observed. Page 4 of 9

26 .3. Flight Recorders: PIC was continuously monitoring the flight parameters and aircraft configuration. However, no input by the PIC is noticed and atlast at 8ft above the runway, he tried to give the pitch input. increased from. o at 8ft to 4.9 o at the time of touch-down within a period of seconds. e vertical acceleration at the time of first touch-down was recorded.5g. Aircraft bounced and again touched-down the runway with pitch angle 6.3 o, at ROD 668ft/min with vertical acceleration of 3.64g. However, no response from the FO recorded during and after the touch down..4. Flight Crew: PIC had flown various types of aircraft as PIC. He had 980:53 hrs of total flying experience out of which 6999:0 Hrs as PIC. He had 687:0 Hrs flying experience on the Airbus 30 aircraft as PIC. He was not involved in any Accidents or Serious Incidents previously. First Officer had total flying of 35: Hrs out of which only 69:00 Hrs. on A-30 aircraft as First Officer. She was not involved in any accident or serious incident previously. Both crew had valid licenses. Both the crew were undergone pre-flight breath analyser test. FDTL of both the crew was within limit. First officer was continuously responding instructions of PIC. After passing 50ft, weak flare was noticed by PIC and advised the FO to correct the same. First Officer also admitted that after 50ft, flare was not adequate. PIC advised her to flare the aircraft and at the last he gave the pitch input. At the same time the aircraft touched the ground, bounced and made the hard landing. During her another submission, she submitted that as per earlier briefing she was totally focussed on maintaining the center line and did not give the adequate flare input in time. When PIC gave the flare input, aircraft landed hard on main gear. In view of above, it is observed that First Officer was not focussed on the tasks she had to perform during the approach & landing. Also, PIC noticed weak flare, Page 5 of 9

27 but appropriate action by the PIC was not taken timely. He had to initiate Goaround, if he already noticed weak flare leading to unstabilised approach. 3. CONCLUSIONS: 3.. FINDINGS:. Aircraft had valid Certificate of Airworthiness.. PIC had sufficient flying experience on the type of aircraft. However, FO had flown for 69:00 hrs as FO on the type. 3. Both the crew had undergone Pre-Flight Breath Analyser test and they were not detected under the influence of alcohol. 4. Flight Duty Time of both the crew was found to be within the limits. 5. Weather was normal throughout the flight after take-off from Delhi till landing at Raipur. 6. Aircraft Controls were with the First Officer under the supervision of PIC during the final approach. 7. e PIC was continuously monitoring inputs by First Officer, and he noticed weak flare at 50 ft above the runway. 8. At last PIC tried to give the pitch input at 8ft above the runway. 9. e aircraft touched down at a vertical acceleration of.5g. 0. e aircraft bounced in air upto 9ft and touched-down at high pitch of 6.3 o with vertical acceleration of 3.64g which is more than the structural limit.. First Officer did not respond after taking over the controls by the PIC and during the landing roll.. PIC failed to take-over the controls timely and to initiate the Go-around when he noticed unstabilised approach at 50ft height 3. PROBABLE CAUSES: e incident occurred due to inadequate flare by the co-pilot during landing. Delayed decision by the PIC and not initiating the go-around timely are the contributory factors to the incident. Page 6 of 9

28 4. SAFETY RECOMMENDATIONS: Necessary corrective training to be given to both the pilots. Place: New Delhi Dated : (Rupinder Singh) Assistant Director Air Safety Page 7 of 9

29 ABBREVIATIONS USED IN THE REPORT AME : Aircraft Maintenance Engineer ALW : All-up Landing Weight ARC : Airworthiness Review Certificate ATC : Air Traffic Control ATPL : Airline Transport Pilot License AUW : All-up Weight CAR : Civil Aviation Requirements C.G. : Center of Gravity C of A : Certificate of Airworthiness C of R : Certificate of Registration CAT : Category CPL : Commercial Pilot License CVR : Cockpit Voice Recorder DGCA : Directorate General of Civil Aviation DFDR : Digital Flight Data Recorder DI : Daily Inspection DVOR : Doppler VHF Omnidirectional Range ELT : Emergency Locator Transmitter FDR : Flight Data Recorder FDTL : Flight Duty Time Limitations FEW : Few clouds FO : First Officer HZ : Haze IAS : Indicated Air Speed ICAO : International Civil Aviation Organisation ILS : Instrument Landing System IMD : Indian Meteorological Department IST : Indian Standard Time Page 8 of 9

30 LIZFW : Loaded Index at Zero Fuel Weight LITOW : Loaded Index at Take-off Weight LTC : Line Training Captain MLG : Main Landing Gear NDB : Non Directional Beacon NOSIG : No Significant Change NSC : No Significant Cloud OVC : Overcast Cloud PI : Precision Approach Path Indicator PIC : Pilot-in-Command POH : Pilot s Operating Handbook QNH : Pressure Setting to Indicate Elevation : Radio Altitude ROD : Rate of Descent RWY : Runway SB : Service Bulletin SCT : Scattered TSN : Time Since New TSO : Time Since Overhaul UTC : Universal Time Coordinated VERP : Raipur Airport (Code) VHF : Very High Frequency VOR : VHF Omni Range Page 9 of 9