OPERATIONS IN ACTUAL AND FORECAST MONSOON CONDITIONS

Question 1

Takeoff alternate is to be filed if

Answer 1

visibility drops below landing minima at departure airfield.

Question 2

In case of suspected windshear TOGA thrust is recommended. The ACC altitude may be modified to

Answer 2

1500 ft to ensure SRS windshear guidance (SRS changes to climb at ACC altitude).

Question 3

For takeoff in high turbulence, Flight Crew to wait for the target speed

Answer 3

+20 (limited to VFE-5)
before retracting the slats/ flaps. (Refer FCTM PR NP SP 10 10-3)

Question 4

Weather radar: Avoid blind alley effect

Answer 4

use both high and short ND Range

Question 5

Circumnavigation: Avoid RED areas as per company guidance (Chapter 2, OM B)

Answer 5

During departure/arrival/10,000 ft 5NM
Above 10,000 ft and below 25,000 ft-10NM
Above 25,000 ft and areas of steep gradient at all altitudes-20NM
Above 35,000 ft additional margin may be considered

Question 6

Turbulence: If required, advise crew & passengers using PA

Answer 6

“Passengers and Cabin Crew to your seats
immediately. Seat belts required.”

Question 7

Approach Briefing:
Approach preference:

Answer 7

ILS approach
RNP approach
any other CDFA approach.

Question 8

Early stabilized approaches are recommended in

Answer 8

actual Monsoon conditions. 1000 ft
callout (“Stabilized “or “Unstable-Go around”’) and stabilized approaches are mandatory.

Question 9

‘Medium to Poor’ backup assessment is recommended on

Answer 9

wet runway with heavy rain, even if braking action is not reported by ATC).

Question 10

PM MUST call for “…Unstabilised Go Around” if

Answer 10

stabilisation criteria is not met. During Go around PM must actively monitor the PFD and call out any ‘deviations’ to desired pitch/bank.

Question 11

CONF-FULL, MED Auto Brakes and THR REV MAX is the preferred LDG configuration in case
of

Answer 11

wet runway (caution for asymmetry due cross-winds Refer FCTM). due operational requirements, provided aircraft performance
requirements are satisfied. For example, Flaps 3 may be used for landing in case of
suspected windshear conditions in order to optimize the climb gradient in case of a go
around (Refer FCTM PR-NP-SP)

Question 12

CONF FULL provides better handling capability in

Answer 12

turbulent conditions, however, CONF 3
provides more energy and less drag

Question 13

All incidents of lightning strikes and severe turbulence should be

Answer 13

reported in PDR for maintenance action.

Question 14

Operation of flight with thrust reversers inoperative (be it at dispatch or inflight), in monsoon conditions, is

Answer 14

permitted. In this case the take-off and landing performance must be met with Thrust reverser(s) inoperative.

Question 15

FUEL : MDF is a theoretical figure. Any diversion to alternate is a dynamic situation and
there will be multiple factors involved. Crew are to give due consideration to all factors including

Answer 15

additional track miles to alternate airport depending on the holding location over
destination/ en-route weather/ multiple diversions to chosen alternate airport. Ensure
diversion with adequate margin above the MDF, so as to remain compliant with the fuel
policy.