OPERATIONS - NOTICE

OPERATIONS NOTICE APPLICABILITY AFFECTED DEPARTMENTS ISSUED BY Effective VALID UNTIL : : : : : : 04D ALL FLIGHT CREW FLIGHT OPERATIONS FLIGHT OPERATIONS 10 JULY 2012/0000Z UNTIL WITHDRAWN

SUBJECT: OPERATING PROCEDURES Standard Operating Procedures are laid down at FCOM-PRO-NORM-SOP and in the Company Operations Manual Part A and B. This Operations Notice addresses the following: Modifications to operating procedures for standardization and efficiency Departure and Arrival Briefing Cockpit Cabin Communication

This Operations Notice supersedes Operations Notice 4C (which stands withdrawn), and any instructions on SOP previously issued, other than those incorporated in the FCOMs. (Significant changes have been made to IGO SOPs. The side revision bar has not been incorporated. You are required to read this document in its entirety and follow these procedures thoroughly. These are effective 10th July 2012/0000Z). Attached as Appendix A to this Notice is a document titled IEMs to Operations Notice 4D. The purpose of this document, which shall form an appendix to the Operations Notice 4 (series), is to provide IEM (Interpretive and Explanatory Material) for providing clarifications and amplifications to the meaning of IGO SOPs, and to address specific observations noticed in line operations. Either Operations Notice 4 series or the IEM that forms Appendix A may be revised together or separately, as circumstances dictate. CHECKLISTS All normal checklists are for challenge and response except the After Take-off and After Landing checklists. These will be Read aloud and do by the PNF after completion of the Flows. PRELIMINARY COCKPIT PREPARATION Complete preliminary cockpit preparation procedure as listed at QRH-NP is to be carried out for the crews first flight of the day or whenever there is a crew or aircraft change. In other cases transit preparation (*items in QRH and below) is to be carried out. IGO SOP items required to be completed during transit preparation are preceded by a * below. OVERHEAD PANEL EVAC CAPT and PURS/CAPT SW...CAPT *SIGNS PED..ON No Portable/ Elec. Device sign will be kept in the ON position. *AIRCOND *PACK FLOW..AS RQRD Air-conditioning PACK FLOW will be set as per SOP given FCOM-PRO-NOR-SOP

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OPERATIONS - NOTICE
APU FIRE TEST During Cockpit preparation the APU fire test is not required if the APU is already running. *HF OVERRIDE After the refueling is completed the HF override switch will be placed to OVERRIDE and will remain on OVERRIDE throughout the flight.

PEDESTAL *WX RADAR Weather radar is to be set to AUTO/WX+TURB with gain set at +4. Gain is recommended to be set to CAL at FL 200 during climb and back to +4 during descent through FL200. PA CHECK The PF will perform a PA check by announcing PA Check on the days first flight of the crew on a particular aircraft, during the cockpit preparation flow provided there are no passengers on board. The Lead Cabin Attendant will give a feedback to the Captain on the quality of the PA check. ATC The ATC (transponder) will be kept in STBY position during Cockpit Preparation. *ATC CLEARANCE ATC clearance will be requested 45- 15 minutes prior to the ETD by the PF and both pilots must be in their seats to monitor the clearance. Both pilots will confirm with each other their understanding of the clearance. *ACARS Only the date field is to be entered on the ACARS INIT page. This is so that the flight log is correctly coded for the date and the false COMPANY MESSAGE is not displayed on the MEMO before take-off. An INIT REQUEST is not required to be sent since the INIT facility is not presently available. *FMGS INITIALIZATION FMS will be programmed by the PF and the FMGS DATA confirmation will be carried out by the PNF. PNF will also cross check that there is no discontinuity in the flight plan unless planned. Total trip distance, time and fuel should be close to the CFP values. The Primary Flight Plan shall be programmed for the Departure Runway. Step climb is to be planned as per the CFP. CFP forecast winds for cruise, descent and alternate will be inserted for flight time of 02:00hrs or more. On short sectors (less than 02:00hrs), only the Trip Wind may be inserted. Secondary Flight Plan should normally be a copy of the active flight plan with a land back programmed. However, for tactical planning the PIC may amend its use as necessary. If the flight is cleared for take-off from runway with no SID or on a SID with an altitude constraint not associated with a geographical waypoint and with a close in turn of more than 90 degrees, the following strategy is recommended. Preset the GREEN DOT speed on the PERF CLB page. Page 2 of 28

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Once the turn is completed, or altitude cleared, resume the managed speed/climb profile. This profile shall be modified if required by airport specific procedures. This strategy reduces the turning radius, increases rate of climb and thereby reduces fuel burn.

Forward CG Correction for MTOW, Flex temp and V speeds is to be incorporated in cases of forward CG. This correction needs to be incorporated any time the take-off CG is less than 27%, thereby catering for a 2% margin as listed at FCOM-PER-LOD-WBA-LTS. The engine out acceleration altitude on the PERF TAKE-OFF page will be the higher of 1500ft AGL or Min. acceleration height as depicted in the RTOW CHART. In case of an EOSID, the EOSID acceleration altitude will apply. The GA PERF page will have the Thrust Reduction/Acceleration Altitude modified to 1000/1500 above destination altitude respectively. Although the airplane is dual GPS equipped, take-off shift (when known) is to be entered for all intersection take-offs for TORA awareness. For departures from any runway for which a SID is not assigned, the outbound track is expected to be intercepted within 10 nm. To achieve this, a PBD/PD waypoint can be created and inserted into the flight plan. However, a discontinuity is to be maintained between the end of the take-off segment as strung by the FMGS and the inserted PBD/PD so that the aircraft does not turn contrary to the departure instruction. No PBD or PD is to be inserted in the flight plan just before take-off by using the DIR TO function. This may be done only after crossing the acceleration altitude or as advised in the departure clearance. It must be ensured that the departure runway is not deleted while using the DIR TO function. In flight, any Flight Plan modification must only be done with the knowledge of the other pilot. Changes/modification on the MCDU below Transition Altitude/ Transition Level will be carried out by the PNF on PF request. PERFORMANCE DATA CONSIDERATIONS

Except for take-off in below 550M RVR conditions, if there is an option of selecting two different take-off flap settings, Flap 1 should be used if choice is between 1 and 2 or 3. Flap 2 should be used if choice is between 2 and 3. This is to achieve better climb performance and fuel/component conservation. The Pilot in Command may however select a higher flap setting if a particular procedure recommends it or if existing Runway conditions warrant it. For reduction of runway occupancy time ATC expects aircraft to accept intersection take-offs. The company recommends and expects intersection take-offs subject to the following. Performance limits being met. Not requiring TOGA Power. The Pilot in Command having a compelling reason to use the full length of RWY.

Whenever a full length take-off is desired and/or an intersection take-off is not possible due any of the above reasons, then ATC must be advised at the time of requesting start up. Pilots can expect to have start up, taxi and take-off delays during peak hours in this case. *FCU SETTING PROCEDURE

The FCU altitude is to be set by the PNF and cross checked by the PF in accordance with the following guidelines. When ATC clearance is received - the ATC cleared altitude or Flight Level. When ATC altitude clearance has not been received - lowest SID altitude or in case of no SID, the higher of transition altitude or MSA. Page 3 of 28

OPERATIONS - NOTICE
- *HF OVERRIDE After the refueling is completed the HF override PB will be placed to OVERRIDE and will remain on OVERRIDE throughout the flight. *DEPARTURE/TAKE-OFF BRIEFING The objective of crew briefing is to ensure that the flight crew are aware and agree with a proposed plan of action. The departure/take-off briefing should be relevant, concise and chronological. When a main parameter is referred to by the PF, both flight crew members must crosscheck that the parameter has been set or programmed correctly. When discussing navigational procedures both pilots must refer to the same chart. The date and serial number of each pilots charts must be cross checked to ensure that the latest charts are being used. Since both pilots check SID & Airway, it is not necessary to review each way point during the briefing. It is reiterated that in line with Airbus SOP, it is the PFs responsibility to check the briefed parameters on the ACTIVE FPLN while the PNF checks these on respective charts. Also it is preferred that the PF prepare the MCDU and carry out the briefing as a norm. It is normally not necessary to repeat standard operating procedures but it is vital to cover any special requirements and notes on the charts e.g. RNAV1, GNSS/DME required, altitude crossing or other restrictions etc., and to cross-check/ensure that they can be complied with. It is recommended that the briefing folders placed on board be referred to while conducting the briefing to prevent any omissions. As stipulated by Airbus, departure briefing is normally conducted prior to engine start, after the cockpit preparation flows. In the event of any abnormal/emergency situation, the Captain will take over controls of the aircraft after aircraft is stabilized.

Seat oriented review of reject take-off and emergency evacuation procedure and CM1 and CM2 responsibilities for passenger evacuation will be carried out by each pilot. This review is mandatory for the first flight of the day for the crew. BEFORE PUSHBACK OR START TAKE-OFF DATA The Load and Trim Sheet is to be handed over to the CM1 by the L&T staff. The CM1 will check the Trim Sheet for Gross errors (correct flight number, date, sector, aircraft, OEW, FOB etc.). Following this, the Load and Trim data is to be inserted into the FMGS in the following manner. CM1 CM1 shall call out the ZFW, ZFWCG and fuel to the CM2. CM2 CM2 will insert the load and trim figures into the MCDU. CM1 will observe correct entry of ZFW/ZFWCG. The CM2 shall now call out the TOW and Landing Weight as calculated by the FMGS. The CM2 shall check and call out the corresponding TRIM setting by looking at the Trim wheel, this is to be crosschecked with the figure depicted on the Trim Sheet and thereafter entered into the PERF T/O page by the CM2. Page 4 of 28

These figures will be crosschecked with the Load &Trim sheet figures by the CM1. The CM1 shall now call out the TOMAC in percentage of MAC from the Trim Sheet.

OPERATIONS - NOTICE
CM1 CM2 The CM2 shall now check for any changes to the set FLEX and V speeds (to be crosschecked by the CM1 if changed).

The PIC shall sign the Trim sheet, annotate his name and the time and hand over the aircraft copy to the CM2/ SIC as appropriate who shall independently crosscheck the figures and annotate them on the CFP. ENGINE START Start sequence on #1 engine is to be initiated only after the grey box around the N2 indication for Eng 2 has gone off, irrespective of the series of the a/c, to achieve standardization of procedure. AFTER START PITCH TRIM.SET
Take-off C.G. in % is to be set on the pitch trim wheel and not the THS setting. The take-off C.G. can be accessed from the fuel prediction page.

APU MASTER SWITCH..OFF

APU will be selected OFF by the PF as soon as the second engine is started as part of the after start flow.

As the PF completes the after start flow by checking the STATUS page, he shall ask the ground technician to disconnect and ask for the After Start checklist. FLIGHT CONTROLS..CHECK The Flight Control Check will be carried out prior to brake release for taxi. However, taxi clearance can be requested before carrying out the flight control check. Both pilots will check full travel and correct sense of elevators and all ailerons and the correct deflection and retraction of spoilers on the F/CTL S.D page. TAXI On requesting Pushback/ Taxi clearance (whichever is earlier): ATC TRANSPONDER.....AUTO TAXI CLEARANCE..OBTAIN Before moving from rest, PF is to ensure that the technician is displaying NWS pin and is giving thumbs up for taxi. He must verbalize the taxi instructions/routing and confirm with the PNF. Relevant airport layout charts must be displayed by both pilots during taxi. ELAPSEDTIME.....RUN Set to RUN at pushback or just prior to moving for taxi (at brake release). BRAKES.CHECK If an arc is displayed on the ECAM wheel page, above the brake temperature (indicating a brake temperature above 100 deg), select BRAKE FANS ON.

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TAXI PROCEDURE On the Apron, the taxi speed will be limited to max 10 kts. All turns of 90 degrees or more will be limited to 10 kts. On taxiways, the speed will be limited to max 30 kts. While backtracking/taxying on the runway, the speed should be limited to 30 kts but may be increased to not more than 50kts if the PIC feels that in his best judgement, by doing so the flow of air traffic will be expedited without compromising safety. The PIC must consider but not be limited to, runway condition (DRY or WET), runway slope, time of day, illusions, deceleration distance required, taxiway closures, runway distance revisions, brake temperatures etc. High speed exits (Rapid Exit Taxi tracks) can be taken no faster than 50 kts (Dry surface). All speeds are based on the indicated ground speed displayed on the ND.

BEFORE TAKE-OFF During the Before Take-off checklist, both pilots must look at the E/WD flap indication, the PERF T/O page planned flap setting, and the actual flap lever position, and verbally call out the flap setting indicated at all three: FLAP SETTING Config X X X (BOTH) For example, if planned flaps are 2, on the challenge Flap Setting, the PF will look at all three areas and, after checking, verbally respond, Config 2 2 2. The PNF will now also look at all three areas and, after checking, verbally respond, Config 2- 2 - 2. TERR ON ND AS RQRD TERR ON ND will be selected in hilly areas during taxi up to Transition Altitude. If prevailing weather requires the use of weather radar, consider retaining the radar display on the PF side, and TERR ON ND on the PNF side. TO CONFIG pushbutton.PRESS The T.O. CONFIG test is to be performed only after the cabin clearance signal is received from the Cabin. TCAS mode selector...................................TA/RA Before entering the RWY the TCAS switch will be moved to TA/RA. PACK 1 and 2 ......OFF All Take-offs will be with PACKS OFF If the brake fans are running, check that the brake temperatures are below 150 degrees. If BRAKE temperatures are above 150 degrees with the brake fans running, DELAY TAKE-OFF until 150 degrees is reached with brake fans running, then switch them OFF. If brake fans are not being used or are unserviceable, FCOM limitations are applicable (300 degrees) TAKE-OFF TAKE-OFF BRIEFING..REVIEW The take-off brief is to be reviewed once the revised departure instructions are obtained. This is to include departure runway, SID, NAV/HDG, and the Initial cleared altitude (read from the FMA). The before take-off checklist below the line will be done once take-off clearance is obtained. Due cognizance must be given to reducing runway occupancy time.

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TAKE-OFF.......ANNOUNCE CHRONO..START CHRONO will be started after moving the thrust levers to 50% N1 (1.05 EPR) with the right / left hand for LHS/RHS respectively. THRUST LEVERS .FLX or TOGA Unless performance limited, all take-offs will be with reduced thrust and with maximum available Flex Temperature. THRUST SET.ANNOUNCE The THRUST SET call will be announced as soon as the thrust is set. (It is not required to wait till 80 kts has been reached). This is so that the Captain can take suitable action in the event the thrust is not set, before the aircraft reaches the high speed regime. ONE HUNDRED KNOTS..ANNOUNCE The PNF will call 100kts to which the PF will respond HIGH SPEED. This is so that both pilots are aware that the aircraft is entering into the high speed regime so that in case of an aborted take-off the correct decision is taken. V1 .ANNOUNCE The V1 Call will be initiated 5 KTs before the actual V1. (V1 will NOT be reduced by 5 kts.) The initiation of the V1 call 5 KTs before V1 provides the Pilot Flying (PF) with an additional 1 second reaction time. The actual V1 remains the decision speed. CM1 will remove his hand from the thrust levers at the V1 call. PACK 1 and 2 ....ON Pack 1 will be selected ON after thrust reduction. Pack 2 is to be selected ON 10 seconds later. AFTER TAKE-OFF AND CLIMB

AFTER TAKE-OFF/CLIMB CHECKLIST (down to the line)....COMPLETE At PFs discretion, the After Take-off check list can be called to the line once the flaps are retracted. The check list will then be completed on crossing Transition Altitude and will be read aloud and done by the PNF. NORMAL VERTICAL and LATERAL MODES While executing a RNAV SID Departure it is to be ensured that the aircraft is in vertical and lateral managed modes so that all constraints are met. The autopilot must be engaged as soon as possible above 100 AGL after getting airborne.

BARO REF ..SET Crossing Transition Altitude both PF and PNF will cross check BARO settings and altimeter readings. The After Take-off checklist (complete or below the line as applicable) shall now be completed. CLIMB

Retraction of landing Lights - 10000 ft / Transition Altitude, whichever is lower. For Airports above 4000 AMSL, the 10,000 flow will be accomplished at 10,000 Above Aerodrome Level. Page 7 of 28

OPERATIONS - NOTICE
During the 10000 ft flow, the PF will assess the aircraft position and decide whether the departure VOR can be cleared. (In case where an outbound radial has been specified for departure or where a DME report is required to be made to the ATC, clearing the VOR can be delayed). Similarly, in case of turning departures where the departure airport is still close, the process of copying the ACTIVE FPLN can be suitably delayed. As a part of the 10000ft flow, PED switch is set to AUTO. During the departure from Delhi, Seat Belt sign should be kept ON from engine start until crossing 50NM or FL 150, whichever is later. During this phase, passenger movement in the cabin shall not be allowed as per Security instructions. CRUISE Flight following is being carried out by OCC based on programmed ACARS reports. TOC, TOD and ETP reports will be sent for flights longer than 2 hours flight time. (In case the PF needs to use the ETP function for tactical reasons, he must insert a time marker at the original ETP to fix the position at which a report needs to be sent). For flights shorter than 2 hours, only the TOC and TOD report needs to be sent. These reports shall be sent by the PF. In addition to the cruise flows, the PF shall select TCAS to Below, insert the SAT in the WINDS page and carry out a RVSM check on the PFD1, 2 and the standby altimeter at the TOC. DESCENT PREPARATION Before commencement of the descent, approach briefing as recommended (towards the end of this Operations Notice) is to be carried out by the Pilot Flying. In case of RNAV arrivals, Constraints will be selected on the EFIS panel at top of descent. RAD NAVAIDS.SELECTED/IDENTIFIED The VOR will be manually tuned to the Primary VOR on the PF side till the time radar vectors are assigned for an approach. The second VOR can be manually tuned to the VOR relevant for the missed approach or left auto-tuned. TERR ON ND ...AS RQRD TERR ON ND will be selected in hilly areas below Transition Level. If use of radar is required, consider selecting the radar display on the PF side, and TERR ON ND on the PNF side.

DESCENT SPEED LIMITS Cost index computed climb, cruise and descent speeds will be flown for fuel economy. In case ECON DES Mach / SPD is above 0.76M/300kts then 0.76 M/ 300kts will be pre-selected for descent. The speed limit for flight below 10,000 ft (except cruise flight for short sectors where a cruise is planned below FL100) is 250 kts. In case ATC advises no speed restrictions, the maximum speed still remains 250 Kts. Page 8 of 28

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In Terminal Area ATC stipulated speed limits are to be adhered to unless ATC permits No speed control/restrictions 10000 ft FLOW For Airports above 4000 AMSL, the 10,000 flow will be accomplished at 10,000 Above Aerodrome Level. In the case of Airports below 4000 AMSL where transition altitude is higher than 10,000, the 10,000 flow will be carried out before descending through the Transition Level. Passengers are not permitted to use portable devices below 10,000 during climb and descent. NO PED switch is to be set ON as a part of the 10000 ft flow. While seat belts are to be put ON as a part of the 10000 ft flow, specifically for descent into Delhi, the seat belt sign will be selected to ON at 50 NM from DPN, or passing FL 150, whichever is earlier. Landing lights will be extended at 10000 FT or at Transition Level, whichever is lower. BARO REF...SET The altimeters will be set to the aerodrome QNH on leaving Transition Level. The Standby Altimeter can be set to the landing airfield QNH on commencing descent. specifically

APPROACH FLAP AND LG LIMIT SPEEDS There have been a number of VLO and VFE limit exceedances during flight. This is undesirable. Selection of flaps, slats or L/G at high speeds stresses the surfaces. To reduce stress on L/G, Flaps and Slats, the company has modified the limit speeds as under: VLO (extension and retraction) is limited to 220kts. VLE will be limited to 250 kt. For Flaps selection up to Flap 3, VFE next -10kts. Full land flaps Company limit is - 162 kts. The PNF will check the limit speed prior to selection of Gear/Flap and if the speed is above the Company limit speed will call SPEED for PF awareness.

LANDING FLAP CONFIGURATION The Captain has the discretion to decide on which landing flap to use for landing depending on LDA and expected exit taxiway. It is a known fact that using Configuration 3 for landing results in significant fuel savings when applied to a large airline operation. Airbus allows Flaps 3 landings to be carried out with use of Idle Reverse. The safe execution of such landings depends upon various conditions such as Aircraft landing weight, Approach speed, auto brake selection, Airport elevation, winds, ISA conditions, runway length available and braking action. For overall economy, IndiGo recommends landing in Configuration 3 whenever runway length and conditions are favorable. Pilots must refer to the FCOM-PER to ensure that the landing distance required under the prevailing condition is within the available landing distance up to the planned vacation point. All landings in wet / contaminated or actual monsoon conditions as well as when performance limited shall continue to be carried out in Configuration FULL. Page 9 of 28

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There are several RWYs on which flap 3 landings are possible. Some examples are listed below:
Airport VABB VABB VABB VABB VIDP VIDP VIDP VIDP VIDP Arrival RWY 27 9 32 14 29 11 28 10 27 TWY EXIT N8 E/E1 K1 W1 S4 Z3 D1 F E3 Airport VOBL VOBL VOMM VOGO VOHS VOHS VECC VECC VAAH Arrival RWY 9 27 7 8 09L 27R 01R 01L 23 TWY EXIT E F D N2 B3 B5 A A C

If wind shear on approach is reported / expected, land flap 3 is recommended.

DECELERATION CONSIDERATIONS The use of AUTO BRAKES is discretionary unless mandatorily required by a particular procedure. In order to reduce engine wear it is recommended to use appropriate AUTO BRAKES rather than use MAX REV (allow the brakes to provide the bulk of the deceleration rather than the engines).The choice of AUTO BRAKE LO/MED will be as per SOP given in the FCTM. For a long runway, the selection/choice of AUTO BRAKE should be based on the runway vacation point and not the full length of the runway. In cases where aircraft is required to make a 180 turn at the end of the runway, auto brakes need not be armed to prevent premature deceleration. For CAT II/III, short field landings, wet/contaminated runways or flap 3 landings, use of appropriate mode of Auto brakes is essential. In order to reduce engine wear while landing on dry surface, the standard procedure is to select max reverser on touchdown, followed by immediate selection of idle reverse before engine spool up.

AUTOPILOT USAGE At airports with low traffic density, pilots may hand fly up to (during climb) and below 10,000 feet (during descent) to keep their flying skills honed. From these airports manual flying with Autopilot and Auto thrust disengaged progressively, using raw data can also be practiced in VMC conditions. Except for approaches with Auto Land in RVR below 550M, or while carrying out practice auto land, or if hand flying and/or conducting raw data approach in VMC, the autopilot must be used until DH/MDA and/or until the landing is assured, (i.e. cleared to land by ATC and acquiring the required visual cues). Page 10 of 28

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NON PRECISION APPROACH Non Precision Approaches that are coded in FMGS are authorized, to be flown in Lateral and vertical managed modes. However, NPA that has a step down profile such as VOR app at VNKT02 are to be flown in lateral managed, vertically selected mode only. For insertion in the PERF APP page, the MDA will be increased by 50 ft (to cater for a height loss at MDA in case of a Go Around). If DME v/s altitude is given on the approach plate, then approach briefing should include DME crossing heights, and PF should ensure adherence.

GO AROUND Go around actions must be reviewed again before crossing IAF or 15 DME for a straight in approach. During an aborted approach/Go Around, the PNF will monitor the Limit speeds and will call FLAP LIMIT/ GEAR LIMIT 10 kts prior to the LIMIT speed for PF awareness. The missed approach must be flown with Auto Pilot engaged. In case the auto pilot was not being used or had been disengaged, it must be re-engaged for the Missed Approach. Missed approach should be flown in the managed mode (the HDG knob may have to be pushed, if managed missed approach is not displayed) unless ATC has given a revised missed approach instruction in which case it can be flown in HDG mode. Go around altitude will be set to initial altitude constraint or level segment altitude of the go around procedure. This is because the FMGS does not follow any vertical constraints in the go around phase even though the constraint is programmed in the FMS.

AFTER LANDING After vacating the active runway (aircraft has crossed the hold line): Land LIGHTS..RETRACT STROBE LIGHTS..AUTO Lights will be retracted and the strobes put to AUTO by the PNF on vacating the active runway. OTHER EXT LIGHTS...AS RQRD The use of Turn off lights is not recommended for day time taxi operations however, its use for night operations will be as per requirement. NO PED..OFF Except when LVO is in progress or when state regulations do not permit. This will serve as a signal for the Lead Cabin Attendant to make the required announcement on cellular phone usage. In case LVO is in progress at the airport of landing, the Lead CA is to be briefed about the auto land as a matter of procedure during the approach preparation. This will ensure that passengers are informed that PEDs may only be used once the aircraft is parked at the stand and cabin doors are opened. In such cases, and if state regulations do not permit, the NO PED switch is to be turned off only once parked at the stand. Page 11 of 28

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TAXI CLEARANCE...OBTAIN The PF will verbalize the taxi instructions/routing, confirm with PNF (both pilots Heads Up), and both pilots will ensure that the taxi path is clear. Relevant airport layout chart is to be displayed during ground operations. SPOILERS...DISARM This is the trigger for the PNF to commence and complete the after landing flow. The PF will then call for the After Landing checklist. This will be Read aloud by the PNF. Flaps are to be retracted to ZERO. TCAS...STBY FDs are not required to be selected OFF after landing.

BRAKE TEMPERATURE CHECK BRAKE FANS Brake fans should be delayed for a minimum of 5 minutes after landing or reaching the Gate (whichever is earlier) to allow for thermal equalization and stabilization and thus avoiding oxidization of the brake surface hot spots. However when turnaround times are short (less than 30 minutes), or brake temperatures are likely to exceed 500 degrees C, use brake fans (forget oxidization). Arc displayed on the ECAM wheel page, suggesting the selection of Brake fans ON during Taxi out should be ignored for Taxi IN. The brakes HOT warning is inhibited during Taxi IN. The HOT light comes on when temperature exceeds 300 DEG C. Parking brakes should be released at the Gate after the chocks are in place if one brake temperature is above 300 DEG C with the FANS OFF (150 DEG C with FANS ON). Above 500 DEG C (350 DEG C with Brake Fans ON), Parking brake application should be avoided to prevent brake damage, unless operationally necessary.

APU..AS RQRD If possible, APU start should be delayed till 1-2 minutes from the stand/gate in order to conserve fuel. Single engine taxi is permitted without the APU running. Shut down of No. 2 engine must be done while taxiing along a straight line with no braking. For the last flight of the day, GPU will be connected after arrival. In this case the APU may be shut down after passenger disembarkation and the aircraft secured. (Instructions for operation TO/FROM Delhi Terminal T3 are outlined separately).

PARKING PARKING BRAKES..SET Stop Chrono and select ATC to Standby ENGINE SHUT DOWNPERFORM Once the door page is displayed (FADEC confirmation of shut down of engines), select BEACON OFF.

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Once the wheels are chocked and any cabin door opened the Parking Brake is released so that the ACARS registers the correct IN time. In case of strong gusty winds/slippery surface, after a few seconds for transmission of the IN time, the Parking Brake may be set ON again. Be aware that in some of our international stations, the local ground handling procedures require the Parking Brakes to be selected off before the doors are opened or the Aerobridge is docked in. The HF Override switch will be placed to NORMAL before start of refueling (Indicated by the REFUELG message on the Memo).This is to ensure that adequate time is given for the ACARS messages to be transmitted. After Engine shut down the NO PED switch will be put to the ON position if aircraft refueling is required with passengers on board. For transit flight the fuel pumps may be left ON. The cockpit door CB is NOT, repeat NOT, to be pulled out by flight crew during transit or last flight. Securing the aircraft checklist will be carried out for the last flight of the day. After the last sector of the flight the Captain must carry out a post flight walk around and report any abnormalities. He may ask the Co-pilot to carry out this walk around.

MISCELLANEOUS COMMUNICATIONS During Cockpit preparation and engine start with a AME/Technician connected on the headset, the INT/RAD toggle switch on the ACPs will be kept in the neutral position and not in INT position. For communicating with the Mechanic, the switch may be placed to INT/RAD after which it is to be returned to the neutral position. This is so that normal cockpit conversation is not overheard by the Mechanic. Normal usage can be resumed once the Mechanic has been asked to disconnect. RMP 1 and RMP 2 can be used to select the active frequency on VHF 1 or VHF 2.The procedure laid down in the FCOM is expected to be used. A frequency change in VHF 1 by CM 2 should be done using the RMP SEL function while ensuring that the SEL light does not remain ON unnecessarily. Any Pilot changing an active frequency will announce the selected frequency, e.g. VHF 1 on Mumbai Control 132.7 MHz. It is acceptable to use VHF 1 for ATC communication and VHF 2 for coordination with another ATC unit/Company, ATIS etc. when in controlled Air Space and having established VHF contact. VHF 2 is to be tuned to 121.5 and monitored whenever it is not being used for other required communications. VHF 3 is meant for Data communication and is to be kept on DATA and not voice unless loss of VHF 1 and VHF 2 mandates its use in voice.

COCKPIT CABIN COMMUNICATION In order to ensure that the cabin is secure for landing, the Captain may use selection of Flaps 1 (or Flaps 2 in case Flaps 1 has been selected early to comply with ATC speed control Page 13 of 28

OPERATIONS - NOTICE
requirements) as a trigger to confirm whether Cabin Secure has been received by this point. If not, he/she is to call the Lead on the intercom and get a status check. In normal operations, landing is not to be carried out with the cabin not secured. HEADSET AND HARNESS Pilots are required to use headsets and shoulder harness during sterile cockpit conditions, that is, from Engine Start up to 10,000 ft in climb and from 10,000ft to engine shut down in descent. Nothing in these instructions prevents a Captain from using the harness and headsets above 10000 ft, particularly in airspace with R/T congestion. After removing the headsets ensure that the cockpit loud speaker is set at the one oclock position and the INT/RAD switch is put to neutral. The call will be Headsets OFF speakers ON.

EXTERNAL LIGHTS After ATC permission is obtained for pushback/engine start and before Engine start/ push back is commenced, Anti-collision Beacon will be put ON and will remain on for the duration of the flight. It will be put OFF after the engines are shut down. The strobe will be put ON when entering or crossing an active runway. The use of Turn off lights is not recommended for day time taxi operations; however, its use for night operations will be as required. Landing lights will be used for both day and night take-off. They will also be used while entering any active runway or while back tracking active runway. If the Strobe is unserviceable then landing light must be kept ON below 10,000 ft. The Nav and Logo lights are only required for night operations and during low visibility operations. Position 1 should be used on odd dates and Position 2 on even dates.

MEL OPERATIONAL USE The aim of the MEL is to ensure safe operation of aircraft with certain allowable system degradations, and such a situation is permitted only as a result of careful analysis. It also ensures the assessment of systems integrity after both engines have been started and a verification of all systems required for safe flight being fully functional. The MEL should be consulted on ground, only when a failure has been identified and confirmed. The applicability of the MEL is till the time the aircraft is ready to taxi out under its own power. In some cases, the MEL may need to be consulted after taxi out or while in flight, in order to decide if it is necessary to perform a flight turn back / diversion due to unfavorable dispatch conditions at the subsequent station or to apply the performance penalties. However, any decision to continue the flight must be subject to pilot judgment. If there is an in-flight failure, the FCOM provides the procedures and limitations that the flight crew should apply.

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TAKE-OFF BRIEFING
Miscellaneous Aircraft Technical STATUS MEL, CDL, OEB NOTAMS and Weather for Departure, Destination and Alternate Departure R/W ___ Restrictions, Terrain, TERR on ND, condition, Anti-Ice, Packs OFF, Radar ON Engine Start Procedure (AUTO / Manual consider Tailwind) Expected Taxi clearance INIT B Page ZFW Block Fuel Take-off Weight Extra Fuel / Time at Dest Performance Page Take-off Runway Intersection ___ shift Config Flex / TOGA V1, VR, V2 Trans Alt Thr Red / Accln / OEI Accln altitude / MSA FLT PLN Page SID Label, Chart No., Summary, Restrictions, Notes, Cautions, Assigned FL, joining airway OR runway Dep Route Length, Flying Time RADNAV Page Hard / Auto tuned, Radial (Departure Stn must be hard tuned on PNF side) SEC FPLN Planned for ___ (no need to display the SEC FPLN Page) Safety Briefing Left / Right Seat Take-off In case of any malfunction , CAPT will call STOP / GO In case of STOP - CM1 THR LVR IDLE, REV as reqd, Decelerate on AUTO BRK if avbl, otherwise Main Brake. Once stopped, cancel REV, Park Brk ON, ATT CREW! At Stations PA - CM2 DECEL, REV, Cancel Audio, 70 kts call if applicable, once stopped advise ATC - CM1 Announce ECAM actions - Crew Evaluate EVAC required, EVAC on R/W, otherwise taxi back to apron via__ In case of GO Continue on RWY HDG/ Follow SID/ Engine Out SID. For immediate return, request for Radar vectors/ Instrument Approach/ Visual Approach. Overweight landing checklist required/ not required. Unreliable speed actions Emergency Evacuation task sharing ** Complete Safety Briefing and Unreliable Speed review and Emergency Evacuation task sharing only for the first flight of the day. For transit flights, differences only such as MSA, revised accln alt and SID/EO SID/R/W Hdg etc. and review Pitch and N1 setting for T/O WT and CONFIG in case of unreliable speed.

ECAM STS Page

Check on E/WD

V1, V2 on PFD

PLAN mode ND Jeppesen Charts PNF X check CFP ND

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OPERATIONS - NOTICE
APPROACH BRIEF Miscellaneous Aircraft Technical STATUS MEL / CDL NOTAMS, Weather (Visibility. Cloud Base, SPECI) Fuel Runway, condition, expected approach

STS page Approach minima

Extra fuel / time, Min EFOB for diversion (Crosscheck CFP), Landing FUEL PRED weight page Descent TOD FPLN page STAR chart label (summary description), MSA, HOLD (entry, MHA, Chart Speed) Radar vectors / DME Arc FPLN Constraints ND PLAN mode Approach Approach type : Follow Jeppesen Template Chart No date, Freq, Jeppesen chart Ident, Inbound Crs, [RAD NAV Pg] 4 DME/FAF Alt [FPLN Pg], MDA/DH [PFD], Airfield Elevation[Xcheck Press. AUTO], threshold elevation and crossing altitude, highest obst, Notes, Cautions, plate alt, intercept DME, GS angle / Flight Path angle, MAP, PAPI, ALS, Missed Appr proc, Visibility requirement for GS out with ALS / without ALS). Approach strategy Decelerated or Stabilised In case of NPA specific bfg: Use of AP, Strategy, Laterally managed vertically selected, speed constraint on ND, altitude deviation callout by PNF, once visual AP Off, FD Off, runway track. Review actions for GA / Wind shear GA / wiper / rain repellant / Stall if any such condition is anticipated. RADNAV Arrival Station to be manually tuned on PF side RADNAV GENERAL Auto brakes, Reverse usage, Conf. 3/Full Runway length and width available, expected exit Taxi route SET Note: After approach briefing, review ALA Risk Awareness Tool LVO briefing is available on board. STANDARD PF/PNF CALLS AND RESPONSES As per FCOM-PRO-NOR with the Exception of: PF HIGH SPEED

PNF ONE 100Kts

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OPERATIONS - NOTICE
APPROACH AND LANDING RISK AWARENESS TOOL Elements of this tool should be integrated, as appropriate with the standard approach briefing prior to the TOD to improve awareness of factors that can increase the risk of an accident during approach and landing. The number of warning symbols ( ) that accompany each factor indicates a relative measure of risk. Generally, greater the number of warning symbols that accompany a factor, the greater the risk presented by that factor. Crew should consider carefully the effects of multiple risk factors, exercise appropriate vigilance and be prepared to conduct a go-around or a missed approach Flight Crew Long duty period................................................................................................ Airport Services and Equipment No approach radar service..................................................................................... No current local weather report.............................................................................. Unfamiliar airport or unfamiliar procedures.............................................................. Minimal or no approach lights or runway lights......................................................... No visual approach-slope guidance---e.g. VASI/PAPI..................................................... Foreign destination Possible communication/language problems................................................................. Expected approach Non precision approach Especially with step-down procedure or circling procedure..................................... Visual approach in darkness................................................................................... Late runway change.............................................................................................. No Published STAR.................................................................................................... Environment Hilly terrain or mountainous terrain........................................................................ Visibility restrictionseg. Darkness, fog, haze, IMC, low light, mist smoke....... Visual illusions-e.g. Sloping terrain, wet runway, heavy rain....................................... Wind conditions--- e.g. cross wind, gusts, tail wind, wind shear.................................. Runway conditionse.g. Wet, contaminated............................................................ Aircraft equipment No EGPWS..................................................................................................... No Radio altimeter........................................................................................... No windshear warning system.................................................................................... No TCAS..................................................................................................................

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AFTER COMMENCEMENT OF APPROACH, A GO-AROUND OR A MISSED APPROACH SHOULD BE CONDUCTED WHEN Confusion exists or crew co-ordination breaks down There is uncertainty about situational awareness Checklists are being conducted late or crew is task overloaded Any malfunction threatens the successful completion of the approach Unexpected wind shear is encountered EGPWS ATC changes will result in an unstabilised approach or Adequate visual reference are absent at DH or MDA

Failure to recognise the need for a missed approach and to execute a missed approach is a major cause of approach-and-landing accidents. ELEMENTS OF A STABILISED APPROACH All flights must be stabilised by 1000ft for ILS approach, FAF for Non-Precision and PAR approach and 500ft above airport elevation in visual approach. An approach is stabilised when all of the following criteria are met: 1. The aircraft is on the correct lateral and vertical flight path. 2. The aircraft is in the desired landing configuration 3. The thrust is stabilised, usually above idle, to maintain the target approach speed along the desired glide path. 4. No excessive flight parameter deviation. 5. Only small changes in heading/pitch are required to maintain correct flight path. 6. All briefings and checklist are conducted; FLIGHT PARAMETERS The PNF calls out if; 1. The speed becomes less than speed target -5 kts, or greater than speed target +10 kts. 2. The pitch attitude becomes less than -2.5, or greater than 10 nose up. 3. The bank angle becomes greater than 7. 4. The descent rate becomes greater than 1000 FPM. 5. Excessive LOC or GLIDE deviation occurs. 6. dot LOC; 1 dot GS

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COCKPIT AND CABIN ATTENDANTS COMMUNICATION SITUATION/SCENARIO Normal/routine situations. Arming/Disarming of doors Before take-off cabin secure Top of descent 5minutes before landing In turbulence when required to be seated. cabin attendants are COMMAND FROM THE FLIGHT DECK Cabin Attendants to your seats Cabin attendants Arm/Disarm all doors Cabin attendants to your seats for take-off, confirm cabin clearance. Cabin attendants to prepare for arrival. Cabin attendants to your seats for landing Cabin attendants, return to your seats, seat belts required. Cabin attendants seat belts not required, passengers please remain seated with your seat belts fastened. Cabin Attendants to your stations 1. Safe to remove oxygen mask. 2. Lead to the cockpit please. Lead to the cockpit please Or Press EMER call PB Cabin Attendants to your stations. Brace, Brace, Brace Evacuate, Evacuate Or Passengers and crew remain seated.

In order to release the cabin attendants in turbulence with precaution Emergency Situations Post Decompression scenario Emergency/Crew Incapacitation situation when the Lead is required in the flight deck. Ditching/Forced/Other Emergency landing (At 2000ft or 3 to 5 min. before landing). Ditching/Forced landing/Emergency landing (At 500ft or 1 min. before landing). Emergency Evacuation(Once the aircraft stops)

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04 May 11 IGO

BEFORE START COCKPIT PREP ...COMPLETED (BOTH) GEAR PINS and COVERS.... REMOVED SIGNS ............................... ON / ON ADIRS ..................................... NAV FUEL QUANTITY ........... ________KG TO DATA ................................. SET BARO REF ....... ________SET (BOTH) WINDOWS/DOORS..... CLOSED (BOTH) BEACON .ON THR LEVERS ..IDLE PARKING BRAKE .ON HF OVRD pushbuttonOVER RIDE AFTER START ANTI ICE .......................... AS RQRD ECAM STATUS ................. CHECKED PITCH TRIM ...............________SET RUDDER TRIM ....................... ZERO BEFORE TAKEOFF FLT CONTROLS... CHECKED (BOTH) FLT INST ..CHECKED (BOTH) FLAP SETTING CONF________(BOTH) V1. VR. V2/FLX TEMP_______(BOTH) ATC ........................................ SET ECAM MEMO ............... T.O NO BLUE
AUTO BRK MAX SIGNS ON SPLRS ARM FLAPS TO TO CONFIG NORM

APPROACH BRIEFING .....REVIEWED ECAM STATUS ...................CHECKED SEAT BELTS ............................... ON BARO REF........ _______SET (BOTH) MDA/DH ........... _______SET (BOTH) ENG MODE SEL ................ AS RQRD LDG LTS...._______ON LANDING CABIN CREW ................... ADVISED A/THR .......................... SPEED/OFF ECAM MEMO .............. LDG NO BLUE LDG GEAR DN SIGNS ON SPLRS ARM FLAPS SET -----------------------------------------LDG CLR...OBTAINED FOR RWY.. AFTER LANDING FLAPS .......................... RETRACTED SPOILERS ....................... DISARMED APU ................................ AS RQRD RADAR ........................... OFF/STBY PREDICTIVE WINDSHEAR SYSTEM..OFF NO PED ........................... AS RQRD PARKING APU BLEED ................................ ON ENGINES ................................. .OFF SEAT BELTS ............................ ..OFF EXT LT .........................AS RQRD FUEL PUMPS.... AS RQRD PARK BRK & CHOCKS.................. ON
HF OVRD pushbutton.. ..... NORMAL

------------------------------------------TAKEOFF BRIEFING.. REVIEWED CABIN CREW ................... ADVISED ENG MODE SEL ................ AS RQRD PACKS ............................. AS RQRD AFTER TAKEOFF/ CLIMB LDG GEAR ................................ UP FLAPS ......................... RETRACTED PACKS ..................................... ON ------------------------------------------BARO REF ...... ________SET (BOTH) LDG LTS.________RETRACTED

Consider HEAVY RAIN SECURING THE AIRCRAFT ADIRS ..................................... OFF OXYGEN ................................... OFF APU BLEED ............................... OFF EMER EXIT LT..OFF NO PORTABLE / ELEC DEVICE...OFF APU AND BAT..OFF Consider COLD WEATHER

EMERGENCY EVACUATION REFER TO 7.00

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EMERGENCY EVACUATION
AIRCRAFT / PARKING BRK ........................................................ STOP/ ON ATC (VHF 1) ............................................................................... NOTIFY CABIN CREW (PA) ......................................................................... ALERT

P (only if MAN CAB PR has been used) ................................ CHECK ZERO

If not zero, MODE SEL on MAN and V/S CTL FULL UP. ENG MASTER (ALL) .......................................................................... OFF FIRE Pushbuttons (ALL: ENG and APU) ............................................. PUSH AGENTS (ENG and APU)............................................................. AS RQRD If Evacuation required

EVACUATION ............................................................................ INITIATE If Evacuation not required

CABIN CREW and PASSENGERS (PA) ............................................. NOTIFY

GOLDEN RULE AVIATE NAVIGATE COMMUNICATE MANAGE FORDEC-COCKPIT DECISION MAKING FORDEC F- Facts ascertain the facts O-Options-Evaluate R-Risk-Analyze D-Decision-Make E-Execute Decision C- Cross Check the above NITES-COCKPIT & CABIN COORDINATION NITES N Nature of problem - Explain I Intention - Communicate T Time to land Give estimates E Evacuation required/ Not required Inform S Safety / Security Re-assess

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OPERATIONS - NOTICE
Appendix A IEM TO OPERATIONS NOTICE 4 D REASON FOR ISSUE Standard Operating Procedures are laid down in FCOM-PRO-NOR, Operations Manual Parts A and B, and in Operations Notice 4 series. The purpose of this Appendix to the Operations Notice 4 (series), is to provide IEM (Interpretive and Explanatory Material) for providing clarifications and amplifications to the meaning of IGO SOPs, and to address specific observations noticed in line operations. Due to the different backgrounds of pilots who have joined IndiGo in recent months, there is a need for standardization and strict adherence to IGO SOPs. Either Operations Notice 4 series or the IEM that forms Appendix A may be revised together or separately, as circumstances dictate. COCKPIT PREPARATION Armrest Position - Most pilots do not make optimum use of the inner armrests (up or down) in flight. A clarification has been sought from Airbus and an instruction on this is likely to be included in the FCTM. As of now, this is left open to the choice of the aircrew. ND Brightness Control Knob - The outer knob controls the brightness of both, weather radar image and GPWS terrain display. It is always to be kept turned fully clockwise. Crew must avoid putting this to DIM position after the last flight of the day/duty. FUEL CTR TK PUMPS - Our airline fleet is no longer affected by FUEL CTR TK PUMPS LO PR caution on ground or in flight when the center tank is empty. For normal operations CTR tank pumps are to remain ON/AUTO. In case FUEL CTR TK PUMPS caution is triggered in flight, instructions as laid down in the FCOM are to be applied. Insertion of STARS into FPLN - Pilots tends to insert the expected STAR at destination into the FPLN during initial FMGC programming at the time of departure. Ideally, the STAR should be inserted when assigned by the destination ATC. The primary FPLN should be VOR-VOR as the legal ATC clearance is valid from VOR to VOR. At the same time, optimum fuel planning cannot be crosschecked unless a realistic route is programmed into the FMGS since the CFP only depicts trip fuel from VOR to VOR and thus the actual fuel requirement when the STAR is assigned is not known. Good airmanship is to be exercised in this regard with the following objectives: Ac must not deviate from the airway unless allocated a STAR for arrival or given vectors by ATC. Realistic fuel figures must be crosschecked with the help of the FMGS.

To summarise, the PF may insert the STAR for realistic fuel calculation, but must not leave the airway unless the ac is cleared for arrival via the STAR. The pilot may leave a discontinuity at the transition point to ensure this. Either of the two techniques; Inserting STAR or NOT inserting STAR is acceptable as long as good airmanship is applied in this regard. AFTER START Some confusion has been observed amongst crews regarding the After Start procedure/flows.

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The PF completes the after start FLOW by checking the STATUS (absence of STS reminder on the upper ECAM or, if STS displayed, by pressing the STS key and review of the Status page). Then: Once Status is satisfactory, PF asks the ground technician to disconnect and then asks for the After Start checklist. Once the After Start checklist is complete, both pilots conduct their Flight Control checks. PNF on PFs command requests taxi clearance (this can be requested before the Flight Control check, however the brakes are not to be released till the Flight Control check is complete). PF verifies that the technician is displaying the NWS pin (after push back) and gives thumbs up for taxi. PF releases brakes to taxi.

TAKE-OFF Co-ordination of ECAM actions after take-off and strategy in case of Engine failure / fire The PNF is to continue with the Primary ECAM actions in case of engine failure /damage / fire, until putting engine master OFF / discharge of first agent / discharge of second agent respectively. In cases where the PNF has completed actions of securing the engine (as applicable to the failure), before the OEI acceleration altitude (normally 1500 AGL), PNF is to stop ECAM and assist the PF in requested tasks. If acceleration altitude is reached before engine is secured, primary ECAM actions will be continued by PNF till engine is secured (while accelerating) OEI acceleration altitude (min and max) computed vide Company RTOW charts is valid only for straight climb after take-off. Unless an EOSID exists, the aeroplane is to be flown along the runway heading for initial climb to a safe altitude for all cases of Engine failure on take-off. ATC is to be informed accordingly.

APPROACH & LANDING Flap 3 landing - There appears to be a general hesitation amongst pilots to carry out Flap 3 landings. The cost advantage of Flaps 3 landing V/S Flaps Full as 08 KG per landing. This is significant given the number of fleet wide landings conducted daily. Hard landing - Pilots should cater for variations such as a steeper Glide Slope angle, sloping runways, higher TAS at higher elevations r/ws (eg. VOBL, VNKT, VISR), prevalent winds etc. to achieve safe and correct landings. In addition, while carrying out a Cat I ILS, pilots must go visual at the MDA. The pilot must now follow a visual profile which could include a combination of maintaining the ROD and PAPI indications with minimum change in attitude, heading for the aiming point to make good a touchdown in the stipulated touchdown zone. GA with OEI - MDA for an approach caters for obstacle clearance during go-around with all engines or with OEI. In cases of a Go Around with OEI (at or above MDA), the published missed approach procedure is to be followed unless specified otherwise. There is no need to follow the EOSID in this condition unless specifically mentioned. Use of alternate brakes without Anti-Skid function - Airbus documentation gives different information at different places. FCOM DSC-32-30-10 P 6/8 mentions that brake press is automatically limited to 1000 psi, however QRH 29.03 has not been modified and still Page 23 of 28

OPERATIONS - NOTICE
mentions the need for pilot to regulate brake press to 1000psi. It is clarified that the pilot needs to monitor brake pressure in all such cases. TAXI PROCEDURE High speed exits can be taken no faster than 50 kts (Dry surface) ground speed as displayed on the ND.

PARKING Line observations have revealed some confusion about the correct parking flows at IGO. These notes below amplify the Parking flow and SOP: PF: stops a/c and sets Parking Brake Shuts down Engine 1, then 2 As DOOR page appears (confirmation of engines shutting down), turns Beacon OFF Announces Cabin Attendants, disarm all doors Once all doors are disarmed, sets Seat Belt switch OFF Once Chocks in position, AND at least one CABIN door open, releases Parking Brake. Calls for Parking checklist. MISCELLANEOUS CARBON BRAKES AND THE USE OF AUTO BRAKES IndiGo aircraft are fitted with Messier Bugatti carbon brakes and the brake wear is largely dependent on the parameters specified by the manufacturer. Line observations and actual brake wear data reveal that pilots are using incorrect braking technique. Main parameters affecting brake life are: The number of applications, and Carbon disc temperature.

In order to improve carbon brake efficiency; Reduce the number of brake applications. Do not tap brakes. Apply one steady application to decelerate to the correct speed and release. Do not ride the brakes. Carry out single engine taxi. Use auto brakes (as it is a single application)

Carbon Disc Temperature- The temperature displayed on the ECAM WHEEL page is not the actual disc temperature but lower than the actual temperature. In order to decrease the brake wear, the brakes have to be either cold or hot. In the mid-range of temperature, the brake wear is the highest. The brake wear increases from indicated brake temperature of 80 deg C , peaks at 170 deg C and begins reducing significantly around and above 250 deg C indicated brake temperature. Thus turning brake fans on after landing if the Brakes Hot light comes on, cools the brakes to below 250 deg C, into a zone where brake wear is increased.

APPROACH GATES Decelerated ILS approaches are recommended. While carrying out a decelerated approach, the following performance markers are recommended at each gate in order to be stabilized by 1000ft AAL. Page 24 of 28

OPERATIONS - NOTICE
GATE 1- Aircraft speed Maximum Green Dot below 3000ft AAL and or 15 NM from the station, in no case above 210 kts if GREEN DOT is lower. GATE 2- Glide slope alive, maximum speed 180 kts, Minimum CONFIG 1. GATE 3- Established on glide slope, Maximum speed 160kts, Minimum CONFIG 2. GATE 4- 1500ft AAL, Maximum speed 160 kts, Minimum CONFIG 2 and Landing gear down. GATE 5- 1000ft AAL, STABALIZED.

Note: The above is not a procedure for selection of configuration or speed but are performance markers which are recommended. The crew may use different flying techniques to achieve them as conditions warrant. PNF will be the pilot monitoring (PM). PM will be responsible for highlighting all deviations from SOP and alerting the PF. The PM will also ensure that in case of a deviation from SOPs the PF responds suitably and takes corrective action. Both pilots are responsible for the safe conduct of a flight.

R/T DISCIPLINE Crew are expected to maintain R/T discipline and use correct R/T phraseology. Maintain decorum. Be alert for similar callsigns and callsign confusion. It is emphasized that an active ATC frequency is not to be used for non ATC communication. Crew are required to change to the air to air frequency 128.95/123.45/company frequency for all non ATC/personal communication.

Mayday / Pan Call in an emergency situation with a/c on ground ICAO Annex 10 Vol II para 5.3.1.1 deals with radiotelephony procedures related to Distress and urgency messages. This does not differentiate between distress conditions on ground or in air. In this light, it is acceptable to transmit such messages when faced with emergency situations on the ground. FCU Setting Procedure - Most pilots tend to set the FCU by looking at the digital FCU display. Ideally the FCU should be set by reference to the PFD/ ND. SIMULATOR TRAINING During ABN/ EMERGENCY situations, there is a tendency for the PF (both Capt and FO) to ask the PNF to set up the MCDU and to ask the PNF to also brief for the approach/recovery. This results in the PF trying to fly the a/c, as also keeping an eye on the box prep, and offering corrections/ suggestions along the way. This is against the Airbus Golden Rule One head up at all times and also defeats the Task Sharing between PF and PNF. It is recommended that unless the situation does not permit, the PF should prepare and brief for the approach himself.

COST-CONSCIOUS FLIGHT OPERATIONS

As competition in the airline industry increases, and particularly as we compete with established international low-cost airlines, our profitability and possibly even our survival will depend on disciplined, consistent and long-term control over our costs. Pilots can play a major role in this in the manner in which we operate our aircraft every day. While it bears repeating that safety must never be compromised in this endeavor, there are several specific actions we can take on each flight to make our operation more cost efficient. Page 25 of 28

OPERATIONS - NOTICE
The purpose of this study is to bring to your attention the cost benefit of each of these measures, so as to highlight the enormous impact on cost that even simple actions on your part on each flight can bring to the bottom line. In the following cost benefit analysis, the following have been assumed: - Average fleet strength of 64 A320 aircraft - 11100 departures per month. - 21000 flight hours per month. - Average flight time of 1:30 (90 minutes) - Average fuel price of Rs70/kg - Average TOW -68000kgs - Exchange rate considered: Rs54/USD Operational Actions Recommended Cost Saving (KG of Fuel per flight) 10 Kg Fleet Cost Saving (Rs per month) 77 Lakh 70 Thousand 11 Crore 42 Lakh 05 Crore 12 Lakh Fleet Cost Saving (Dollars per month) $143 Thousand $2 Million $ 950 Thousand $1 Million 300 Thousand Fleet Cost Saving (Rs per year) 09 Crore 32 Lakh 137 Crore 61 Crore 84 Crore Fleet Cost Saving (Dollars per year) $1 Million 700 Thousand $ 25 Million $ 11Million 400 Thousand $ 15 Million 500 Thousand

S. No.

Cost Saving Measure Flaps 1 Vs Flaps 3 Take-off Cost Index climb Vs 280/320/.80 Optimum Altitude Vs 2000 ft lower FMGS computed cost index continuous descent Vs .80/320/280 Efficient energy management timely selection of flaps and gear with idle thrust Vs 1 minute level flight with Gear down and Flaps Full Flap 3 landing Vs Flap Full

2 3

147 Kg 66 Kg

90 Kg

07 Crore

200 Kg

15 Crore 50 Lakh

$2 Million 800 Thousand

186 Crore

$ 34 Million

08 Kg

62 Lakh

$115 Thousand

07 Crore 45 Lakh

$ 01 Million 380 Thousand

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OPERATIONS - NOTICE
Cost Saving (KG of Fuel per flight) 15 Kg Fleet Cost Saving (Rs per month) 01 Crore 16 Lakh 02 Crore 33 Lakh 77 Lakh 70 Thousand Fleet Cost Saving (Dollars per month) $215 Thousand $431 Thousand 28 Crore Fleet Cost Saving (Rs per yea r) 14 Crore Fleet Cost Saving (Dollars per year) $ 02 Million 590 Thousand

S. No.

Cost Saving Measure Idle Reverse Vs Max Reverse (Using more brakes for deceleration) SET IN for 5 minutes Vs 2 engine taxi Delayed APU Start after landing 5 minutes less use APU shutdown once GPU connected at the stand- 30 min less APU use 01 min direct routing
Total Cost Saving per month if 100Kgs saved per flight

30 Kg

$ 05 Million 518 Thousand $ 01 Million 726 Thousand

10 Kg

$144 Thousand

09 Crore 32 Lakh

10

60 Kg

80 Lakh 64 Thousand 03 Crore 10 Lakh

07 Crore 77 Lakh

$150 Thousand

09 Crore 67 Lakh 37 Crore 29 Lakh

93 Crore 24 Lakh

$ 01 Million 792 Thousand $ 06 Million 906 Thousand

$17 Million 266 Thousand

11

40kg

$575 Thousand
$01 Million 438 Thousand

100 Kg

Current Operational Trends: Current Trend achieved by IndiGo 97.3% 96.5% 23.3% 86.4% Good compliance 21.4% 2.6% 95.15

S .No

Cost Saving Measure

1 2 3 4 5 6 7 8

Flaps 1 Vs Flaps 3 Take-off Cost Index Vs Fixed Mach Flap 3 landing Vs Flap Full Idle Reverse Vs Max Reverse (Using more brakes for deceleration) SET IN APU Usage for more than 02 min (before shutting down engine) APU usage more than 3 min after engine start Thrust Reduction<800ft

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OPERATIONS - NOTICE
As you can see, given the number of flights we operate, and which will only increase in the years ahead, even small measures taken by you on each flight have an enormous impact on cost. You are encouraged to use this as a guide to operate your aircraft safely, yet more efficiently. Setting a personal target of saving 100 KG per flight will sharpen your own awareness as a professional aviator and help considerably in keeping us successfully in business as an airline.

CAPT. SALEEM ZAHEER (Vice President Flight Operations)

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