SOME FACTS ABOUT FLYING

HAVE YOU EVER watched a balloon as it slowly meandered upward into the sky?

The balloon is able to fly because the air within it is lighter than the surrounding air—just set it free and it’s off.

Many people think quite differently about airplanes, however. Knowing that these machines are clearly heavier than air, they might wonder what exactly keeps an airplane in the sky. And they might fear that any airplane might just fall out of the sky. In fact, to some people, airplanes seem more at peace sitting on the ground than they do in the air.

Perhaps during a recent flight you found yourself worrying about some of the following:

  • A wing might fall off
  • One of the engines might stop
  • Turbulence might make the plane tip over and lose control
  • The plane might fall from the sky and crash

If so, this page will help you understand some basic principles of aircraft flight. You’ll learn that many fears are unfounded, and that some feared events not only are improbable but also are not as dangerous as might be believed.

Although aerodynamics is a very complicated topic, one simplistic statement sums up the basic principle of flight: An airplane stays up because its wings push the air down.[1] This is called “lift.” An airplane generates lift, however, only when it is moving. This is completely different than a lighter-than-air balloon. It’s also common sense, because we all know that parked airplanes—even taxiing airplanes—are not flying. An airplane flies only when it builds up enough speed in the take-off run. At take-off, the wings have sufficient airspeed to “push down” hard enough on the air to overcome the airplane’s weight.

But this is not the whole story.

It’s a common mistake to confuse an airplane’s ability to fly with the need for an engine to push or pull it through the air. Consider that gliders can stay aloft for hours riding rising air currents, but if a glider is towed aloft and finds the air not good for sailing, it turns around and glides back down to the airport. The principle here is this: Altitude can always be “traded in” for airspeed.

The same thing is true for regular airplanes. Even with all the engines stopped an airplane can glide back down. Of course, it won’t glide as well as a sailplane, and it can’t climb in an updraft, but it won’t fall like a rock either. Its altitude will be traded for airspeed, and the airspeed will generate enough lift to fly it back down to the ground for a safe landing.

You can also be rest assured that pilots are specifically trained to fly an airplane with any number of engines—including all of them—not working. (And on jets, if an engine catches fire, built-in fire extinguishers will put out the fire.) Getting back to the ground after an emergency might be scary, but you will likely survive.


Turning Flight
Many people become frightened when an airplane makes a steep turn. Usually, passenger aircraft keep their turns shallow for just this reason, but sometimes, especially on take off, noise abatement regulations require a sharp turn to avoid noise-sensitive areas on the ground.

In this regard, it’s important to know that an airplane does not turn with its rudder, like a boat in the water; it must bank its wings to turn. Aerodynamically, the wings must generate some extra lift to pull the plane around in the turn; this extra lift generates a considerable centrifugal force. Pilots often describe this as pulling +Gz. This force is measured in units of gravity, so a moderately steep 2G turn draws as much force as twice the pull of gravity. So you, as a passenger within the turning airplane, will feel pulled down into your seat as a result.

This is not a sign that the airplane is about to tip over, as some people fear. An airplane can bank as much as it wants. The airplane can actually fly quite well when it is upside down (although any cabin items and passengers that are not securely fastened down will have problems). In fact, aerobatic pilots have flown aerobatics just for fun—take great delight in flying upside down (inverted flight), on edge (knife-edge flight), and going all the way around (a roll).


Sounds of Flight

Many strange sounds that occur during the course of a flight can be disturbing if you do not know what causes them. The following are a few sounds you might try to recognize:

  • Just after take-off the landing gear will be retracted, causing a thumping sound.
  • You might also hear a whirring sound as a motor retracts the flaps and spoilers. (These are made to stick out of the back of the wings in order to add extra lift on take-off and to help slow the airplane on descent.)
  • You might hear the engines throttle back when leveling off for cruise.
  • You might hear whirring sounds as flaps and spoilers are extended for descent and landing.
  • Finally, before landing, you will hear thumping as the landing gear comes down.

After reading this article, hopefully you will enjoy your flight more and not worry about various noise and turns. If you still feel something is beyond your understanding ask your crew to explain.

FRONT OFFICE EXECUTIVE- JOB DESCRIPTION

Position Summary

Accommodates guests of hotel by greeting, performing guest transactions, answering the telephone, operating necessary front office equipment, etc. to ensure high-quality guest relation.

Technical or Administrative Knowledge

  • Must be able to add, subtract, multiply and divide.
  • General knowledge of computers.
-

Special Skills and/or Abilities

  • Excellent interpersonal communication and customer service skills.
  • Maintains professional appearance and demeanor at all times.

Job Description (continued) Essential Functions include but not limited to the following –

  • Greets, registers, and assigns rooms to guests.
  • Issues room key to guest.
  • Responsible for proper key control and other security measures.
  • Answers telephone in absence of telephone operator.
  • Transmits and receives telephone messages and sets up guests’ wake-up calls.
  • Date stamps, sorts, and racks incoming mail and messages.
  • Answers inquiries pertaining to hotel services, registration of guests, shopping, dining, entertainment, and travel directions.
  • Keep records of room availability and guests’ accounts. Operates the front office computer system. Makes photocopies if needed.
  • Computes bill, collects payment, and makes change for guests.
  • Makes and confirms reservations.
  • Posts charges such as room, food, liquor, or telephone, to guest folio.
  • Makes restaurant, transportation, or entertainment reservations for guests
  • Deposits guests’ valuables in hotel safe or safe deposit box.
  • Checks out guests and inquires about their stay.
  • Promotes and supports Brand Voice and Brand initiatives such as Priority Clubs and Associate Programs.
  • Actively builds awareness of the Brand to guests.
  • Provides and ensures high-quality guest relations. Receives and resolves guest complaints in a manner consistent with company policy. Makes Manager on Duty aware of any guest complaints.
  • Maintains the desired levels of quality assurance ratings, including guest comment cards, accounting audit and inspection scores.
  • Confers and cooperates with other departments as needed to ensure coordination of activities.
  • Works toward a 90% walk-in conversion rate goal.
  • Ensures Inn compliance of all company policies and procedures.
  • Adheres to all safety procedures and informs management of any unsafe conditions.
  • Attends meetings and training as requested.

Other duties may be assigned based on company needs.

GUEST RELATION OFFICER (HOTELS) – JOB DESCRIPTION

Front Office (Hotels)- Guest Relations Officer- Job Description

Key Responsibilities

  • Plan and coordinate the provision of friendly, efficient services to guests
  • Schedule activities for guests
  • Plan and coordinate all promotional activities targeting clients
  • Trace relevant statistics about clientele
  • Coordinate and supervise all activities for guests
  • Assist with check-ins / check-outs of clients
  • Greet Guests upon arrival
  • Assist guests with airline bookings and reconfirmation’s
  • Assist all departments in being receptive to the needs of guests
  • Assist staff with language and culture
  • Attend recreation activities when necessary
  • Plan and conduct group and function rundown meetings
  • Assist in any other duties when required by the Front Office Manager
  • Assist with translations (information: guest directory; menus etc.) as required
  • Provide feedback from Guests to Front Office Manager for action

Occupational Health and Safety Responsibilities

  • Demonstrate Awareness of policies and procedures and ensure all procedures are conducted safely and within the guidelines
  • Be aware of duty of care and adhere to occupational, health and safety legislation, policies and procedures
  • Be familiar with property safety, first aid and fire and emergency procedures and operate equipment safely and sensibly
  • Initiate action to correct a hazardous situation and notify supervisors of potential dangers
  • Log security incidents and accidents in accordance with hotel requirements

Key Competencies and tasks

Taking Responsibility

  • Strive for constant improvement and take responsibility for your own performance
  • Adhere to InterContinental Hotel Group Corporate Code of Conduct
  • Adhere to Hotel Handbook and general policies and procedures
  • Adhere to Front Office Policies and Procedures
  • Report problems to Management with suggestions for resolution

Understanding My Job

  • Clarifies own job responsibilities and looks for opportunities that will increase skills and job knowledge
  • Understands how their role fits with others and contributes to the success of business
  • Understands the hotel’s facilities, products and services
  • Provides information when requested and promotes hotel’s services, facilities and special events
  • Implements department procedures and policies as needed

Customer Focus

  • Build and maintain positive relationships with all internal customers and guests in order to anticipate their needs
  • Anticipate guest needs, handle guest requires, and solve problems
  • Create a positive hotel image in every interaction with internal and external customers
  • Adhere to hotel brand standards
  • Maintain a high level of product and service knowledge in order to explain and sell services and facilities to guests
  • Assist guests and escort them to locations within the hotel at their request
  • Maintain knowledge of special programs and events in the hotel in order to recognize and respond to guests

Teamwork

  • Demonstrate cooperation and trust with colleagues, supervisors, teams and across departments
  • Communicate well to ensure effective shift hand-overs
  • Actively participate in organized meetings
  • Interact with department and hotel staff in a professional and positive manner to foster good rapport, promote team spirit and ensure effective two way communication

Adaptability

  • Be open to new ideas and make changes in the job and routines as required
  • Work in line with business requirements
  • Complete tasks as directed by Management

Developing Self

  • Develop / update skills and knowledge (internally or externally) to reflect changed technology or changed work requirements
  • Seek feedback critical on areas of shortfall
  • Maximize opportunities for self development

Reliability

  • Ensure that your work quality meets the standards required and complete tasks in a timely and thorough manner with minimum supervision
  • Follow standards, policies and procedures
  • Meet hotel attendance and grooming standards

Cultural Awareness

  • Work effectively with customers and colleagues from different viewpoints, cultures and countries

INDIAN HOTEL INDUSTRY

The hotel industry in India thrives largely due to the growth in tourism and travel. The emergence of budget hotels in India to cater to the majority of the population who seek affordable accommodation has also materialized into an effective driver for growth. This sector will benefit due to certain Government regulations that will steer this sector towards further growth.

Hotel Industry in India 2011 begins with an overview of the travel and tourism industry in India – providing the market size and growth as well as an indication of the foreign exchange earnings by the sector. This is followed by an overview of hotel industry. This provides an introduction to the Indian hotel industry and covers the market size and growth of luxury hotels as well as the market segmentation of the hotel rooms operational in India. The various types of hotels in India based on services provided are also highlighted. Furthermore, it covers the primary consumer base for this space. Additionally, it highlights the occupancy rates prevalent in the market.

An analysis of the drivers reveals the factors for growth of the market and includes growth in tourism, opening of the aviation sector, emergence of budget hotels, shortage of hotel rooms and major events. India being a land of rich natural diversity has consistently been on the tourists’ radar and tourism has been on a growth trajectory. India is presently considered a provider of low cost medical treatments, which has led to the development of India as a destination for medical tourism. These factors have contributed to the growth of tourism which is a powerful driver for growth of the hotel sector. The opening up of the aviation sector has provided the needed thrust.

The growth would primarily be driven by the rise in domestic tourists. The growth in domestic tourist arrivals can be attributed to the rise in both leisure and business travellers. The growth in leisure travelers would be driven by the rise in personal discretionary income, the higher usage of credit cards, the popularized weekend vacation culture and the growing number of multiple earner families. The increase in business travellers can be attributed to the growing trade and commerce, the increasing number of Meetings-Incentives-Conferences-Exhibitions (MICE) destinations, the increasing number of multi-national companies setting up their base in India and the improvement in air, road and rail connectivity.

Major players diversifying into the mid-market segment to develop budget hotels has also been an added driving force. Such hotels are constructed to tap prospective consumers who seek stay at affordable price. International companies are increasingly looking at setting up such hotels. Imbalance in increase in tourists both domestic and foreign not been supported with equal number of rooms is a latent source of opportunity for growth. Additionally, the rise in major events being organized in India has also posed as a chief driver for the sector. However, the sector is also facing certain challenges. Factors such as socio-political concerns, lack of infrastructure and increasing operating costs pose as barriers to the growth of this sector.

The major trends identified in the market include entry of foreign players, franchising model of operation and special services for female guests. This sector is also affected by certain Government regulations such as the setting up of Hospitality Development and Promotion Board, changes in the taxation system as well as tourism enhancement.

HIERARCHY OF FLIGHT CREW

Hierarchy of Flight Crew

Hierarchy varies from one airline to the other. Aircraft Crew is divided into two groups- Cockpit Crew and Cabin Crew.  As an Aircraft Crew, there is a captain/ Pilot/ Commander, a first officer/ Co- Pilot, possibly a second officer (or another first officer) in the cockpit then a senior cabin crew member (different airlines use different designators) and other junior crew in the cabin. Depending on the airline, more senior crew is in charge of a particular class of travel, than junior cabin crew. Allocation of crew also depends on the size and configuration of an aircraft.

Some airlines rank crew working in the premium cabins higher, some even pay them more.  Other airlines don’t.  British Airways for example have two grades of main crew.  Grade Ones work in First, Grade Twos work in Club World, World Traveller and World Traveller Plus. Quite often, the Grade Ones may well in fact be junior to many Grade Twos.  Many Grade Ones will opt to work in economy over First if there are enough Grade Ones.  Club World can also be left to the most junior of the Grade Twos, depending on the loads and destination.

It is better to classify it according to specific airlines to be truly accurate with the term/ word they use for hierarchy levels.

Hierarchy of Cockpit Crew:

  • Captain/ pilot/ Commander
  • Possibly another Captain (Bigger Aircrafts)
  • Senior First Officer/ Co- Pilot
  • Possibly another SFO, or FO (Bigger Aircrafts)
  • Observers/ Engineer

Hierarchy of Cabin Crew:

  • Cabin Service Director (Bigger Aircrafts/ long Hauls)
  • Purser/ Inflight Manager/ Check Hostess/ Inflight Supervisors
  • Grade One crew
  • Grade Two crew
  • Air Hostess/ Stewards (if there is no grading)
  • Trainees

All Cabin Crew reports to their Base Manager headed by the Head Inflight at the base station.

DUTIES AND RESPONSIBILITIES OF CABIN CREW

Cabin crew are also known as Flight Attendants, Air Hostess, Flight Stewards or even trolley dolly’s! They are primarily on board an aircraft for the safety and welfare of the passengers and secondly for their comfort. If there were no services of food or drink during a flight, there would still have to be a minimum presence of cabin crew for safety, which is a legal requirement.

Because cabin crew members are the face of the airline they are expected to excel in customer service and always remain friendly, approachable and enthusiastic with a good sense of self-presentation. The role of cabin crew can be physically demanding and you must be prepared to be flexible to work any day of the year. This does however give you a perfect opportunity to get away from the repetitiveness of a normal 9 to 5 job! Cabin Crew can encounter many different situations whilst working on board an aircraft and must be an excellent team player with the ability to work on their own initiative using quick thinking and organizational skills.

Main responsibilities

The cabin crew then has to greet the passengers as they board the aircraft, direct them to their seats and ensure that the entire luggage is safety stored away in the overhead cabins. Once all the passengers are on board then the cabin crew demonstrate the emergency procedures whilst the plane is preparing for take off.

During a flight the crew members assist passengers, make calls on behalf of the captain and serve food, drinks and sell duty free goods.

In case of emergencies, cabin crews are there to reassure passengers so that they follow the correct emergency procedures. The crew may have to deal with several emergencies such as cabin fires or first aid situations.

At the end of a flight cabin crew members are there to make sure that passengers disembark the aircraft safely. The crew members are then asked to complete a written report that records all details of the flight. For instance; duty free sales, food and drinks sales, any unusual incidents and customs and immigration documentation.

Typical work activities

Tasks may vary slightly depending on whether it is a short or long haul flight and the size of the team you are working in. However, they typically include:

  • Attending a pre-flight briefing, during which air cabin crew are assigned their working positions for the upcoming flight (crew are also informed of flight details, the schedule and if there are passengers with any special requirements, such as diabetic passengers, passengers in wheelchairs or the number of infants on board);
  • Carrying out pre-flight duties, including checking the safety equipment, ensuring the aircraft is clean and tidy, ensuring that information in the seat pockets is up to date and that all meals and stock are on board;
  • Welcoming passengers on board and directing them to their seats;
  • Informing passengers of the aircraft safety procedures and ensuring that all hand luggage is securely stored away;
  • Checking all passenger seat belts and galleys are secure prior to rake-off;
  • Making announcements on behalf of the pilot and answering passenger questions during the flight;
  • Serving meals and refreshments to passengers;
  • Selling duty-free goods and advising passengers of any allowance restrictions in force at their destination;
  • Reassuring passengers and ensuring that they follow safety procedures correctly in emergency situations;
  • Giving first aid to passengers where necessary;
  • Ensuring passengers disembark safely at the end of a flight and checking that there is no luggage left in the overhead lockers;
  • Completing paperwork, including writing a flight report.

Once Recruited As A Cabin Crew Member

Once you have been successfully accepted by an airline to work as a cabin crew member you will have to complete a mandatory 4-6 week training course, which is governed by the Civil Aviation Authority and the European Joint Aviation Authorities. This training course is called SEP (Safety & Emergency Procedures) the SEP training is paid for by the airline plus you will also get your first month’s wages. During this time you will be trained on:

  • Aircraft Evacuation
  • Ditching (landing on water)
  • Decompression
  • Fire Fighting
  • Passenger Management
  • Security Related Issues
  • Extraordinary Situations
  • First Aid
  • Survival

Some of this training can be conducted within different simulators to practice the drills and procedures needed to deal with different types of emergencies. Because this training is extremely expensive it is only offered to people recruited as cabin crew, however there are airline recognized training courses available, which would give you an excellent insight into what you can expect. For more information please see details of our Cabin Crew Training Programme. Once you have successfully completed the SEP training you will then be put on a probationary period from 3 to 6 months where your performance will be assessed by senior cabin crew and airline trainers. Also every cabin crew member has to undergo recurrent training every 12 months and be re-tested.

Responsibilities in details

Prior to each flight, flight attendants attend a safety briefing with the pilots and lead flight attendant. During this briefing they go over safety and emergency checklists, the locations and amounts of emergency equipment and other features specific to that aircraft type. Boarding particulars are verified, such as special needs passengers, small children traveling as unaccompanied or VIPs. Weather conditions are discussed including anticipated turbulence. Prior to each flight a safety check is conducted to ensure all equipment such as life vest, torches (flash light)_ _and firefighting equipment are on board, in the right quantity, and in proper condition and location. Any unserviceable or missing items must be reported and rectified prior to take off. They must monitor the cabin for any unusual smells or situations. They assist with the loading of carry on baggage, checking for weight, size and dangerous goods. They make sure those sitting in emergency exist rows are willing and able to assist in an evacuation and move those who are not willing or able out of the row into another seat. They then must do a safety demonstration or monitor passengers as they watch a safety video. They then must “secure the cabin” ensuring tray tables are stowed, seats are in their upright positions, armrests down and carry-ons stowed correctly and seat belts are fastened prior to takeoff. All the service between boarding and take-off is called Pre Take off Service.

Once up in the air, flight attendants will usually serve drinks and/or food to passengers. While performing customer service duties and when free, flight attendants must periodically conduct cabin checks and listen for any unusual noises or situations. Checks must also be done on the lavatory to ensure the smoke detector hasn’t been deactivated and to restock supplies as needed. Regular cockpit checks must be done to ensure the pilot’s health and safety. They must also respond to call lights dealing with special requests. During turbulence, flight attendants must ensure the cabin is secure. Prior to landing all loose items, trays and rubbish must be collected and secured along with service and galley equipment. All hot liquids must be disposed of. A final cabin check must then be completed prior to landing. It is vital that flight attendants remain aware as the majority of emergencies occur during takeoff. Upon landing, flight attendants must remain stationed at exits and monitor the airplane and cabin as passengers disembark the plane. They also assist any special needs passengers and small children off the airplane and escort children, while following the proper paperwork and ID process to escort them to the designated person picking them up.

Flight attendants are trained to deal with a wide variety of emergencies, and are trained in First Aid. Emergency training includes rejected Take Offs, emergency landings, cardiac and in-flight medical situations, smoke in the cabin, fires, depressurization, on-board births and deaths, dangerous goods and spills in the cabin, emergency evacuations, hijackings, water landings, and sea, forest, arctic, and desert survival skills.

Chief Purser

The Chief Purser (CP), Inflight Service Manager (ISM), Cabin Service Manager (CSM). The title associating with this crew member differs from airline to airline. These crew are mainly found on larger aircraft types and are in charge of the running of the cabin. They report when the cabin is secure for takeoff and landing, deliver on-board announcements, and any broken or missing emergency equipment items to the pilots after the preflight check. They generally operate the doors during routine flights as well as hold the manifest and account for all money and required paperwork and reports for each flight. 2-4 Senior Crew Members may also be on board the larger aircraft types. Chief Pursers are flight attendants who have been promoted through the ranks- Flight attendant → Senior crew member → Purser → Chief Purser. To reach this position the crew member must have had a mandatory amount of service years within the airline or airlines prior to changing airline. Further training is mandatory, and Chief Pursers typically earn a higher salary than flight attendants because of the added responsibility.

Purser

The Purser will, on board larger aircraft with multiple flight attendants, assist the Chief Purser and have similar roles and responsibilities. 2-4 Senior Crew Members may also be on board the larger aircraft types. Pursers are flight attendants or with similar job profile, typically with an airline for several years prior to application, and undergoes further training to become a purser, and normally earn a higher salary than flight attendants because of the added responsibility.

First Aider:

As a Job responsibility, a Cabin Crew should also be thorough in the following subjects for any medical emergency, which might arise once airborne:

(a) Physiology of flight including oxygen requirements and hypoxia;

(b) Medical emergencies in aviation including:

  • Asthma;
  • Chocking;
  • Heart attacks;
  • Stress reactions and allergic reactions;
  • Shock;
  • Stroke;
  • Epilepsy;
  • Diabetes;
  • Air sickness;
  • Hyperventilation;
  • Gastro-intestinal disturbances;
  • Emergency childbirth;

© Practical cardio – pulmonary resuscitation by each cabin crewmember having regard to the aero plane environment and using a specifically designed dummy;

(d) Basic first aid and survival training including care of:

  • The unconscious;
  • Burns;
  • Wounds; and
  • Fractures and soft tissue injuries;

(e) Travel health and hygiene including:

  • The risk of contact with infectious diseases especially when operating into tropical and sub-tropical areas. Reporting of infectious diseases protection from infection and avoidance of water-borne and food-borne illness. Training shall include the means to reduce such risks;
  • Hygiene on board;
  • Death on board;
  • Handling of clinical waste; and
  • Alertness management, physiological effects of fatigue, sleep physiology, circadian rhythm and time zone changes;

(f) The use of appropriate aircrafts equipment including first aid kits, emergency medical kits, first aid oxygen and emergency medical equipment.

Isn’t that quiet a handful!

MEDICAL ASSESSMENT

CLASS-II MEDICAL ASSESSMENT ( Applicable to Cabin Crew and Airport Ground Staff). Few of the same tests are also applicable for Hotel Staff.

These requirements are applicable for initial and renewal medical  examinations of Personnel holding PPL, SPL, GPL, Free Balloon Pilots, Flight Radio Telephone Operators. Ultra Light Aircraft Operators and Cabin Crew Attendants.

Once a Candidate clears all the interview rounds, these medical tests are advised and upon its clearance you become a proud employee.

PHYSICAL AND MENTAL REQUIREMENTS

The medical examination shall be based on the following requirements:-

  1. The applicant shall not suffer from any disease or disability which could render him or her likely to become suddenly or subtly incapacitated to the extent that the applicant is unable either to operate an aircraft safely or to perform his assigned dunes safely.
  2. The applicant shall have no established medical history or clinical diagnosis of:
    • a psychosis
    • alcoholism
    • drug dependence
    • any personality disorder, particularly if severe enough to have repeatedly resulted in over-acts; or
    • a mental abnormality, or neurosis of a significant degree; such as might render the applicant unable to safely exercise the privileges of the licence applied for or held, unless accredited medical conclusion indicates that in special circumstances, the applicant’s failure to meet the requirement is such that exercise of the privileges of the licence applied for is not likely to jeopardize flight safety. Such that exercise of the privileges of the licence applied for is not likely to jeopardize flight safety.
  3. The applicant should have no established medical history or clinical diagnosis of any mental abnormality, personality disorder of neurosis which, according to accredited medical conclusion, makes it likely that within two years of the examination, the applicant will be unable to safely exercise the privileges of the licence or rating applied for or held.
  4. A history of acute toxic psychosis need not be regarded as disqualifying provided that the applicant has suffered no permanent impairment.

EXAMINATION OF NERVOUS SYSTEM

The applicant shall have no established medical history or clinical of any of the following–

  1. A progressive or non-progressive disease of the nervous system, the effects of which according to accredited medical conclusion are likely to interfere with the safe exercise of the applicant’s licence and rating privileges;
  2. Epilepsy
  3. Any disturbance of consciousness without satisfactory medical explanation of the cause and which may recur.

#### INJURIES TO THE HEAD Cases of head injury and neurological procedures, the effects of which, according to accredited medical conclusion, are likely to interfere with the safe exercise of the applicant’s licence and rating privileges shall be assessed as unfit.

GENERAL SURGICAL EXAMINATION

The applicant shall neither suffer from any wound/injury nor have undergone any operation, nor possess any abnormality, congenital or acquired, which is likely to interfere with the safe operation of an aircraft, or with the safe performance of his duties and privileges of his licence:

  1. The applicant shall be required to be completely free from those hernias that might give rise to incapacitating symptoms during flights.
  2. The applicant shall he free from any residual effects of general vascular and orthopedic surgeries.
  3. The applicant shall not use any implants, prosthesis which are likely to interfere with safe operations of aircraft or with the safe performance of his licence privileges

LOCOMOTOR SYSTEM

Any active disease of the bones, joints, muscles or tendons and all serious functional sequelae of the congenital or acquired disease shall be assessed as unfit. On issue or renewal of a licence, functional after effects of lesions affecting the bones, joints, muscles or tendons and certain anatomical defects compatible with the safe exercise of the applicant’s licence and rating privileges may be assessed as fit.

DIGESTIVE AND METABOLIC DISORDERS

  1. Any sequelae of disease or surgical intervention of any part of digestive tract and its adnexae, likely to cause incapacity in flight, particularly any obstructions due to stricture or compression shall be assessed as unfit.
  2. An applicant who has undergone a major surgical operation on the billiard passages or the digestive tract or its adnexae. which has involved a total or partial excision of a diversion of any of these organs should be assessed as unfit until such time as the
  3. Chief of Aviation Medicine, Civil Aviation Authority having access to the details of the operation procedures undertaken, considers that the effects of Such operation are not likely to cause his incapacity in the flight
  4. Cases of disabling disease with important impairment of function of gastro-intestinal tract or its adnexae shall be assessed as unfit. Cases of metabolic, nutritional or endocrine disorders likely to interfere with the safe exercise of the applicants licence and rating privileges shall be assessed as unfit
  5. Proven cases of Diabetes mellitus shown to be satisfactorily controlled. without the use of any anti diabetic drug, may be assessed as fit The use of anti-diabetic drugs for the control of diabetes is disqualifying except for those oral drugs administered under conditions permitted by accredited medical conclusion which are compatible with the safe exercise of applicant’s licence and rating privileges Blood sugar testing shall form part of the medical examination for initial issue of licence shall be included in the re-examinations at the age of 40 and subsequently at 02 yearly intervals, if indicated Glycosolated Hemoglobin test may be carried-out in suspected cases or as and when clinically indicated.

URINARY SYSTEM

  1. Any sequelae of disease or surgical procedures on the kidneys and the urinary tract likely to cause incapacity, in particular any obstructions due to stricture or compression in general shall be assessed as unfit Compensated nephrectomy without hypertension or uremia may be assessed as fit after obtaining accredited medical opinion
  2. An applicant who has undergone a major surgical operation on the urinary system, which has involved a total or partial excision or a diversion of any of its organs shall be assessed as unfit until such time as the Chief of Aviation Medicine, Civil Aviation Authority having access to the details of the operation performed, considers that the effects of such operation are not likely to cause any incapacity in the flight.
  3. Cases presenting any signs of organic disease of kidneys shall be assessed as unfit, those due to transient condition may be assessed temporarily unfit till cleared by CAMB The urine shall contain no abnormal element considered by the AME / CAMB to be of pathological significance, Cases of affections of urinary passages and of genital organs shall be assessed as unfit. those due to transient condition may be assessed as temporary unfit for which accredited medical opinion will be required.
  4. An applicant for the first issue of licence who has a personal history of syphilis shall be required to furnish evidence, satisfactory to the CAMB, that the applicant has undergone adequate treatment and is likely to be cleared within next 02 years.
  5. An applicant showing any clinical signs of active syphilis should be assessed as temporarily unfit for a period of not less than three months from the date of the medical examination. At the end of the three months period, provided the applicant furnished proof, satisfactory to the medical examiner, that the applicant has undergone adequate treatment in the interim and that the serological reaction for syphilis is negative, the applicant may be assessed as fit, but where a licence is issued or renewed in these circumstances it should be valid only for a period of three months in the first instance Thereafter, provided serological reactions for syphilis to be negative the validity of the licence should be restricted to consecutive periods of three months, When the applicant has been under observation under this scheme for a total period of at least three years and the serological reactions have continued to be negative, the restrictions on the period of validity of the licence may be removed. In case where the serological reaction for syphilis remains persistently positive, examinations of the cerebrospinal fluid at the end of each period of six months, with negative results, may be accepted in lieu of negative serological reactions at the end of each period of three months.

GYNECOLOGICAL EXAMINATION

  1. Applicants who have a history of severe menstrual disturbances that have proved unamenable to treatment and that are likely to interfere with the safe exercise of the applicant’s licence and rating privileges shall be assessed as unfit.
  2. Applicants who have undergone gynecological operations should be considered individually on case to case basis
  3. Pregnancy shall be a cause of temporary unfitness. However in the absence of significant abnormalities, accredited medical opinion may indicate fitness during the middle months of pregnancy. Following confinement or termination of pregnancy, the applicant shall not be permitted to exercise the privileges of her licence until she has undergone re-examination and has been assessed as fit by the competent authority.

CARDIOVASCULAR SYSTEM

  1. The applicant shall not possess any abnormality of the heart, congenital or acquired, which is likely to interfere with the safe exercise of the applicant’s licence and rating privileges. A history of proven myocardial infarction shall be disqualifying. Suspected cases of ischaemic heart disease and CAD shall be investigated and assessed as per criteria laid-down in the subsequent paragraphs. Such commonly occurring conditions as respiratory arrhythmia, occasional extrasystoles which disappear on exercise, increase of pulse rate from excitement or exercise, or a slow pulse not associated with auriculoventricular dissociation may be regarded as being within ‘Normal’ limits. Cases of treated myocardial infarction, coronary angioplasty and CASGS shall be assessed according to the criteria laid-down in the appendice.
  2. Electrocardiography shall form part of the heart examination for the first issue of a licence and shall be included in re- examinations of applicants after the age of 30 and thereafter, no less frequently than every 05 years, and in re-examinations of all doubtful cases when clinically indicated.
  3. The systolic and diastolic blood pressures shall be within normal limits. The use of drugs for control of high blood pressure is disqualifying, except for those drugs, the use of which, according to accredited medical conclusion, is compatible with the safe exercise of the applicant’s licence and rating privileges.
  4. There shall be no significant functional nor structural abnormality of the circulatory tree.

RESPIRATORY SYSTEM

  1. There shall be no acute disability of the lungs nor any active disease of the structure of the lungs, mediastinum or pleurae. Radiography shall form a part of the medical examination in all doubtful clinical cases as and when indicated. However during initial issuance of licences, radiography shall form a part of the chest examination. Radiography shall be repeated thereafter every 02 years and when clinically indicated.
  2. Cases of pulmonary emphysema should be assessed as unfit only if the condition is causing symptoms and is likely to interfere in the safe performance of licence and rating privileges.
  3. Cases of active pulmonary tuberculosis, duly diagnosed, shall be assessed as unfit. Cases of quiescent or healed lesions which are known to be tuberculous, or, are presumably tuberculous in origin, may be assessed as fit after obtaining accredited medical opinion.
  4. However in case of doubts about the activity of a lesion, where symptoms of activity of the disease are lacking clinically, should be assessed as temporarily unfit for a period of not less than three months from the date of the medical examination. At the end of the three months period, a further radiography record should be made and compared carefully with the original. If there is no sign of extension of the disease and there are no general symptoms nor symptoms referable to the chest, the candidates may be assessed as fit for three months. Thereafter, provided there continuous to be no sign of extension of the disease as shown by radiographic examinations carried out at the end of each three months period, the validity of the licence should be restricted to consecutive periods of three months. When the candidate has been under observation under this scheme for a total period of at least two years and comparison of all the radiographic records shows no changes or only retrogression of the lesion, the lesion should be regarded as ‘quiescent’ or ‘healed’.
  5. Any extensive multilation of the chest wall with collapse of thoracic cage and sequelae or surgical procedures resulting in decreased respiratory efficacy at all altitudes shall be assessed as unfit.

RETICULO-ENDOTHELIAL SYSTEM

  1. Cases of severe and moderate enlargement of the spleen persistently below the costal margin shall be assessed as unfit.
  2. Cases of significant localized and generalized enlargement of the lymphatic glands and or diseases of the blood shall be assessed as unfit, except in cases where accredited medical opinion indicates that the condition is not likely to affect the safe exercise of the applicant’s licence and rating privileges. Cases due to a transient condition should be assessed as only temporarily unfit.
  3. Possession of the sickle cell trait should not be a reason for disqualification unless there is positive medical evidence to the contrary.

EAR EXAMINATION

There shall be:

  1. no active pathological process, acute or chronic, of the internal ear or of the middle ear;
  2. no unhealed (unclosed) perforation of the tympanic membranes. A single dry perforation need not render the applicant unfit. Licences shall not be issued or renewed in these circumstances unless the appropriate hearing requirements as specified in subsequent paras are complied with;
  3. no permanent obstruction of the Eustachian tubes; and
  4. no permanent disturbances of the vestibular apparatus. However transient conditions may be assessed as temporarily unfit.

NOSE, THROAT AND MOUTH EXAMINATION

  1. There shall be free nasal air entry on both sides.
  2. There shall be no serious malformation nor serious, acute or chronic affection of the buccal cavity or upper respiratory tract.
  3. Cases of Speech defects and stutteiing shall be assessed as unfit.

HEARING REQUIREMENTS

The medical examination shall be based on the following requirements:

  1. The applicant, tested on a pure tone audiometer at first issue of licence, not less than once every 05 years up to the age of 40 years, and thereafter not less than once every 03 years, shall not have a hearing loss, in either ear separately, of more than 35 dB at any of the frequencies 500, 1000 or 2000 Etz, or more than 50 dB at 3000 Hz. However an applicant with a hearing loss greater than the above may be declared fit provided that:-
    • the applicant has a hearing performance in each ear separately equivalent to that of a normal person, against a background noise that will simulate the masking properties of flight deck noise upon speech and beacon signals; and
    • the applicant has the ability to hear an average conversational voice in a quiet room, using both ears, at a distance of 02 meters (6 feel) from the examiner, with the back turned to the examiner.
  2. Alternatively, other methods providing equivalent results to those specified in para (a) above shall be used.

The use of hearing aids may be acceptable under some circumstances. If the applicant is unable to pass any of the above tests without the use of hearing aids, he/she may be tested using hearing aids. If the applicant meets the standards with the use of hearing aids, the certificate may be issued with restrictions.

VISUAL REQUIREMENTS

The medical examination shall be based on the following requirements:

  1. The function of the eyes and their adnexa shall be normal. There shall be no active pathological condition, acute or chronic, nor any sequelae of surgery or trauma of the eyes or their adnexa likely to reduce proper visual functions to an extent that would interfere with the safe exercise of the applicant’s licence and rating privileges.
  2. Distant visual acuity with or without correction shall be 69 or better in each eye separately and binocular visual acuity shall be 616 or better. No limits apply to uncorrected visual acuity. Where this standard of visual acuity can be obtained only with correcting lenses, the applicant may be assessed as fit provided that-
    • Such correcting lenses are worn during the exercise of the privileges of the licence or rating applied for or held; and
    • In addition, a pair of suitable correcting spectacles is kept readily available during the exercise of the privileges of the applicant’s licence.

An applicant accepted as meeting these provisions is deemed to continue to do so unless there is reason to suspect otherwise, in which case an ophthalmic report is required at the discretion of Chief of Aviation Medicine subject to conditions laid-down in this ANO. Both uncorrected and corrected visual acuity are normally measured and recorded at each re-examination conditions which indicate a need to obtain an ophthalmic report include

  1. a substantial decrease in the uncorrected visual acuity, and
  2. any decrease in best corrected visual acuity, and
  3. the occurrence of eye disease, eye injury or eye surgery.

Applicants may use contact lenses to meet their visual requirements provided that:

  1. the lenses are monofocal and non-tinted.
  2. the lenses are well tolerated, and
  3. a pair of suitable correcting spectacles is kept readily available during the exercise of the licence privileges (Note: Applicants who used contact lenses may not need to have their uncorrected visual acuity measured at each re-examination provided the history of their contact lenses prescription is known).
  4. Applicants with a large refractive error shall use contact lenses or high index spectacle lenses (Note: If spectacles are used, high index lenses are needed to minimize peripheral field distortion).
  5. Applicants whose uncorrected distant visual acuity in either eye is worse than 6160, shall be required to provide a full ophthalmic report prior to initial Medical Assessment and every Five years thereafter.
    Note:-

The purpose of the required ophthalmic examination is:

  • to ascertain normal visual performance and
  • to identify any significant pathology

REFERENCE HEIGHT CHART

Feet/Inches -> Centimeters

  • 4 feet 6 inches – 137 cm
  • 4 feet 7 inches – 140 cm
  • 4 feet 8 inches – 142 cm
  • 4 feet 9 inches – 145 cm
  • 4 feet 10 inches – 147 cm
  • 4 feet 11 inches – 150 cm
  • 5 feet 0 inches – 152 cm
  • 5 feet 1 inches – 155 cm
  • 5 feet 2 inches – 157 cm
  • 5 feet 3 inches – 160 cm
  • 5 feet 4 inches – 163 cm
  • 5 feet 5 inches – 165 cm
  • 5 feet 6 inches – 168 cm
  • 5 feet 7 inches – 170 cm
  • 5 feet 8 inches – 173 cm
  • 5 feet 9 inches – 175 cm
  • 5 feet 10 inches – 178 cm
  • 5 feet 11 inches – 180 cm
  • 6 feet 0 inches – 183 cm
  • 6 feet 1 inches – 185 cm
  • 6 feet 2 inches – 188 cm
  • 6 feet 3 inches – 191 cm
  • 6 feet 4 inches – 193 cm
  • 6 feet 5 inches – 196 cm
  • 6 feet 6 inches – 198 cm
  • 6 feet 7 inches – 201 cm
  • 6 feet 8 inches – 203 cm
  • 6 feet 9 inches – 206 cm
  • 6 feet 10 inches – 208 cm
  • 6 feet 11 inches – 211 cm
  • 7 feet 0 inches – 213 cm