SAFETY HANDBOOK- RCDL

EMPLOYEE SAFETYHANDBOOKVol. 01 October 2015Issued By Flight Safety DepartmentRegistered Office:9th Floor, Maker Chambers IV, 222, Nariman Point, Mumbai- 400021, IndiaAirport Office:Reliance Hangar, Gate No.-08, Old Airport, Kalina Military Camp, Santacruz (East), Mumbai- 400029, India Page 1 of 40

INTRODUCTIONFlight Safety Department is introducing an information guide for maintaining safe working conditions atReliance Commercial Dealers Limited, and for promoting safe work practices by all the RCDLemployees.This Employee Safety handbook is intended for all the employees and includes a brief description ofthe Safety Procedures of RCDL and an overview guide of its best policies and practices. The purposeof this handbook is to enhance safety communication and to help clearly identify safety expectations.It is designed to be a reference to guide present employees as well as to provide introductory guidelinesto our new Joiners.It has been developed to provide the employees, with answers to general questions concerning safetyin RCDL workplace. Your Reporting Manager will inform you about the safety procedures and requiredtrainings.The content of this Handbook is not all-inclusive and should not be construed as containing allnecessary compliance, safety Procedures. The Information, guidelines and summaries are intended tobe an introduction to safety awareness.All of us must practice safe work habits at all times. Good safety practiceis the key to our operations and is the responsibility of each one of us.Only a diligent effort on everyone's part will help us to maintain thepotential safety hazards at an acceptable level. At RCDL, Safety is a Shared Responsibility. Page 2 of 40

OUR COMMITMENT TO SAFETY RCDL SAFETY POLICYCOMMITMENT:At RCDL we are committed to safety, by constantly developing, implementing, maintaining andimproving strategies and processes to ensure that all our aviation activities take place under a balancedallocation of organisational resources to achieve the highest level of safety performance to meet and ifpossible to exceed the laid down standards.Therefore, we are committed toSupporting, the management of safety by providing all appropriate resources and to develop a culturethat actively and effectively manages safety. This will be achieved by fostering sound safety practicesand encouraging an effective reporting system and communication.Enforce the Management of Safety; as a primary responsibility of all employees;Clearly define the responsibilities and accountabilities; for the delivery of our organisation’s safetyperformance and the performance of our Safety Management System.Establish and operate; hazard identification and risk management processes, including voluntary andAnonymous reporting system, in order to eliminate or mitigate the safety risk of consequences ofhazards resulting from our operations.Ensure that no punitive action will be taken; against any employee who discloses safety concernthrough the hazard or voluntary reporting system, unless such disclosure indicates, beyond anyreasonable doubt, an illegal act, gross negligence, or a deliberate or wilful disregard of regulations andprocedures.Comply with and; wherever possible, exceed, regulatory and legislative requirement and standards.Ensure; that all staff are provided with adequate and appropriate aviation safety information andtraining.Establish and Measure; our safety performance through management processes that ensure thatrelevant safety action is taken and is effective. Accountable Manager : Chief Operating Officer Implementation Manager : Chief of Flight Safety Page 3 of 40

DEFINITIONSSAFETYThe state in which the possibility of harm to person or ofproperty damage is reduced to, and maintained at or below, anacceptable level through a continuing process of hazardidentification and safety risk management.SAFETY MANAGEMENTSafety Management is about protecting our organisationagainst undesired outcomes and helps to prevent not justincidents and accidents, but financial inefficiencies andlosses too.SAFETY MANAGEMENT SYSTEMThe formal, top-down business approach to managing safetyrisk, which includes a systemic approach to managing safety,including the necessary organizational structures,accountabilities, policies and procedures.HAZARDHazard is a condition or an object with the potential to cause injuries to personnel, damage toequipment or structures, loss of material or reduction of ability to perform a prescribed function.EMERGENCYEmergency means an emergency or disaster due to actual or imminent occurrence which:a) Endangers or threatens to endanger, safety or health of personb) Destroys or damages, or threatens to destroy or damage propertyc) Aircraft or a person on-board Aircraft is in grave and imminent danger, send immediate assistance. (URGENCY)d) Aircraft or a person on-board Aircraft requires assistance but is not in distress. (DISTRESS) Page 4 of 40

INDIVIDUAL SAFETY EXPECTATIONSThe success of any safety program is based upon the individual having a positive attitudetoward safety and prevention. Production and Protection goals will be accomplished with safeoperations.Your expectations and responsibilities as an RCDL Personnel include: Be responsible to the safe performance of the job, both for your personal safety and that of fellow workers. That includes following all safety rules, procedures and guidelines set by RCDL and DGCA both. RCDL staff have their own responsibility to act safely in whatever they do as they are aware that they fill the discretionary space in the system, and they are entrusted to do so. RCDL staff are responsible for their competence in the job and fitness for duty and where appropriate, they carry required regulatory documents. RCDL staff are expected to act in accordance with their training and professional standards for their job. RCDL staff must adhere to written procedures. If, in the interest of safety, it is necessary to deviate from procedures, RCDL staff will do so and give full account. If unexpected things come up, event that (nearly) go wrong in which they are involved, RCDL staff are keen to take responsibility and learn what they might have done wrong so they can improve and the system can improve. RCDL staff are expected to report hazardous conditions, equipment and practices to Flight Safety Department. Page 5 of 40

 RCDL staff are instructed to wear or use prescribed protective equipment and know its limitations. While working on Apron all RCDL staff must use Personal Protective Equipment (PPE) e.g. Safety vest, Safety Shoes and Ear Plugs. RCDL staff are responsible to promptly report every injury, near miss, incident/accident, and equipment or property damage to your HOD. RCDL staff are expected to take necessary actions to stop or correct unsafe behaviours or conditions and, if appropriate, report them to your HOD. RCDL staff are expected to assist in the investigation of incidents as and when required by the flight safety department. RCDL staff are required to report any job-related injury or illness to their reporting manager and seeking treatment promptly. RCDL operational staff are expected to refrain from the operation of any equipment without proper instructions and authorization. RCDL staff are expected to clean their work area and equipment upon job completion and maintain good housekeeping and hygiene while in office premises. RCDL staff are expected to keep their mind on their work and avoiding daydreaming or horseplay. RCDL staff are expected to abstain from the use of or being under the influence of alcoholic beverages, intoxicants, or narcotics while working. RCDL staff are expected to inform their reporting manager if they are using any prescribed medication when they report for duty. RCDL staff are expected to become familiar with the contents of this Safety Handbook, and pertinent standard or safe operating procedures. Page 6 of 40

SAFETY EXPECTATIONS FROM DEPARTMENT HEADSSafety management system will succeed to the degree that management devotes the time, resources,and attention to safety as a core management issue. The challenge and opportunity now is to continuallyenhance the SMS so that it can achieve standards of safety excellence and also contribute positivelyto financial performance.Specific safety expectations from reporting managers / department heads include: The Reporting Manager is expected to set an example for employees to follow. Responsible for providing a working environment free from recognized health and safety hazards. Assuring that required equipment and Personal Protective Equipment (PPE) are provided, maintained, and used. Taking prompt action when unsafe acts or conditions are reported or noted. Providing for safety training and education on a continuing basis. Reporting all job related safety events promptly to flight Safety department. Encouraging employee safety suggestions and give them due consideration, Counselling and disciplining when necessary, Counselling of employees who fail or refuse to use required safety equipment or follow safe work practices. Prohibiting the use of or being under the influence of alcoholic beverages, intoxicants and narcotics while employees are working within the premises of RCDL. Know the job and have a thorough knowledge of the hazards associated with each operation. Communicate safe work practices to his subordinate and ensure that employees know to report all injuries and unsafe conditions or practices. Ensure that all new employees receive a safety orientation prior to reporting to any work assignment. Page 7 of 40

PERSONAL SAFETY FIRST AID PROCEDURES AND INSTRUCTIONSIn all cases requiring emergency medical treatment, immediately call your Reporting Manager, or havea co-worker call, to request emergency medical assistance. In case of Serious Injury to any RCDLpersonnel, reporting manager to provide details to flight safety department for the completion of theaccident investigation.Minor First Aid Treatment  First aid kits are stored in the security Control Room, if you sustain an injury or are involved in an accident requiring minor first aid treatment please contact security control room.  Inform your Reporting Manager. Administer first aid treatment to the injury or wound.  Access to a first aid kit is not intended to be a substitute for medical attention.Non-Emergency Medical TreatmentFor non-emergency work-related injuries requiring professional medical assistance, Duty Managermust first authorize the treatment and take decision if any special medical attention is required.  If you sustain an injury requiring treatment other than first Aid:  Inform your reporting manager.  Proceed to the nearest medical facility. Operations department shall assist with transportation, if necessary.Emergency Medical TreatmentIf you sustain a severe injury requiring emergency treatment: Call your reporting manager immediately and seek assistance from a co-worker. Use the emergency telephone numbers, to request assistance and transportation to the local hospital emergency room. (Save emergency telephone in your mobile phone for any exigency. Emergency telephone numbers are available at operations control centre. Page 8 of 40

GENERAL SAFETY RULES No job is so important that you cannot take time to do it safely.In order to help you work safely, flight safety department has devised a few simple safety procedures.Your cooperation is necessary for these rules to be effective in preventing accidents. Please read thefollowing carefully, and remember, these rules are for your benefit. \"BE CONSTANTLY ALERT\" so your actions don't cause injury to yourself or to your fellow employees. OBEY safety rules and Procedures. PRACTICE GOOD HOUSEKEEPING. Keep work areas clean and free of spills or debris. Immediately clean or report spills and debris. Put all rubbish and trash in proper garbage containers (not FOD bins). Remember, FOD bins are not made for disposal of food items. FALL PROTECTION. If you drop it, pick it up. If you spill it, clean it up. Be a cautious carrier, don’t carry loads that obstruct your view while walking. Make sure the path is clear. WEAR PROPER FOOTWEAR. Use footwear that is appropriate for your work tasks and RCDL requirements. BE CAUTIOUS ON STAIRS. Hold handrails when using stairs and ramps. While most falls occur on level surfaces, those that occur on stairs can be very serious. Walk cautiously on wet hangar floor. USE STEP TOOLS. If you have to reach items on high shelves, use a step stool or stepladder rather than a chair. TAKE YOUR TIME. Walk with caution, especially if you anticipate any slip or trip hazards along the way. Don’t run on the apron, Apron is a hazardous area do not run. Walk Cautiously. DO NOT LEAVE ANYTHING UNATTENDED. Keep stairs, walkways and exits clear. MAINTAIN PROPER STORAGE. Store supplies and equipment in appropriate locations and limiting the quantities of stored flammable materials. If at given time it is required to use flammable items, all storage and flammable items must be used in supervision of flight safety and shall in compliance with the RCDL Safety procedures. ARE YOU TRAINED TO OPERATE? No RCDL staff shall operate any machinery or equipment until they have received training on how to operate the equipment. Report faulty equipment and unsafe conditions immediately. REPORT ALL UNSAFE PRACTICES IMMEDIATELY. Report all hazards, no matter how slight, to flight safety department immediately. If an accident / Incident occurs, it must be reported to Flight Safety Department as well as your Reporting Manager as quickly as possible. Page 9 of 40

FIRE PREVENTION All RCDL personnel are expected to be familiar with the location of the fire alarm and fire extinguisher nearest to their place of working. Operational personnel are expected to know local fire prevention procedures, emergency evacuation plans and procedures for inspecting and maintaining fire equipment. In Case of Fire, evacuate to assigned assembly area. Keep all passageways, entryways, aisles, storerooms, service rooms, and work areas clean, orderly, with no obstructions. Fires are classified according to the type of fuel that is burning. If you use the wrong type of fire extinguisher on the wrong class of fire, you might make matters worse. It’s very important to understand the different fire (fuel) classifications. FIRE EXTINGUISHING METHODS: 1. Cooling / By Using Water 2. Smothering / Blanketing 3. Starvation / Segregation IMPORTANT TELEPHONE NUMBERS ALWAYS REMEMBER 101 FOR CITY FIRE BRIGADE Mumbai Airport Fire Services Main Fire Station- 022- 66850264 / 7 / 8 Sub Fire Station - 022- 6264520 / 9930144320 Fire Control Rooms – Terminal 1A - 9930144324, 66852344 Page 10 of 40

HAZARD REPORTINGRemember: Most hazards can be prevented. Safety is an important workpractice; in fact, you should be aware that safety is one of your job performancemeasures.Any event or situation with the potential to result in significant degradation of safety and can causedamage and/or injury shall be reported to Flight Safety Department and/or your Reporting Manager. NON PUNITIVE: RCDL has introduced non-punitiveconfidential & voluntary reporting under hazard reporting program. VOLUNTARY REPORTING: The Hazard report may be briefly written on the Hazard reportform or simply through E-Mail, identifying the specific hazard with suggestions for improvement / rectification, if any. ANONYMOUS REPORTING: There are situations where the person reporting the hazard maynot like to disclose his identity. In such cases, report regarding a hazard or occurrence of anincident may be forwarded in writing to the Chief of Flight Safety, without signature and nameof the person reporting.Hazard Reporting: Guiding Principles Safety Hazards are preventable, Report it as and when you observe. Fill Hazard Safety is fundamental to the conduct of RCDL business. Report Form Staff involvement, feedback, and recognition are Fundamental to flight safety. Safe behavior is doing the job right.Workplace Risk will be reduced in the following priority: Engineering controls Drop it in Drop Box Administrative controls and operating practices Safety behaviour and culture Identifying the Safety Hazards Breaking it down into specific hazards/ components. Link specific hazard to potentially specific consequenceA Hazard Becomes a Risk because of: REPORT ALL HAZARDS, NEAR MISSES, PEOPLE PROCEDURES INJURIES, EQUIPMENT DAMAGE, INCIDENTS, AIRCRAFT EQUIPMENT ACTS OF NATURE ACCIDENTS, AND OCCURRENCES TO FLIGHT SAFETY DEPARTMENT Page 11 of 40

APRON SAFETY BASIC GUIDELINESThe following safety guidelines apply to all operations onthe ramp: Operational Staff must be present 15 minutes before aircraft arrival, to receive the aircraft. Always be aware of your surroundings. Use extreme caution when walking under any part of an aircraft. Use PPE at Ramp. Ensure hearing protection is used, Ensure proper footwear is worn by all staff working on Ramp. Ensure an FOD inspection is made before arrival and departure and ensure the gate area is clear of any FOD. Keep the ramp area clear of foreign object debris (FOD). Ensure all equipment positioned outside aircraft clearance lines with parking brake set and wheels choked. Ensure that a marshaller is present before arrival and the proper signals are used by the marshaller? Ensure marshalling wands/bats are used for marshalling and signalling (illuminated in low visibility). Make Sure that all personnel wait until the aircraft has stopped and chocked properly inserted also \"all clear\" given by marshaller before approaching the aircraft? Ensure wingtip clearance cones are positioned and correctly removed and stowed prior to departure. Ensure all vehicles make a stop for a brake check. It is mandatory to make a full STOP and test the brake function at least 5 meters away from aircraft before approaching. Ensure local speed limits observed by all drivers approaching the aircraft. Ensure a guide person is used when positioning / backing Ground Support Equipment to the aircraft. Do not operate any equipment that has been declared unserviceable. Only a trained operator may drive a vehicle or operate its controls. Never try to get on or off a moving vehicle; wait until it stops. Do not operate vehicles or equipment in the no-drive zone under the aircraft’s fuselage and wings. Never drive over fuel hoses or static leads. Ensure exit of refuelling browser is clear from any obstruction. Make sure clearances is taken from cabin crew before retracting the passengers’ stairs/ramp (if used). Make sure to monitor when a high-lift catering vehicle is aligned with the rear van body raised. Never drive/push back a vehicle towards an aircraft unless a marshaller is present and the view is clear. Be very careful near moving aircraft; they have the right-of-way. Avoid the intake and exhaust areas of aircraft engines. Page 12 of 40

DO’S AND DONT’S ON THE RAMP  Do obey safety rules.  Do understand danger areas.  Do know what causes accidents.  Do know emergency procedures.  Do know how to call for help. Do wear personal protective equipment if the job calls for it. Do give way to moving aircraft. Do obey speed limits. Do wear hearing protection in noise hazard areas. Do give way to guests/Passengers. Do approach aircraft from the side. Do keep a good look-out. Do keep clear of the leading and trailing edges of the wings (slats and flaps). Do walk with care near propellers, landing-gear doors and thrust reversers. DO refrain from walking, standing or sitting on a moving conveyor belt?  DO NOT drive any ramp equipment UNLESS you have been trained and authorized to operate it.  DO NOT run on the ramp rather walk cautiously?  DO NOT carry anyone on ramp equipment UNLESS there is a proper seat for them to sit on. “NO SEAT, NO RIDE.” DO NOT position ramp equipment near an aircraft UNLESS there is a guide person? DO NOT leave ramp equipment unattended with the engine running. DO NOT use ramp equipment for purposes other than those for which it is designed. DO NOT drive behind aircraft when its engines are running. DO NOT drive on taxiways unless authorized to do so. DO NOT litter the ramp or operational area of the aerodrome. DO NOT enter or cross the ramp area or operational area of the aerodrome without appropriate authorization.When working around an aircraft, be alert for protrusions that could cause injury,such as antennas, Pitot tubes, vortex generators, air-conditioning pack exhaustports, also the Ground support Equipment. Page 13 of 40

Positioning Safety ConesSafety cones are used to create protective zones around specific aircraft areas, especially engines andwing tips, to prevent ground accident damage.Positioning Safety Cones on Airbus A319: Positioning Safety Cones on Rest All Aircrafts:Circle of SafetyEach parked aircraft has unmarked protection zones called the “circles of safety” that are designed toprevent aircraft damage. The outer circle of safety extends 5 meters (16 feet) from the aircraft. Vehicle drivers must test their brakes before crossing this imaginary boundary. The inner circle of safety is 2 meters (7 feet) from the aircraft and indicates where drivers must stop their vehicles before resuming their approach to the aircraft at a slow speed.An illustration of the circles of safety is provided below: Page 14 of 40

Preventing Foreign Object DamageAny objects on the ramp that may cause damage to the aircraft and injury topersonnel.Examples include nuts and bolts, tools, garbage, baggage parts and pavementfragments. Foreign object debris (FOD) can damage aircraft and cause injury. Keep the ramp clear of FOD such as nuts and bolts, rags, paper, plastic, drink containers, baggage parts and tags, pavement fragments, aircraft galley waste, food and garbage. Do not wait; clean as you go. Pick up FOD as soon as you see it. If the FOD cannot be easily removed by hand, ask the flight safety department to request the airport or terminal operator to use a manual or airfield sweeper to remove it.Caring for PassengersGeneral guidelines for ensuring the safety of passengers on the ramp include: Passengers must be supervised and not allowed to wander. They must follow established routes to and from the terminal. Passengers must be kept clear of aircraft jet blast. Passengers must be strictly separated from vehicular traffic and kept clear of cables, fuel hoses and other ramp equipment. Safety cones or, if possible, physical barriers should delineate the path between the aircraft and the Coach carrying passengers.Safety and HealthHearing ConservationFollow Flight Safety Circular 01 of 2015 - Wear Ear Plugs for your ownsafety. Use personal hearing protection (ear plugs) provided by Flight Safetydepartment.HygieneTo protect their own health, and the health of others, ramp personnel should thoroughly wash theirhands before eating/drinking and after coming back from Ramp.Protective Clothing and Equipment – Safety Vest / Ramp Jacket As appropriate, all ramp personnel should wear safety footwear, high-visibility clothing, sun hats, sunglasses, earmuffs and sunscreen. Wearing High-visibility clothing on the ramp is a mandatory requirement.RCDL Flight Safety Circular 01 of 2015 and DGCA Air Safety Circular 04 of 2007 mandates the requirement towear PPE (personal protective equipment) while working on the Apron / Ramp. WHEN YOU ARE AT APRON FOR PRE-FLIGHT CHECK OR FOR ANY OTHER RAMP ACTIVITIES, WEAR SAFETY VEST. Page 15 of 40

Loading / Unloading of Aircraft: Handling and Lifting – PrecautionsBack injuries and problems are common for ramp personnel. Causes include improper liftingtechniques, poor posture, lack of fitness, fatigue, stress, not stretching before lifting and lifting excessiveloads. Test the object’s weight before lifting; get help if it is too heavy. Do not twist your body to Lift. Place your feet in a comfortable, balanced position before lifting any baggage. Bend your knees and, if possible, hold the load with both hands. Keep your back straight. Lift the load gradually by straightening your legs. Let your thighs, not your lower back, do the work. Keep your arms and elbows close to your body. GENERAL HELICOPTER SAFETY Reference: DGCA Civil Aviation Requirements Section 4 Series 'B' Part II & Part V Do not approach the helicopter after landing; the flight crew will approach you or signal you to approach when it is safe and they are free to do so. Remain clear of the helicopter at all times unless accompanied by a flight crew member. When approaching the helicopter, always approach from the front of the aircraft. When approaching the helicopter on a slope, never approach from the uphill side. Always approach from the downhill side because the main rotor blade to ground clearance is greater. Always be aware of the blade clearance! Never walk around the tail rotor area. Secure all loose items (hats, equipment, sheets, etc.) No unauthorized personnel within 100 feet of the aircraft. At night, never use flash bulbs on cameras when the aircraft is landing or preparing to take-off. Do not allow bright vehicle lights to be directed at the landing area during landing or prior to take off, as it impedes the pilot’s visibility. Beware of tail rotor/main rotor. DO NOT approach the aircraft unless you are with a crewmember. Page 16 of 40

MONSOON SAFETY AWARENESSReference: DGCA CAR SECTION 8 SERIES ‘C’ PART I Issue I, Dated 13th June 2011- All Weather OperationsMonsoon is associated with a number of hazards including strong gusty winds, strong up and downdrafts, squalls, poor visibility, low clouds, lightning, hailstorms, thunderstorms and icing etc. Loss ofvisual reference, disorientation, colliding with static obstructions and failed to land at a suitable place inNO GO situation, have been some of the main causes of accidents during monsoon months.It is prudent to get to know about the monsoon hazards and preventive measures lest we fall prey tothese and add to the accident statistics. RCDL is conscious of the fact that the Pilots and Engineersmanning the RCDL fleet are highly experienced, knowledgeable, professional and concerned about theflight safety.Nevertheless, Flight Safety department would like to refresh the memory and cover important aspectswhich needs to be kept in mind during monsoon flying. These are covered in subsequent paragraphs:- Pre-Flight:1. It is very essential to plan the flight meticulously keeping in mind the weather conditions, availability of diversionary airfields since on a number of occasions due to the widespread thunderstorms; it may not be possible to reach your destination and even the diversionary airfield/helipad.2. Early mornings, afternoons are more likely to have thunderstorms. Keep this aspect in mind.3. Normally adverse phase of thunderstorms last around 30 minutes to 1 Hour however in case of regenerating thunderstorms it may continue for hours. Study the weather conditions properly and plan your flights keeping the weather developments in mind.4. Flying during monsoons in North-eastern states, Western Ghats, Coastal areas, hilly areas demands total alertness on part of the air crew.5. Be current in instrument flying/simulator flying.6. Ensure serviceability of your weather radar, wind screen wipers, NAV aids, communication equipment, Radio Altimeter, ELT, flying instruments, NAV and flashing beacons etc. During Flight:7. As far as possible, avoid bad weather areas using weather radars and visual clues. If get caught unintentionally in bad weather, then do not press on. Return to your base, divert and if unable to continue, then find a suitable place and land. Don’t worry about the consequences of an unplanned landing since CAR permits landing in such contingencies. Page 17 of 40

8. Do not get pressurized for any reason and take chances with the weather. Don’t hesitate to say NO regardless of pressures. Number of air crew have lost their lives while taking chances with the weather.9. Ensure that flying is undertaken with ground contact. Keep a very sharp lookout for obstructions like pylons, cables, TV towers, Communication poles/towers, high rise buildings, tall trees, hills, high ground etc. If forced to descend low due to the clouds, then reduce speed and keep a sharp lookout for these obstructions. If unable to maintain safe height, then it is better to land at suitable place than continue at low heights in poor visibility.10. Flying in the hills is most dangerous during monsoons and great care must be exercised keeping in mind the obstructions, low clouds downdrafts/updrafts, aspect of wind conditions on the windward and leeward side of the hills, minimum height and crossing angle (Minimum height 1500ft and crossing angle 45 degrees while crossing hills).11. Plan your flight so that you are out of the hills minimum one hour before sunset.12. Maintain your route safety altitude and make full use of weather radars for keeping a track on weather developments.13. Know about the location of obstructions and note down any obstructions seen for the first time for your records, marking on maps and dissemination to the other air crew.14. Offshore flying is very demanding during monsoons. Exercise special caution and take no chances with weather, particularly during monsoons which are quite severe in the areas of offshore operations.15. Trust your instruments and do not look outside while flying on instruments. Remember the phenomenon of spatial disorientation and apply the knowledge about it intelligently.16. With weather no amount of experience or heroism works. Never be overconfident, respect weather and prepare well for your sortie.17. Do not use landing light in case of rain/drizzle during night. Post-Fight18. Birds are known to make nests in the areas of air intakes, exhaust and other available spaces even within a very short duration. Carry out proper externals.19. Take great care during refuelling lest water enters fuel tanks. Proper bonding during refuelling needs no emphasis.20. AMEs, technicians to exercise due caution while servicing the aircraft since the chances of slipping are high due to wet surfaces.21. Carry out special checks on parts/equipment which are likely to get affected due to rain water. Rusting of the parts is another hazard. Page 18 of 40

Additional Precautions for Helicopter Parking:22. Ensure that the helicopter is properly sealed when parked. Danger of reptiles entering the helicopter is high during monsoons due flooding.23. Make sure that the soft parts of a helicopter like stabilizers/ antennas, etc. are covered with proper covers to prevent damage due to hail storms.24. Proper lashing of helicopters is essential to prevent damage due to strong gusty wind conditions.25. Ensure the bonding of the helicopter are intact to prevent lightning strikes.26. Rain Water and high humidity during monsoons have adverse effects on electronic equipment. Ensure protection by parking inside hangars, covering helicopters when parked.27. Grassy landing surface becomes soggy. Ensure due caution during landing, parking. Wheels/skids getting stuck on wet surface may lead to dynamic roll over conditions. Skidding while fast taxiing/turning is expected on wet surfaces. Exercise caution.28. Ensure that the helicopter is not parked in low lying areas which are prone to flooding, water logging, especially in high rain density areas like Mumbai etc.Although efforts have been made to include all the aspects related to monsoon flying yet there may besome points which might have been missed out. Operations staff, air crew and maintenance staff arerequested to include those which have been missed out or particularly applicable in their area ofoperations. Page 19 of 40

FLIGHT OPERATIONS SAFETY INCIDENTS / OCCURRENCES REPORTABLE TO DGCA References: DGCA Air Safety Circular 05 of 1982 DGCA, Air Safety Circular 02 of 2011 DGCA, Civil Aviation Requirements, Section 5, Series F, Part III, Issue II DGCA, Cabin Safety Circular No. 02 of 2010An FSR must be Submitted / E- Mailed without delay to Flight Safety Department for any of the Incident/Occurrence listed below:E-MAIL: [email protected] (Mention FSR and flight details in the subject)CIVIL AVIATION REQUIREMENTS SECTION 5 – AIR SAFETY SERIES ‘C’ PART I 20TH OCTOBER 2015 Appendix ‘A’ I. AIRCRAFT TECHNICAL A) Structural • Damage to a principal structural element that has not been qualified as damage tolerant (life limited element). Principal structural elements are those which contribute significantly to carrying flight, ground and pressurisation loads and whose failure could result in a catastrophic failure of the aircraft. • Damage or defect (exceeding allowed tolerances) to a structural element whose failure could reduce the structural stiffness to such an extent that the required aero elastic characteristics are no longer achieved. • Damage to or defect of a structural element, which could result in the liberation of items of mass that may injure occupants of the aircraft. • Damage to or defect of a structural element, which could jeopardise proper operation of systems. • Loss of any part of the aircraft structure in flight. B) Systems • Loss, significant malfunction or defect of any system, sub-system, equipment, etc. when standard operating procedures, could not be satisfactorily accomplished. • Inability of the crew to control the system e.g. uncommanded actions, incorrect and/or incomplete response, etc. • Failure or malfunction of the protection device or emergency system associated with the system. • Loss of redundancy of the system. • Operation of any primary warning system associated with aircraft systems or equipment unless the crew conclusively establishes that the indication is false provided that the false warning did not result in a hazard arising from the crew response to the warning. • Leakage of hydraulic fluids, fuel, oil or other fluids which may result in a fire hazard or possible hazardous contamination of aircraft structure, systems or equipment or risk to occupants. • Malfunction or defect of any indication system which results in a possibility of misleading indications to the crew. Page 20 of 40

• Any failure, malfunction or defect in a system during critical phase of flight. • Flight controls malfunction.Examples of reportable occurrences resulting from the application of these generic criteria to specific systemsare as follows: 1. Air conditioning / Ventilation a) Complete loss of avionics cooling. b) Depressurization. 2. Auto-Flight system a) Failure of auto-flight system to achieve the intended operation while engaged. b) Difficulty to control the aircraft linked to auto-flight system functioning. c) Failure of any auto-flight system disconnect device. d) Uncommanded auto-flight mode change. 3. Communications a) Failure or defect of passenger address system resulting in loss or inaudible passenger address. b) Total loss of communication in flight. 4. Electrical system a) Loss of one electrical system distribution system (AC/DC). b) Total loss or loss of more than one electrical generation system. c) Failure of the backup (emergency) electrical generating system. 5. Cockpit/Cabin/Cargo a) Pilot seat control loss during flight. b) Failure of any emergency system or equipment, including emergency evacuation signalling system, exit doors, emergency lighting, etc. c) Loss of retention capability of the cargo loading system. 6. Fire Protection System a) Fire warnings, except those immediately confirmed as false. b) Undetected failure or defect of fire/smoke detection/protection system, which could lead to loss or reduced fire detection/protection. c) Absence of warning in case of actual fire or smoke. 7. Flight Controls a) Asymmetry of flaps, slats, spoilers etc. b) Limitation of movement, stiffness or poor/delayed response in the operation of primary flight control systems or their associated subsystems. c) Flight control surface runaway. d) Flight control surface vibration. e) Mechanical flight control disconnection or failure. Page 21 of 40

f) Significant interference with normal control of the aircraft or degradation of flying qualities.8. Fuel System a) Fuel quantity indicating system malfunction resulting in total loss or erroneous indicated fuel quantity on board b) Leakage of fuel resulting in loss, fire hazard, significant contamination. c) Malfunction or defects of the fuel jettisoning system resulting in inadvertent loss of significant quantity, fire hazard, hazardous contamination of aircraft equipment or inability to jettison fuel. d) Fuel system malfunctions or defects having significant effect on fuel supply and/or distribution. e) Inability to transfer or use total quantity of usable fuel.9. Hydraulics a) Loss of hydraulic system. b) Leakage of hydraulic fluid. c) Loss of more than one hydraulic circuits. d) Failure of backup hydraulic system. e) Inadvertent Ram Air Turbine (RAT) extension.10. Ice Detection / Protection system a) Undetected loss or reduced performance of the anti-ice/de-ice system. b) Loss of more than one of the probe heating systems. c) Inability to obtain symmetrical wing de-icing. d) Abnormal ice accumulation leading to significant effects on performance or handling qualities. e) Crew vision significantly affected.11. Indicating / Warning / Recording systems a) Malfunction or defect of any indicating system with a possibility of misleading indications to the crew. b) Loss or malfunction of more than one display unit or computer display/warning function in a glass cockpit environment.12. Landing Gear System / Brakes / Tyres a) Brake fire. b) Significant loss of braking action. c) Unsymmetrical braking. d) Failure of landing gear free fall extension system. e) Unwanted gear or gear doors extension/retraction. f) Tyre burst.13. Navigation Systems a) Total loss or multiple navigation equipment failures. b) Total loss or multiple air data system equipment failures. Page 22 of 40

c) Significant misleading indication. d) Significant navigation errors attributed to incorrect data. e) Unexpected deviations in lateral or vertical path not caused by pilot input.14. Oxygen a) For pressurized aircraft: loss of oxygen supply in the cockpit. b) Loss of oxygen supply to a significant number of passengers (more than 10%).15. Bleed Air System a) Hot bleed air leak resulting in fire warning or structural damage. b) Loss of all bleed air systems. c) Failure of bleed air leak detection system.16. Propulsion System • • Flameout, shutdown or malfunction of any engine. • Over speed or inability to control the speed of any high speed rotating component. • • Failure or malfunction of any part of an engine or power plant resulting in any one or more of the • following: • - Non-containment of components/debris • - Uncontrolled internal or external fire • - Thrust in a different direction from that demanded by the pilot • - Thrust reversing system failing to operate or operating inadvertently - Inability to control power, thrust or rpm - Failure of the engine mount structure - Partial or complete loss of a major part of the power plant - Dense visible fumes or concentrations of toxic products sufficient to incapacitate crew or passengers - Inability to shut-down an engine by use of normal procedures - Inability to restart a serviceable engine An uncommanded thrust/power loss, change, etc. classified as a loss of thrust or power control. Any defect in a life controlled part causing retirement before completion of its full life. Defects of common origin resulting in in-flight engine shut down. An engine limiter or control device failing to operate when required or operating inadvertently. Exceedance of engine parameters. FOD resulting in damage. Failure or malfunction of any part of a propeller or powerplant resulting in any one or more of the following: - Overspeed of the propeller - Development of excessive drag - Thrust in the opposite direction to that commanded by the pilot - Release of the propeller or any major portion of the propeller - Failure that results in excessive imbalance - Unintended movement of propeller blades below the established minimum in-flight low-pitch position - Inability to feather the propeller - Inability to command a change in propeller pitch Page 23 of 40

- Uncommanded change in pitch - Uncontrollable torque or speed fluctuation • Damage or defect of main rotor gearbox/attachment resulting into in-flight separation of the rotor assembly and /or malfunctions of the rotor control. • Damage to tail rotor, transmission and equivalent systems. • Shut down or failure when the APU is required to be available by operational requirements. • Inability to shut down the APU. • Overspeed of APU. • Inability to start the APU when needed for operational reasons.C) Human Factors • Any incident where any feature or inadequacy of the aircraft design contributes to a hazardous or catastrophic effect.II. AIRCRAFT FLIGHT OPERATIONSA) Operation of Aircraft • Risk of collision with an aircraft, terrain or other object or an unsafe situation when avoidance action would have been appropriate. • Avoidance manoeuvre required to avoid a collision with an aircraft, terrain or other object. • Avoidance manoeuvre to avoid other unsafe situations. • Take-off or landing incidents, including precautionary or forced landings. Incidents such as under- shooting, overrunning or running off the side of runways. Take-offs, rejected take-offs, landings or attempted landings on a closed, occupied or incorrect runway. Runway incursions. • Inability to achieve predicted performance during take-off or initial climb. • Critically low fuel quantity or inability to transfer fuel or use total quantity of usable fuel. • Loss of control (partial or temporary) from any cause. • Occurrences close to or above V1 resulting from or producing a hazardous or potentially hazardous situation (e.g. rejected take-off, tail strike, engine power loss etc.). • Unintentional significant deviation from airspeed, intended track or altitude. • Descent below decision height/altitude or minimum descent height/altitude without the required visual reference. • Loss of position awareness relative to actual position or to other aircraft. • Breakdown in communication between flight crew or between flight crew and others (cabin crew, ATC, engineering). • Heavy landing - a landing requiring 'heavy landing check'. • Exceedance of fuel imbalance limits. • Incorrect receipt or interpretation of radiotelephony messages. • Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution. • Aircraft unintentionally departing a paved surface. • Collision between an aircraft and any other aircraft, vehicle or other ground object. • Inadvertent and/or incorrect operation of any controls. • Inability to achieve the intended aircraft configuration for any flight phase (e.g. Page 24 of 40

• landing gear and doors, flaps, stabilisers, slats etc).• Abnormal vibration.• Operation of any primary warning system associated with manoeuvring of the aircraft e.g. configuration warning, stall warning (stick shake), over speed warning etc. unless the crew conclusively establishes that the indication is false provided that the false warning did not result in a hazard arising from the crew response to the warning.• GPWS warning.• ACAS/TCAS RAs.• Jet or prop blast incidents resulting in significant damage or serious injury.B) Emergencies • Fire, explosion, smoke or toxic or noxious fumes. • Use of any non-standard procedure by the flight or cabin crew to deal with an emergency. • Event leading to an emergency evacuation. • Depressurisation. • Use of any emergency equipment or prescribed emergency procedures in order to deal with a situation. • Event leading to the declaration of an emergency. • Failure of any emergency system or equipment, including exit doors, etc. • Events requiring any emergency use of oxygen by any crew member.C) Crew Incapacitation • Incapacitation of any member of the flight crew. • Incapacitation of any member of the cabin crew which renders them unable to perform essential emergency duties.D) Meteorology • Lightning strike which resulted in damage to the aircraft or loss or malfunction of any essential service. • Hail strike which resulted in damage to the aircraft or loss or malfunction of any essential service. • Severe turbulence resulting in injury to occupants or deemed to require a ‘turbulence check’ of • the aircraft. • Windshear encounter. Icing encounter resulting in handling difficulties, damage to the aircraft or loss or malfunction of any essential service.III. AIRCRAFT MAINTENANCE AND REPAIR• Incorrect assembly of aircraft parts or components found during inspection or test procedure.• Hot bleed air leak resulting in structural damage.• Any defect in a life controlled part causing retirement before completion of its full life.• Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination, disbonding etc) resulting from any cause (such as flutter, loss of stiffness or structural failure) to: Page 25 of 40

- Primary structure or a principal structural element requiring repair/complete or partial replacement of the element - Secondary structure which may have endangered the aircraft - Engine, propeller or rotorcraft rotor system. • Products, parts, appliances and materials of unknown or suspect origin. • Misleading, incorrect or insufficient maintenance data or procedures that could lead to maintenance errors.IV. AIR NAVIGATION SERVICES, FACILITIES AND GROUND SERVICESA) Air Navigation Services • Provision of significantly incorrect, inadequate or misleading information from any ground sources, e.g. Air Traffic Control (ATC), Automatic Terminal Information Service (ATIS), Meteorological Services, navigation databases, maps, charts, manuals, etc. • Provision of less than prescribed terrain clearance. • Provision of incorrect pressure reference data (i.e. altimeter setting). • Incorrect transmission, receipt or interpretation of significant messages when this results in a hazardous situation. • Separation minima infringement. • Unauthorised penetration of airspace. • Unlawful radio communication transmission. • Significant degradation / failure of CNS facilities. • Aerodrome movement areas obstructed by aircraft, vehicles, animals or foreign objects, resulting in a hazardous or potentially hazardous situation. • Errors or inadequacies in marking of obstructions or hazards on aerodrome movement areas resulting in a hazardous situation. • Failure, significant malfunction or unavailability of airfield lighting.B) Aerodrome and Aerodrome Facilities • Significant spillage during fuelling operations. • Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance, performance, balance or structural strength. • Unsatisfactory ground de-icing / anti-icing.C) Passenger Handling, Baggage and Cargo • Significant contamination of aircraft structure, or systems and equipment arising from the carriage of baggage or cargo. • Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on aircraft mass and/or balance. • Incorrect stowage of baggage or cargo (including hand baggage) likely to create a hazardous situation in the aircraft or to impede emergency evacuation. • Inadequate stowage of cargo containers or other substantial items of cargo. • Dangerous goods incidents. Page 26 of 40

D) Aircraft Ground Handling and Servicing • Failure, malfunction or defect of ground equipment used for test or checking of aircraft systems and equipment when the required routine inspection and test procedures did not clearly identify the problem when this results in a hazardous situation. • Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen and potable water).V. MAINTENANCE ORGANIZATION • Any airframe, engine, propeller, component or system defect/malfunction/damage found during scheduled or unscheduled aircraft (airframe/engines/components) maintenance activities which could possibly lead to an aircraft operational accident or serious incident (if not properly rectified.VI. DESIGN AND MANUFACTURING ORGANIZATIONS • Any design- or manufacturing-related deficiency/defect/malfunction of product or services discovered by or brought to the attention of the design/manufacturing organization which is deemed to warrant the possible issue of an emergency airworthiness directive (EAD), airworthiness directive (AD) or alert service bulletin (ASB).VII. WILDLIFE ACTIVITY • All Wildlife Strikes and wildlife movement is required to be reported in the enclosed performa at Appendix “E”. ***FLIGHT SAFETY FORMS AVAILABLE ON BOARD THE AIRCRAFT Please Refer FLIGHT SAFETY MANUAL Chapter-3 (Aircraft Incidents/ Accident Reporting) for Details of Reporting Procedures). Please contact Flight Safety Department if any form isnot available on board.1. FLIGHT SAFETY REPORT (Incident / Accident Report Format) : FSM Annexure 012. AIRMISS REPORT FORM : FSM Annexure-023. PILOT/OBSERVER RA FORM : FSM Annexure-034. PILOT SPECIAL REPORT / VOYAGE REPORT : FSM Annexure-045. BIRD / ANIMAL STRIKE (ASC2_11) FORM : FSM Annexure-056. COCKPIT SURVEILLANCE REPORT : FSM Annexure-067. BOMB THREAT ASSESSMENT FORM : FSM Annexure-078. DEATH ON BOARD : FSM Annexure-089. HAZARD REPORT FORM10. RISK ASSESSMENT FORM Page 27 of 40

MANDATORY DOCUMENTS TO BE CARRIED ON BOARD THE AIRCRAFT Reference: DGCA CIVIL AVIATION REQUIREMENTS SECTION 2 – AIRWORTHINESS SERIES ‘X’ PART VIIAs per Regulatory Requirement, Following valid documents (in original or attested copies), has to becarried on board the aircraft:1. Certificate of Registration2. Certificate of Airworthiness3. Airworthiness Review Certificate (ARC)4. A document attesting Noise Certification of the aeroplane/ helicopter5. Air Operator’s Permit6. Appropriate Licences for each member of the flight crew7. Aeromobile Radio operation Licence for Radio Communication apparatus8. Journey Log Book or equivalent documents approved by the DGCA9. Operations Manual10. Minimum Equipment List11. Flight Manual12. Cabin Crew Manual13. Cockpit and Emergency Check List unless these form part of Flight Manual, carried on board Note: Checklists for take-off, cruise and landing phases shall be displayed in the cockpit unless the lists form a part of the Flight Manual, carried on board.14. Aeroplane/ Helicopter search procedure checklist15. Maintenance Release/Certificate to release to service16. LOPA (Layout of Passenger Arrangement)17. Emergency and Safety Equipment Layout18. Route Guides / Route Chart / Jeppesen Charts19. Current and suitable navigation charts/maps for the planned flight route and all other routes along which it is reasonable to expect that the flight may be diverted20. Weight Schedule21. Load and Trim Sheet22. List of Passengers including their names and places of embarkation and destination. Page 28 of 40

LOAD & TRIM SAFETYReference: Indian Aircraft Rules 1937, Rule 58 / Air Safety Circular No. 5 of 1993 / DGCA CAR Section 2, Series X, Part – II “Weight & Balance Control of Aircraft” Do Not Forget: The responsibility of ensuring that the Aircraft is satisfactorily loaded with respect to the total load, the distribution of load and proper securing of the load in the aircraft is that of the Pilot-in-Command. If An Aircraft is loaded more than its Structure Design can bear, the Aircraft will be damaged. Even if there is no visible damage, the lifecycle of an Aircraft will be reduced. To check that an Aircraft is loaded in accordance with the Aircraft limitations To declare nature, quantity and position of loads (passengers + baggage) on board To calculate the Under Load To reflect the exact state of the shipment before Take-Off To check the Aircraft is correctly Balanced In case of any special loads like Live Animal/Valuable Cargo/Human Remains etc., they must be shown in SI column. Correct Calculation of Weight & Balance increases the life of an aircraft. By Correct Calculation of Load on Load sheet maximum load can be planned. Correct Values on Load & Trim sheet, Makes the aircraft safe to fly. Correct Calculation of Load reduces maintenance cost of an aircraft. To ensure that the Aircraft will Land and Take off safely, only it is loaded and balanced safely. To Take the maximum Loadable Traffic Load and minimize the costs. The Aircraft Manufacturers do not allow to exceed the operational limits. To ensure safety is the most important purpose of Load Control. Load & Trim is a Legal Document: As per Aircraft Rules 1937, Rule 58 - “A person preparing Load and Trim sheet shall not willfully or negligently make an error in the load and trim sheet or any entry which is incorrect or omit any loads that are traveling on the said Aircraft”. Page 29 of 40

CABIN SAFETYFlight Safety is the Aviation industry’s number one priorityand it is RCDL’s commitment to strive for continuousimprovements in Flight safety which includes CabinSafety.In line with our strong commitment to cabin safety, RCDLsteadily works to improve cabin safety standards, reviserecommended practices and update best practiceguidelines.Fatigue and SleepAdequate sleep is a necessity and sleep deprivation maylead to serious health disorders. It is, therefore, essentialthat crew members be well rested, both at home andwhile on a layover, before working on any flight.LifestyleFlight duty must be performed in good physical andmental condition. Crew should be well-rested as a resultof appropriate personal conduct with regard to sleep,nutrition and consideration of the effects of medications,alcohol, caffeine, nicotine, etc. IMSAFE IMSAFE is a mnemonic used by some aircraft pilots to assess their fitness to fly. The IMSAFE checklist assesses whether “I am free from factors that could affect my physical or mental capacity to operate safely”. Although the job function is different, the IMSAFE checklist is equally applicable to cabin crew:  Illness  Medication  Stress  Alcohol  Fatigue  Eating deficiencies Page 30 of 40

CommunicationCommunication is essential for safe operations. Effective and efficient communication between all crewmembers can be defined as the appropriate, constant, timely and unrestricted exchange of information.However, cabin crew hesitancy to contact the flight deck remains common. To promote effectivecommunication and decision making, all RCDL cabin crew should report any situation that appearsunusual or abnormal to the flight crew. The transmitting of such information should be clear, conciseand factual.For example, if a cabin crew sees “smoke” they should not report that they see “fire”. Cabin crew shouldalso listen to and acknowledge receipt of information given by the flight crew. Cabin crew should seekclarity and details they require (What? Where? How? When?) And, as appropriate, provide ideas andsolutions.The following are the ABCs of communication to and from the flight deck: A = Appropriate B = Brief C = Clear and ConciseThe Flight Crew and Cabin Crew Relationship: ONE TEAM - ONE CREWEach RCDL crew member is a member of a team, with a specific role to play and tasks to perform.Great team performance depends in part on synergy. Synergy is defined as “the interaction of elementsthat, when combined, produce a total effect that is greater than the sum of the individual elements”.This means that, when in synergy, theperformance of a team is higher than thesum of the individual performances.Conditions for synergy include: A shared goal A clear crew structure Clear task allocation Team spirit Good leadershipCrew BriefingsThe pre-flight briefing is an importantcomponent of safe flight preparations.A joint briefing with Flight Crew enhances theOne Team – One Crew concept. This, in turn, has a positive impact on the safety of the flight.The briefing with the Flight Crew should include, as a minimum: Passenger Safety Briefings Anticipated weather and flying conditions (i.e., turbulence); Passenger safety briefings Expected flight time and altitudes; promote safety and must be Any defective/inoperative equipment that could affect the conducted Pre take-off, Pre- landing and in preparation for flight/cabin service; Any other necessary issues such as a short taxi time, etc.; emergency landings. Flight deck door procedures; Sterile flight deck procedures; Safety and Security procedures. Page 31 of 40

Safety AnnouncementsIt is important that passengers understand the safety announcements made on board. All Cabin crewshould, therefore, take into account passenger demographics when determining the languages usedfor announcements. Announcements should be clear, well-paced and able to engage passengerattention.Prior to Departure and Prior to Landing AnnouncementsIn accordance with DGCA regulations and RCDL policies, on each flight prior to push back from thegate, the cabin crew must brief passengers to: Stow carry-on baggage; Ensure chair tables are stowed/locked and seatbacks are in the full upright position; Securely fasten seatbelts; Stow PEDS; Open window blinds.Prior to Take-off AnnouncementsOn each flight prior to take-off, cabin crew must provide a safety briefing to all passengers on thefollowing safety and emergency procedures: Ordinance signs; Seatbelts; Escape path lighting; Emergency exits; Passenger safety features card (where to find it and recommendation to review it prior to take-off); Life vests (when applicable); Oxygen system (and to secure their own mask prior to assisting another person).Also, it is important to remind passengers to bring any safety concerns to the attention of the cabincrew. Passengers can be a great source of information and may sometimes be the first to bringimportant information (e.g., an unusual odour) to a crew member’s attention. Always take into accountpassengers’ remarks regarding: The cabin (e.g., noise, fumes, smoke, fire, loose objects, etc.); Other passengers’ behavior (e.g., loud voice, etc.); Aircraft exterior (e.g., wings, fuselage, etc.); Outside environment (e.g., runway, weather, etc.) Cabin crew should follow up any reports from passengers regarding anything unusual and ensure that the flight crew are informed. ARE YOU CARRYING YOUR SEP CARD AND VALID LICENSE?HAVE YOU DONE PRE FLIGHT MEDICAL? ARE YOU FIT TO FLY?HAVE YOU CHECKED THE FLIGHT DETAILS WITH OCC?HAVE YOU DONE PRE-FLIGHT SAFETY BRIEFING WITH CAPTAIN? Page 32 of 40

EMERGENCY RESPONSE - SILENT SAFETY REVIEWThe objective of the Silent Safety Review is to mentally prepare cabin crew for any eventualities thatmay occur during take-off and landing, so that they are prepared for unexpected emergency situations,taking into account both inside and outside conditions.The Silent Safety Review helps the cabin crew to focus their attention on safety and be ready to act inthe event of an emergency.It enables cabin crew to respond and adapt more quickly and correctly in the event of an emergency.While Silent Review can take any form (there are no hard and fast rules), it should contain all theelements needed to review evacuation duties and responsibilities.Suggested Silent Safety Review should include, but are not limited to, the following: What aircraft type am I on? Are we taking off or landing over land or water? Which type of exit am I operating? Am I properly secured in my seat? Which commands do I expect? What are the outside conditions? How do I initiate an evacuation? Where the door assist are handles? How do I open the exit? Where is the manual inflation handle? What are my evacuation commands? When, where and how do I redirect passengers? What equipment do I take with me? What are my duties on the ground? What are the brace position and commands? Where are the Able-Bodied Passengers (ABPs)? Where are the passengers that need special assistance?Below is a mnemonic for Silent Review to Another example of a mnemonic for thehelp review some critical components. This Silent Review is “ALERT”.example is known as “OLD ABC”:  A– Aircraft type O– Operation of exits  L– Location L– Location of emergency equipment  E– Equipment D– Drills (e.g., brace for impact)  R– Responsibility A– Able-bodied passengers and  T– Threat Passengers with reduced mobility B– Brace position C– Commands Page 33 of 40

ENGINEERING SAFETYREFUELLING Reference: DGCA CIVIL AVIATION REQUIREMENTS SECTION 2 - AIRWORTHINESS SERIES 'H', PART II Fuelling Zone or Precautionary Area is regarded as the area extending 6 metres radially from the aircraft fuelling point, venting point and fuelling equipment. No leaking or defective fuelling equipment shall be used. The fuelling of an aircraft shall be done under the supervision of a MRO Engineer and shall be carried out by authorised person from the oil company. The MRO representative shall ensure that the fuelling of an aircraft is carried out in accordance with the prescribed manner, following the conditions laid down by the aircraft manufacturer. The approved MRO personnel shall not move from the place of fuelling leaving the aircraft and fuelling vehicles unattended. The MRO Engineer responsible for fuelling shall furnish written instructions to the fuelling company regarding the correct procedure of fuelling and precautions to be taken for particular types of aircraft. The Refuelling vehicle driven shall be marshalled in position. Similarly withdrawal of refuelling equipment shall be done under supervision. The refuelling equipment shall never be reversed towards the aircraft. Precautions should be made to ensure the refuelling vehicle cannot move. Aviation Fuel is highly inflammable colourless liquid that must be isolated from heat sources. It has a flash point of about 40 degrees Celsius (104 degrees Fahrenheit). The fuel will ignite if heated above 220 C (428 F), which may occur, for example, if it comes in contact with a hot engine or wheel brake. Refuelling equipment must be bonded to the aircraft and ground to prevent a discharge of static electricity. If the bonding wire is disconnected during refuelling, alert the aircraft fueler immediately so that refuelling can be stopped until the bonding wire is reconnected. Emergency Fuel Shutoff: In an emergency, refuelling must be stopped immediately. With a hydrant system, it is usually necessary to activate the emergency fuel shutoff switch, which typically is prominently located and identified in front of the aircraft parking position. Fuel Contamination of Skin: Jet A-1 can cause skin irritation and, if ignited, serious burns. All Ramp personnel must know where eyewash facilities and deluge showers are located, and how to use these facilities. Contaminated areas of the body must immediately be flushed or washed with water. Medical treatment must be sought if necessary. Ensure Availability of Serviceable Fire Extinguishers at the Time of Refuelling. Page 34 of 40

Engineering Stores Safety Ensure all incoming and outgoing parts have the correct and approved paperwork. Ensure that all incoming and outgoing items are checked and monitored. Establish stock management standards. Issue controls and process for parts being drawn from the stores. Ordering replacement stock and urgently required parts whilst maintaining effective cost controls. Ensure regular Stock checks. Ensure Control of shelf life items. Ensure Control of tools including calibrations. Ensure Proper Segregation of spares. Ensure Proper Tagging of parts. (Serviceable, unserviceable and quarantined) Page 35 of 40

GENERAL MAINTENANCE SAFETY AWARENESS Use AMM Task Card / Physical AMM while working on any aircraft. Use the correct height of trestle. Use the Torque Procedure as per AMM/CMM. Ensure the release certificate and the PDR is correctly filled and signed. Ensure all defects are attended properly. Do not wear thin fabric shoes, sandals, open-toed shoes, and high-heeled shoes. Always keep hands and other body parts a safe distance away from moving machine parts, work pieces, and cutters. Use tools for their designed purposes only. Report defective machinery, equipment or hand tools to RCDL Quality Manager. Concentrate on the work and do not talk unnecessarily while operating any machine. Always use correct speeds and feeds. A broken tool becomes a hazard and can cause great personal injury. Do not try to operate any aircraft unless authorized to do so or under the supervision of Qualified AME. Shop Safety: Keep hangar, shop, and the flight line orderly and clean is essential to safety and efficient maintenance. The highest standards of orderly work arrangements and cleanliness should be observed during the maintenance of aircraft inside Hangar. Each machine has its own set of safety practices. Read instructions carefully and Follow for your own safety. Check tools before use to assure they are safe to use. To control FOD, keep ramp and operation areas clean, follow the tool control safety practices, and provide convenient receptacles for used hardware, shop towels, and other consumables.Towing Procedures: Safety Precautions Ensure the Head-set operator is connected to cockpit through headset throughout the Tow-in and Tow-out procedure effective Two Way communication. Ensure that the Head-set operator is positioned on left side of nose landing gear and walk along with aircraft during towing to ensure towing speed is less than 5 km/hour (3 miles/hours). Aircraft must not exceed walking pace while being towed. Check the Towbar is Properly Engaged and the shear-pins are intact. Do not operate the aircraft brakes while the aircraft is being towed, allow the tow tractor or Tug to keep the aircraft under control. MRO Technicians must be effectively briefed on this risk and must be fully trained on the towing of the particular aircraft type with special reference to its dimensions and turning arcs. Make sure the wing-walkers are positioned under each wingtip and walk along with aircraft for delivering proper Hand Signal to tow-tractor driver when aircraft Tow-in or Tow-out for ensuring towing path is cleared from any obstacles include other aircraft and ground fixture. Make sure the wing walkers are clear of engine hazard zones. Page 36 of 40

AIRCRAFT MARSHALLING Reference: DGCA CAR SECTION 9 SERIES 'C', PART-I 08th JULY 2010 - Rules of the Air A signalman (Marshaller) shall be responsible for providing standard marshalling signals to aircraft in a clear and precise manner using the standard signals. No person shall guide an aircraft unless trained, qualified and approved by the DGCA to carry out the functions of a signalman. The signalman shall wear a distinctive fluorescent identification vest to allow the flight crew to identify that he or she is the person responsible for the marshalling operation. Daylight fluorescent-coloured wands, table-tennis bats or gloves shall be used for all signalling by all participating ground staff during daylight hours. Illuminated wands shall be used at night or in low visibility. Standing Position for fixed-wing aircraft: on the left side of aircraft, where best seen by the pilot; and Standing Position for helicopters: where the signalman can best be seen by the pilot. Marshal all vehicles that must be driven very close to the aircraft. The marshaller must maintain a clear line of sight with the vehicle driver and give all hand signals with direct, precise actions. Page 37 of 40

SAFETY AND SECURITYBASIC SECURITY GUIDELINESProve your identity: Always wear your valid AEP (aerodrome entry permit) inside theairport.Aircraft Security Rules 2011 mandates that “The aerodrome entry permit shall bedisplayed by the holder conspicuously above waist levelat all time while on duty.”You are not exempted from security check.For the purpose of securing the safety of aircraft operations, Accessto the Aircraft is restricted and allowed only after satisfactory clearance by security personnelas per Aircraft Act 1937 and BCAS Memorandum No. CAS (15)/92-Div-I dated 3.3. 94 placedat Annexure 9(a).MAKE AN ENTRY INTO THE AIRCRAFT ENTRYREGISTER AND GET YOURSELF FRISKED BEFOREENTERING ANY AIRCRAFT.Inform Security help Desk or Security Control Roomabout any unattended or suspected Object. DO NOTTOUCH. RCDL security staff shall immediately cordon off thearea where the suspect or prohibited article has been found andappropriate action shall be taken.Be vigilant for suspicious activities and report them to RCDL security control.Ensure that door of non-operational (parked) aircraft are locked to preventunauthorized access or tampering.Do NOT bring prohibited items to the airport.E.g. - Sharp Objects, Lighters, Scissors, Realistic replica of toy weapon; SportingGoods, Guns and Firearms, Martial Arts / Self Defence Items, Explosive Materials, AnyFlammable item, Disabling Chemicals and other Dangerous Items etc.Note: The above mentioned are only indicative lists of items. Page 38 of 40

BOMB THREAT REPORT FORMAT Call Receiver’s Check List Note time (H: M: S format) immediately when you receive the callSwitch on the call recorder (if available). Attract attention of superior staff immediately.MINIMUM QUESTIONS TO BE ASKED: Time of Call: Duration of Call:1. What did caller say? (Try to write exact wording):2. Where is the bomb located? Aircraft Building (Tick Mark)3. Which Aircraft? Where in aircraft? (If Location Known)4. If Building, Which building? Where in building? (Exact location in building)5. When will it explode? (Exact Time or Period of Time)6. What type of bomb is it?7. What does it look like?8. What is it packed in?9. What will cause it to explode (Trigger)?10. Have you kept the Bomb? If No, Do you know who kept the Bomb and how do youknows about it? BASIC DETAILS OF CALLER11. Why have you kept the Bomb? Language: Dialect:12. Who Are You? Sex: Way of Speaking: (Tick Mark)13. What is your address? Calm Angry Soft Crying others Background Noise (If Any): Threat Language: (Tick Mark)14. Where are you calling from? Well Spoken (Educated) Foul Irrational Incoherent Taped15. Other Remarks : ALERT / INFORM OCC AS QUICKLY AS POSSIBLE LISTEN TO THE CALLER CAREFULLY AND WRITE EVERYTHINGDO NOT DISCONNECT THE CALL. GET AS MUCH INFORMATION AS POSSIBLE Page 39 of 40

INTERNAL CONTACT NUMBERS EMERGENCY CONTACT NUMBERSChief Operating Officer: N. G. Fookmeng 022-2626 8033 Operations Control Centre: 022 – 2626 8003 / 8005Head of Operation: Capt. Suresh Rao 9867004365VP Aviation: Gp. Capt. A.K. Sharma Fax : 022 – 2615 7071 / 7057VP Engineering: K. K. Das 022-2626 8008VP Commercial: Sudhir Nayak 9967025181 Security Help Desk : 022 - 2626 8000Chief of Flight Safety: Saurabh TyagiGM Operation: Gp Capt. Sh. Shekhar 022-2626 8031 Security Control Room : 022 – 2626 8045Chief Pilot Airbus: Capt. C Subramaniam 9967643581 Safety Office : 022- 2626 8047 / 8058 022-2626 8010 9987536930 SATCOM 22-2626 8011 9867729649 VT-IAH - 0013212050509 022-2626 8047 VT-AHI - 0013214263899 9004398935 VT-HMA - 0013217515683 022-2626 8032 9004021801 VT-DHA - 0013217517853 7738040421 VT-AKU - 0013217454879 VT-ISH - 0016517965680 Indian Mission Control Centre, Bangalore (INMCC):Chief Pilot Global: Capt. Sharanjit Lamba 9820056345 +91 8028094546Chief Pilot Falcon: Capt. N Krishnamurti 7718800657 EXTERNAL CONTACT NUMBERSChief Pilot Embraer: Capt. Zilidis 9899582950Chief Pilot Sikorsky: Capt. Jai Yadav 9967646644 DGCA - HQ (New Delhi) :Chief Pilot Dauphin: Capt. P. Rukhaiyar 9867508438 011 – 2462 0272 / 011 – 2462 0273 / 011 – 2462 0274GM Training: Capt. Venkateshwaran N. 9987909819 Shri Lalit Gupta, JDG : 011- 2462 3211 / 08527117474GM Security: Sachin Naik 022-2626 8043 Shri Maneesh Kumar, Director Air Safety:GM In-Flight: Sunita Salaskar 9987323042GM Engineering: Rupali Parashar 011- 24620272 / 09911360971 022-2626 8029 9004011098 DGCA- Western Region (Mumbai) : 9867708604 Shri Sanjay Brahmane, DDAS, O/o DDG, (WR) : 022 – 2615 7338 / 09969625585GM Quality: Pranab Nandi 022-2626 8026 AAIB Control Room :Manager Admin: Sarvesh Tiwari 8454042515Manager Catering: Prashant Naik 011 – 2461 0843 / 011 – 2461 0848/ 09871935864Manager Stores: Arvind Kumar 022-2626 8004 9004845378 MUMBAI AIRPORT - IMPORTANT NUMBERS : 022-2626 8038 ATC : 022 – 2682 8010 9987768575 ATC (Duty Mobile) : 9833075920 022-2626 8018 9987687008 ATC Briefing : 022 – 2682 8022 ATC Tower : 022 – 2682 8877 Juhu ATC : 022 – 2661 6721 Fire Control Room : 022 – 2626 4455 Medical Emergency : 022 – 2626 4460 Page 40 of 40