Phase 2

Flight Time Limitation, OMA 7.4.9 Can we fly above 100hours in 28 days in a single sector Flight?
A person shall not act as a member of the flight crew of an aircraft if at the beginning of the flight the aggregate of all previous
flight times: During the period of 28 consecutive days expiring at the end of the day on which the flight begins exceeds 100
hours. (This means that on the 28th day a flight crew may depart on a single sector flight, and may complete that sector, even
though at the end of the flight the total flying hours completed in 28 days will exceed 100 hours. Consequently, the flight crew
cannot then continue to operate as a flight crew on any subsequent sectors during that day); or During the period of 12 months,
expiring at the end of the previous month exceeds 1000 hours

Flight Duty Period OMA 7.3.4 & 7.4.4. Is it the same as FTL?
The maximum duty hours for flight crew will not exceed:
- 55 hours in any 7 consecutive days, but this figure can be increased to 60 hours when a roster duty covering a
series of duty periods has commenced and is subject to unforeseen delays;
- 95 hours in any 14 consecutive days; and
- 190 hours in any 28 consecutive days.
It is the Aircraft Commander’s Discretion to Extend a Flying Duty Period.

An extension of 3 hours is the maximum permitted, except in cases of emergency (see Note).
Note:
1. In respect of an extension to a flying duty period, an emergency is a situation which in the judgement of the Commander
presents a serious risk to the health or safety of crew and passengers, or endangers the lives of others.
2. Discretion reports may be used by the DCAM to access the realism of particular schedules.

MEL
ATP (Authority to Proceed) MEL 01-00 P7
ATP : Authority to Proceed
• Cannot be completely rectified at the place of occurrence
• Not within the scope of the MEL, or the appropriate manufacturer’s manuals
• There is technical justification that the safe conduct of the flight will not jeopardized if continue till it reaches a
predetermined station
DISPATCH OF AIRCRAFT UNDER AUTHORITY TO PROCEED
In circumstances where a defect, a deficiency or any unserviceable airworthiness item occurs,
2.1. AND it cannot be completely rectified at the place of occurrence,
2.2. AND is not within the scope of the Minimum Equipment List, or the appropriate manufacturer's manuals,
2.3. AND there is technical justification that the safe conduct of the flight (revenue or non-revenue) will not be jeopardized if
allowed to continue until it reaches a predetermined station, the aircraft can continue its flight(s) only after an AUTHORITY TO
PROCEED (ATP) is granted. ATP can authorize a flight to the next repair station.

ATF (Authority to Ferry Flight) MEL 01-00 P8

Authority To Ferry Flight
• Cannot be completely rectified at a line station
• Whereby the minimum airworthiness requirements are not met
• There is technical justification that a special flight can be safely conducted to bring the aircraft to a repair station
• Only flight or technical crew is to be carried on the aircraft
DISPATCH OF AIRCRAFT UNDER AUTHORITY TO FERRY FLIGHT (ATF)
2. DCA Airworthiness Notice No. 75 provides the procedures for ferry flight approval.
3. Should an aircraft suffer a major damage or develop a major defect during service
3.1. which cannot be rectified at a line station,
3.2. AND whereby the minimum airworthiness requirements are not met,
3.3. AND there is technical justification that a special flight can be safely conducted to bring the aircraft to a repair station, the
aircraft shall only undertake its flight to a repair station provided an AUTHORITY TO FERRY (ATF) is granted. Depending on the
circumstances, the ATF can authorize multiple sector flights.
3.4. AND only flight or technical crew is to be carried in an aircraft being flown under ATF.

TORA/TODA/LDA JAR-OPS 1.480 Subpart F, GTG PERF P56, GTG PERF P115
JAR-OPS 1.480
TakeOff Run Available (TORA): The length of runway which is declared available by the appropriate authority and suitable for the
ground run of an airplane taking off.
JAR-OPS 1.480
Takeoff Distance Available (TODA): The length of the takeoff run available plus the length of the clearway available.
GTG Performance E. LANDING
LDA: Landing Distance Available (LDA) is the runway length (TORA). The stopway cannot be used for landing calculation.

NADP 1 & 2 FCTM NO-050 P8/8 How to Apply? OMA8.3.1.8 Which Procedure is adopted by our Company?

OM-A 8.3.1.8 Noise Abatement Procedures

Noise abatement procedures mentioned below ensure that the necessary safety of Flight Operations is maintained whilst
minimizing exposure to noise on-ground. The Commander retains full authority not to comply with the specified or published
noise procedures if the safety margins may be reduced by its applications. Note: For noise abatement, in addition to take-off and
climb procedures, many airports recommend preferred runway directions for take-off and landing. Nevertheless, noise
abatement should not be the determining factor in runway nomination under the following circumstances :
a) If the runway surface conditions are adversely affected (e.g. by snow, slush, ice or water, mud, rubber, oil or other
substances …etc);
 b) For landing in conditions when the ceiling is lower than 500 feet above aerodrome elevation, or for take-off and landing
when the horizontal visibility is less than 2000 m;
c) When the crosswind component, including gusts, exceeds15 kts;
d) When the tailwind component, including gusts, exceeds 5 kts; and
e) When wind shear has been reported or forecast or when adverse weather conditions (e.g. thunderstorms, turbulence …
etc) are expected to affect the approach or departure.
If noise abatement procedure required, the company will adopt NADP 1 to comply unless otherwise stated in the airport specific
OM-C, Airfield Briefing section.
- COMPANY NADP 1 :
1) at 1500 feet AAL : Reduce thrust to climb thrust.
2) at 3000 feet AAL :
─ Accelerate while climbing and retract flap / slat on schedule.
─ Normal transitions to en-route climb speed.

Refueling PAX ON BOARD OM-A (8.2.1.5)

The start of refueling must be coordinated with the Commander to allow him to brief the entire crew concerning safety
regulations and procedures. After refueling is completed, the Commander must be informed. At least one Cockpit crew shall be
on board the aircraft. A Flight Crew will be on the flight deck and will coordinate the precautions and procedures to be observed.
The Flight Crew shall inform the Flight Attendant of the beginning and ending of fuelling, listen for fire warning from the
Engineer/Refuelling Supervisor and be prepared to initiate passenger evacuation if necessary. The supervising Flight Crew may
not leave the aircraft, until the refuelling is completed. At least half of total Flight Attendant required for flight is on board the
aircraft.

Refuelling 1 Engine Running OMA 8.2.1.6

With 1 engine running
• Captain shall brief SFA of the one engine running transit refueling procedure.
• Refueling with one engine running is only permitted at airport where no external ground pneumatic power is available
while APU is unserviceable.
• The complete procedure for refueling with one engine running is given in the FCOM
OM-A (8.2.1.6) & FCOM PER-LOD-FUL P 8/34
The complete procedure for refueling with one engine running is given in the relevant aircraft type FCOM 2, “Loading” chapter.
The Captain shall brief the SFA of the one engine running transit refueling procedure (refer also SEP Manual Chapter 1 Policy and
Regulations). Refueling with one engine running is only permitted at airports where no external ground pneumatic power is
available while APU is unserviceable.

ANNEX 17 Requirement /OTP . Who can activate? Give a scenario when baggage found first before the passenger. How to
Handle?

FOC
a) Guest services/dispatcher will advise the number of guest and baggage that will be offloaded. Captain/dispatcher will
amend the FINAL POB on the loadsheet.
 b) Advice the SFA of the potential delay, this to allow the crew to make onboard delay announcement.
c) The aircraft door must remain open with the passenger steps/aerobridge in place until the baggage is offloaded.
d) Once baggage is located, ramp/dispatcher will advise guest services who will inform the Captain.
e) Ramp staff must display the offloaded baggage at an area where the Captain is able to have a visual sighting to allow
him/her to positively verify the baggage he/she sights against the numbers reported.
f) Once a visual sighting is confirmed, Captain will advise guest services/dispatcher that the numbers of baggage offloaded
is correct and that the aircraft doors can be closed.
Captain must record the A17 handling including the number of guests and baggage offloaded in the voyage report.

Considerations during marginal weather PRO_SUP 91-20 P1/2 What is the recommendation? How to apply? OMA 8.3.8.2.4.2
FCOM (PRO-SUP-91.20 P1/2) & OM-A (8.3.8.2.4.2)
BEFORE TAKEOFF
Delay takeoff until conditions improve.
Evaluate takeoff conditions:
• Using observations and experience.
• Checking weather conditions.
Select the most favorable runway (considering location of the likely windshear). Use the weather radar or the predictive
windshear system before commencing takeoff to ensure that the flight path clears any potential problem areas. Select TOGA
thrust. Monitor closely airspeed and airspeed trend during the takeoff run for early signs of windshear.
DURING APPROACH
Delay landing or divert to another airport until conditions are more favorable.
Evaluate condition for a safe landing by :
• Using observations and experience.
• Checking weather conditions.
Use the weather radar. Select the most favorable runway, considering also which has the most appropriate approach aid.
Select FLAPS 3. Use managed speed in the approach phase. Check both FDs engaged in ILS, FPA or V/S. Engage the autopilot, for
a more accurate approach and earlier recognition of deviation from the beam, when ILS is available.

The minimum flight crew consists of 2 pilots & 04 Flight Attendant

Can the number of flight attendant be reduce?
The MCAR 1996 dictates:
In the case of an aircraft with a total seating capacity not exceeding two hundred passengers, the number of cabin attendants
carried on such flight shall not be less than one cabin attendant for every fifty passengers or a fraction thereof carried on the
aircraft.
FCOM (LIM-10 P 1/2) & FOR F.A. [SEP (policy and regulation 1 - 2)]
In complying with the legal framework of the stipulated MCAR, AIRASIA have made policies regarding minimum Flight Attendant
requirements, which are within the legal framework of the MCAR. AIRASIA aircraft can be dispatched with the following
minimum:
• A320-200 : 04 Flight Attendant
The MCAR 1996 dictates:
In the case of an aircraft with a total seating capacity not exceeding two hundred passengers, the number of cabin attendants
carried on such flight shall not be less than one cabin attendant for every fifty passengers or a fraction thereof carried on
the aircraft. In the case of an aircraft with a total seating capacity exceeding two hundred passengers, the number of cabin
attendants carried on such a flight shall not be less than half the number of main exits in the aircraft, and in addition, when
more than two hundred passengers are carried, there shall be one additional cabin attendant for every twenty-five passengers
or a fraction thereof: Provided that where the number of cabin attendants calculated in accordance with this subregulation
exceeds the number of main exits in the aircraft, the operator of the aircraft shall be deemed to have complied with this
regulation if the number of cabin attendants carried is equal to the number of main exits in the aircraft.
SEP CHAPTER 1 PG 2
When the number of Flight Attendant is reduced below the minimum requirement, for example in the event of incapacitation of
Flight Attendant, consideration should be given to at least the following:
• Reduction of passenger numbers to max 130 ( inclusive SNY and crew travelling on GD )
• Reseating of passengers with due regards to exits and other applicable airplane limitations and
• Relocation of Flight Attendant and any change of procedure
 • The load and trim is calculated
• Co pilot shall operate door 1R in he event of evacuation while commander will proceed to mid cabin and operate both
over wing exits
• The matter to be annoted in e-VR by both Flight Crew and Sfa

8.2.2.7.2 Deportees
A deportee is a person who has entered a country either legally or illegally but
now has been formally ordered to leave by the government authorities.
DEPA
A deportee who is escorted at all times during carriage by an escort provided by
the relevant authorities or authorized agencies.
DEPU
A deportee who does not require an accompanied escort during carriage.
Conditions of carriage
─ The escorting officer(s) if any and deportee shall be subjected to a security search by the authorities before pre-boarding the
aircraft ;
─ The escorting officers(s) shall adequately identify themselves to the SFA and Captain;
─ NTL Report, passport and other documents must be handed to the SFA for safe keeping;
─ They shall be assigned to be seated at the rear most seats in the aircraft preferably near the toilet;
─ SFA must inform the Captain of NTL on board;
─ Intoxicating beverages of any kind shall not be offered while on board the aircraft
─ Annotate in VR the NTL name, passport number, reason for NTL, seat number and travel documents accepted for future
reference;
─ The Captain must inform Flight Operations of the NTL and the arriving flight details to facilitate the handling upon landing;
─ At final destination, the SFA must hand over the documents to the Ground Staff;
─ SFA shall indicate in the VR the staff name/ID that accepted the NTL and the travel documents; and
─ NTL will be the last to disembark
8.2.2.7.3 Persons in Custody
Persons in custody shall only be accepted for transport if accompanied by proper and authorized enforcement officers.
─ A prisoner considered dangerous shall not be transported unless two or more officers escort him and the prisoner adequately
restrained throughout the flight;
─ The escorting officer(s) and prisoner shall be subjected to a security search by the authorities before pre-boarding the aircraft;
─ The escorting officers(s) shall adequately identify themselves to the Senior Flight Attendant and Captain;
─ The escorting officer(s) will not be armed although they may carry restraints and should be assigned the rear-most seats in the
aircraft preferably near the toilet;
─ Under no circumstances should a prisoner be seated at an emergency exit. The prisoner shall occupy a window seat and not an
aisle seat;
─ Matches or intoxicating beverages of any kind shall not be offered to the escorting officer(s) or the prisoner while on board the
aircraft;
─ Metal utensils shall not be used if the prisoner is served food; and
─ They shall disembark the aircraft last.

Carriage Of Expectant Mother OMA 8.2.2.4

Local Procedure. Airport General How to check there is any Local procedure? (Blue procedure as example) To check in Naviga
charts under Airport General or ATC clearance. Example: No transponder code provided (WMKK SID 3-A-1) SQ “1000”
Rudder Trim Limitation During Taxi. PRO-SUP-32 P3/4 What is the limitation? What to apply when out of Limit?

ECAM and Usage of MEL FCTM OP-040 P2/10 MEL 01-00 pg6 What if during taxi to line up, there is an ECAM caution? What if is
a “No go” Item?
Task sharing is essential to effective ECAM operation, particularly in the case of abnormal operations.
NORMAL OPERATIONS
On ground, the ECAM MEMO is reviewed for feedback on temporarily-selected items (e.g. SEAT BELTS/IGNITION/ENG A/I), and
to check whether IRs are aligned. If alignment is not complete, the time remaining will be displayed. It is, therefore, not
necessary to refer to the OVHD panel. In cruise, the main systems should periodically be reviewed during flight (ENG, BLEED,
ELEC AC/DC, HYD, FUEL, F/CTL), to ensure that they are operating normally, and to detect any potential problem in advance. The
ECAM MEMO must be included in the instrument review. In cruise, in most of the cases, it should be blank. It helps to make the
flight crew aware of any system that a flight crewmember temporarily selected, but forgot to deselect. A STS label, displayed at
the bottom of the E/WD, indicates that there is a STATUS to be reviewed. Therefore, when a C/L calls for STATUS review, press
STS, only if the label appears. If there is a STS at engine shutdown, it will pulse at the bottom of the E/WD. If this is the case, the
STATUS page should be reviewed for help in completing the technical log.
Discrepancies/Malfunction is not applicable to MEL once aircraft is moving under own power. Crews are to handle failures in
accordance to Flight Manuals. MAINTENANCE message dispatch except DMC1/3, DMC2/3, ENG FADEC. (MEL 01-00 pg 11)

• Prior to accepting an A/C for flight, all acceptable deferred defects as noted in the MR2 must be checked against the
MEL for any limitations or operational procedures involved.
• The MMEL section 0 is called ECAM Warnings/MMEL Entry The purpose of this section is to help the flight crew to
determine the MMEL entry point, when an ECAM caution/warning message triggers
• If a failed item does not appear in the MEL, it is not possible to dispatch the aircraft.
• However, items that do not affect the airworthiness of the aircraft, such as galley equipment, entertainment systems,
or passenger convenience items, do not appear in the MEL: The dispatch applicability of these items is not relevant to
the MEL
• In most cases, if the failed item appears in the MEL, the dispatch of the aircraft is authorized, provided that all dispatch
conditions are fulfilled:
• Check the rectification time interval has not expired
• Consider location and, where repair is possible
• (*) Means that an INOP placard is required
• (O) Means that a specific operational procedure or limitation is required (Refer to MEL chapter 2)
• (M) Means that a specific maintenance procedure is required.
• When the MEL requires both maintenance and operational procedures, the maintenance procedures must be
performed before applying the operational procedures.
Fuel Consideration during Long Delay at Holding Point. OMA 8.1.7.1.2 What is the limit to hold? When can use the contingency
fuel?
Contingency fuel (CONST RES X PCT)
Fuel to cover deviations from the planned operating conditions such as unfavorable variations in cruise altitude or track,
deviations from the forecast wind values or any other unforeseen adverse circumstances. Contingency fuel may be used at
anytime after fuel bowser has been disconnected for departure.
The required minimum amount may be defined by the principles below; the higher of (a) or (b) must be selected:
(a) lowest of:
i) 5% of the planned trip fuel; or
ii) 3% of the planned trip fuel provided a fuel en-route alternate (FEA) is available. The FEA should be located within a circle
having a radius equal to 20% of the total flight plan distance, the centre of which lies on the planned route at a distance from
the destination of 25% of the total flight plan distance, or at 20% of the total flight plan distance plus 50 NM, whichever is the
greater; as illustrated below; or
iii) fuel sufficient for 20 minutes flying time based on planned trip fuel
consumption. The required data must be validated by a fuel consumption monitoring program for the individual type of
aeroplane;
Note: The specific approval of the DCAM is required before advantage can be taken of option ii) or iii).
(b) fuel to fly for 5 minutes at holding speed at 1500 ft above the destination aerodrome in standard conditions.

Engine Failure FCTM AO 020 How to apply RTO? Task Sharing. How to apply Engine Failure after V1?
DECISION MAKING
A rejected takeoff is a potentially hazardous manoeuvre and the time for decision-making is limited. To minimize the risk of
inappropriate decisions to reject a takeoff, many warnings and cautions are inhibited between 80 kt and 1 500 ft. Therefore, any
warnings received during this period must be considered as significant. To assist in the decision making process, the takeoff is
divided into low and high speeds regimes, with 100 kt being chosen as the dividing line. The speed of 100 kt is not critical but
was chosen in order to help the Captain make the decision and to avoid unnecessary stops from high speed:
• Below 100 kt, the Captain will seriously consider discontinuing the takeoff if any ECAM warning/caution is activated.
• Above 100 kt, and approaching V1, the Captain should be "go-minded" and only reject the takeoff in the event of a major
failure, sudden loss of thrust, any indication that the aircraft will not fly safely, any red ECAM warning, or any amber ECAM
caution listed below:
• F/CTL SIDESTICK FAULT
• ENG FAIL
• ENG REVERSER FAULT
• ENG REVERSE UNLOCKED
• ENG 1(2) THR LEVER FAULT
If a tire fails within 20 kt of V1, unless debris from the tire has caused noticeable engine parameter fluctuations, it is better to
get airborne, reduce the fuel load and land with a full runway length available. The decision to reject the takeoff is the
responsibility of the Captain and must be made prior to V1 speed:
• If a malfunction occurs before V1, for which the Captain does not intend to reject the takeoff, he will announce his intention
by calling "GO".
• If a decision is made to reject the takeoff, the Captain calls "STOP". This call both confirms the decision to reject the takeoff
and also states that the Captain now has control. It is the only time that hand-over of control is not accompanied by the phrase
"I have control".

• Engine flame-out may be indicated by rapid decrease in EGT, N2 and FF, followed by a decrease in N1.
• Eng Fire/Damage may be accompanied by :
• Loud Noise
• Significant increase in aircraft vibration and/or buffeting
• Repeated and uncontrollable stall
• Associated abnormal indications such as hyd fluid lost, no N1 or N2 indication, FF dashes, high EGT
• Engine fire warning
• Use rudder to maintain runway centerline.
• At VR, rotate the aircraft smoothly, at a slower rate than with all engines operation, using a continuous pitch rate to an
initial pitch attitude of 12.5°.
• The combination of high FLEX temperature and low V speeds requires precise handling during the rotation and lift off.
• The 12.5 pitch target will ensure the aircraft becomes airborne.
• When safely airborne, follow the SRS orders.
• Shortly after lift off, the lateral normal law commands some rudder surface deflection to minimize the sideslip (there is
no feedback of this command to the pedals). Thus, the lateral behavior of the aircraft is safe and the pilot should not be
in a hurry to react on the rudder pedals and to chase the beta target.
 • The blue beta target will replace the normal sideslip indication on the PFD. Since the lateral normal law does not
command the full needed rudder surface deflection, the pilot will have to adjust conventionally the rudder pedals to
center the beta target.
• When the beta target is centered, total drag is minimized even though there is a small amount of sideslip.
• The calculation of the beta target is a compromise between drag produced by deflection of control surfaces and
airframe drag produced by a slight sideslip.
• Centering the beta target produces less total drag than centering a conventional ball, as rudder deflection, aileron
deflection, spoiler deployment and aircraft body angle are all taken into account.
• Keep in mind that the yaw damper reacts to a detected side slip. This means that, with hands off the stick and no
rudder input, the aircraft will bank at about 5° maximum and then, will remain stabilized.
• Thus, laterally, the aircraft is a stable platform and no rush is required to laterally trim the aircraft.
• Control heading conventionally with bank, keeping the beta target at zero with rudder.
• Accelerate if the beta target cannot be zeroed with full rudder. Trim the rudder conventionally.
• Bank angle is limited to 15° if IAS < maneuvering speed (e.g. S, F, green dot)
• The use of the autopilot and auto thrust is strongly recommended to reduce workload of the pilots.
• Following an engine failure, the rudder should be trimmed out prior to autopilot engagement.
• Once AP is engaged, the rudder trim is managed through the AP and, hence, manual rudder trim command, including
reset, is inhibited
• The principles are to ensure a safe aircraft handling, proper task sharing and to define an order in the various drills:
• Stabilize aircraft path > Initiate ECAM > Accelerate & clean up > Remaining ECAM(to STS) > After takeoff climb checklist
> Computer reset, consult OEBs, review STS.
• Initiate ECAM when the appropriate flight path is established and the aircraft is at least 400 ft above the runway
because it is a good compromise between the necessary time for stabilization and the excessive delay in procedure
initiation.
• In some emergency cases and provided the flight path is established, the PF may initiate the ECAM actions before 400
ft.
• When an engine failure occurs after takeoff, noise abatement procedures are no longer a requirement. Additionally,
the acceleration altitude provides a compromise between obstacle clearance and engine thrust limiting time. It allows
the aircraft to be configured to Flap 0 and green dot speed, which provides the best climb gradient Company Engine
Out Procedure (EOP) is defined as “standard” in the airfield briefings.
• “STANDARD” EOP in AirAsia:
• “Climb on extended runway centerline to Engine Out Acceleration Altitude, retract flaps/slats, thereafter turn left or
right towards lowest MSA and follow ATC instructions or proceed to a holding facility”

Engine Out SID

Local OMA 8.3.1.14.2 How to Apply?
Engine Failure
As a general rule if the reason for the engine failure cannot be clearly identified (ice, heavy rain, turbulence, etc) then it shall not
be restarted unless a greater emergency exists. If an engine failure occurs during take-off, it is recommended to maintain on
extended runway centerline (standard) unless a published engine out procedure is available. When following engine out
procedure, ATC must be informed. If terrain clearance is not in doubt and the aircraft climb performance is adequate, the pilot
may:
• Follow the departure route; or
• Accept radar vectoring by ATC; or
• Remain in the vicinity of the airport under VMC conditions.
Securing the engine has priority over accelerating the aircraft to retract the flaps. The Engine Out Acceleration altitude is the
minimum height to begin accelerating for flaps retraction. Therefore, the priority would be to secure the engine to contain the
damage, then accelerate when at or above Engine Out Acceleration altitude. Hence, the recommended procedures below
outlines the actions required to secure the engine:
• Engine flameout, no damage: - ECAM actions up to Engine Master...OFF.
• Engine flameout with damage: - ECAM actions up to first agent discharge (AGENT 1).
• Engine fire: - ECAM actions up to second agent discharge (AGENT 2) or until Fire Warning is out.
When an aircraft in-flight has an identified engine problem or abnormal condition which precludes the application of go-around
power the aircraft should be configured for an engine inoperative approach and landing.
B. Two Engine Aircraft :
The Commander shall
• Notify ATC giving all relevant information and actions intended.
• Divert to the nearest suitable airport that is safe and operational.
• When two or more suitable airports are available then the nearest airport in flight time terms should be considered.
• Where terrain is critical the Commanders will be guided by the inflight escape routes (OMC chapter 4) if any.

Company Engine Out Procedure OMC 6.1.3 How to Apply?

• Company Engine Out Procedure (EOP) is defined as “standard” in the airfield briefings.
• “Standard” EOP for AirAsia:
Climb on extended runway centerline to Engine Out Acceleration Altitude, retract flaps/slats, thereafter turn left or right
towards lowest MSA and follow ATC instructions or proceed to a holding facility
Incorrect ZFW Insertion PRO-SUP-22-10 P8/14 How to Apply?

RVSM/RNP 10
What is RVSM?
Ans 1 : RVSM airspace is any airspace between FL290 and FL410 (inclusive) where vertical separation between aircrafts are 1,000
feet instead of 2,000 feet.
What are the basic RVSM requirements?
Ans 2 : Equipment requirements are listed in FCOM 2.04.50, company operations manual (OM) and the AIP. The minimum
equipment requirement for RVSM are :-
◼ 2 ADC (left ADC compulsory)
◼ 1 altitude reporting transponder
◼ 1 Autopilot
◼ Altitude hold capability
◼ 1 FWC for altitude alert function
what letters represent RVSM in item 10 in the OFP?
Ans 3 : Indicated by the letter “W
What are the altitude tolerance for ground, overshoot, undershoot &b Cruising? PRO-SUP-34
Ans 4 : 75ft on ground, 150 over shoot undershoot, 200 during cruise
FLIGHT PREPARATION
The crew must pay particular attention to conditions that may affect operations in RVSM airspace.
These include but may not be limited to:
i) verifying that aircraft is approved for RVSM operations
ii) reported and forecast weather en-route
iii) review of maintenance logs and form to determine the condition of equipment required for flight in RVSM airspace. Ensure
that maintenance action has been taken to correct defects to required equipments
iv) on the ground, aircraft altimeters should be set to the local altimeter (QNH) setting and should display a known elevation
(e.g. field elevation). The maximum value for these checks should not exceed + 75 feet.
v) check, on ground, that the difference between the two primary altitude indications on the PFD is less than the tolerance
specified in paragraph 3.04.34 “Maximum Differences Between Altitude Indications”.
INFLIGHT PROCEDURES
Prior to RVSM Airspace Entry
The above-listed equipment, required for RVSM, must be operating normally. Should any of this equipment fail prior entering
the RVSM airspace, the crew must request new clearance, to avoid flight in this airspace. The 2 primary altitude indications (PFD
indication from the onside ADR or ADR 3) should be in accordance with the instrument tolerance (3.04.34). If only 2 ADRs are
operative, the altimeter indications on the PFD and standby altimeters should be recorded. This information may be useful in
case of subsequent PFD altitude discrepancy, or the loss of both remaining ADRs.
Within RVSM airspace
The following are to be observed when within the RVSM airspace:
i) Autopilot should be engaged within RVSM airspace for cruise and flight level changes.
ii) During cleared transitions between flight levels, the aircraft should not overshoot or undershoot the cleared flight levels by
more than 150 feet.
iii) At intervals of approximately one hour, check that altimeter indication agree in accordance with the instrument tolerance
(3.04.34). The usual scan of flight deck instruments should be sufficient.
iv) Use the transponder and the autopilot, associated with one of the ADRs which is within tolerance.

POST FLIGHT
The crew must report any malfunction in the height keeping systems including:
i) the malfunction or the loss of any required equipment.
ii) altimeter reading outside the tolerances specified in 3.04.34, and must provide sufficient details to enable maintenance to
troubleshoot and repair the system.
Abnormal and Emergency Procedures
When in RVSM airspace, the following contingencies which affect the ability to maintain the cleared flight level will be notified
to ATC.
i) failure of both autopilots
ii) loss of altimeter system redundancy (only 1 PFD indication remaining), or excessive altimeter discrepancy (200ft)
iii) failure of any other equipment affecting the ability to maintain the cleared flight level, or
iv) encountering greater than moderate turbulence
Note: The flight crew can obtain the contingency procedures for flying in Minimum Navigation Performance Specification
(MNPS) airspace by referring to specific manuals, such as, for example, the North Atlantic (NAT) MNPS Manual. If unable to
notify ATC and obtain ATC clearance prior to deviating from the assigned cleared flight level, the crew should follow the
established contingency procedure for specific RVSM areas and obtain ATC clearance as soon as possible.

Contingency Procedure OMA 8 Appendix A. How to Apply? Is it the same for different FIRs?
Any failure of equipment or adverse flying conditions which affect the ability of the aircraft to maintain cleared level is
considered to be a contingency. The following contingencies are to be notified to ATC :-
◼ failure of both Autopilots.
◼ loss of altimeter redundancy (only one PFD remaining).
◼ failure of any other equipment affecting the ability to maintain the cleared flight level, or
◼ encountering greater than moderate turbulence.

If unable to notify ATC and obtain ATC clearance prior to deviating from the assigned cleared flight level, the crew should follow
the following established contingency procedure and obtain ATC clearance as soon as possible

Local Procedure (China / Asia Pacific/ Middle East) OMA Appendix A OMC 3.14 & 3.1.1 How to apply? In China RVSM,
contingency procedure what altitude to descent to?
• Metric RVSM implemented in the Shenyang, Beijing, Shanghai, Guangzhou, Kunming, Wuhan, Lanzhou, Urumqi FIRs
and Sector AR01 (Island airspace) of the Sanya CTA between 8900m (FL291) and 12500m (FL411) inclusive. The airspace
between 8900m (FL291) and 12500m (FL411) is defined as RVSM airspace.
• China RVSM airspace is exclusive RVSM airspace, aircraft that are not RVSM compliant may not operate into China
RVSM airspace between 8900m (FL291) and 12500m (FL411).
• China RVSM Flight Level Allocation Scheme (FLAS) is based on Metric Flight Level.
• ATC will issue the Flight Level clearance in meters, the aircraft shall be flown using the flight level in FEET
• Aircraft with primary FEET altimeters shall fly using the feet altimeter and use the China RVSM conversion table from
the initial clearance to a FL in the China FLAS
 180° – 359°T 000° – 179°T
Flight Levels Flight Levels
m ft FL m ft FL
ETC ETC ETC ETC ETC ETC
... ... ... ... ... ...
15500 50900 FL509 14900 48900 FL489
14300 46900 FL469 13700 44900 FL449
13100 43000 FL430 12500 41100 FL411
12200 40100 FL401 11900 39100 FL391
11600 38100 FL381 11300 37100 FL371
11000 36100 FL361 10700 35100 FL351
10400 34100 FL341 10100 33100 FL331
9800 32100 FL321 9500 31100 FL311
9200 30100 FL301 8900 29100 FL291
8400 27600 FL276 8100 26600 FL266
7800 25600 FL256 7500 24600 FL246
7200 23600 FL236 6900 22600 FL226
6600 21700 FL217 6300 20700 FL207
6000 19700 FL197 5700 18700 FL187
5400 17700 FL177 5100 16700 FL167
4800 15700 FL157 4500 14800 FL148
4200 13800 FL138 3900 12800 FL128
3600 11800 FL118 3300 10800 FL108
3000 9800 FL98 2700 8900 FL89
2400 7900 FL79 2100 6900 FL69
1800 5900 FL59 1500 4900 FL49
1200 3900 FL39 900 3000 FL30
600 2000 FL20

AIRCRAFT CONTINGENCY PROCEDURE(REQUIRING RAPID DESCENT)

• Notify ATC of aircraft location and request FL change as required;
• Upon declaring an emergency a pilot may exercise his right and change his assigned flight level. He shall notify ATC
immediately and submit a report upon arrival at the destination;
If unable to contact ATC and rapid descent required:
• Deviation procedure for level change: turn 30° right and track out 20 kilometers (i.e. deviate right of airway centerline
by 10 km or 5 nm), then, turn left to track parallel the original route, then climb or descend to the new level, and then
return to the original one (when appropriate)
NOTE: when returning to the original route, be aware that there may be conflicting traffic on that route
• Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: flight identification, flight
level, aircraft position and intention on the frequency in use, as well as on frequency 121.5 MHz (or, as a backup, the
VHF inter-pilot air-to-air frequency 123.45 MHz)
• Establish visual contact with conflicting traffic;
• Turn on all aircraft exterior lights.

SLOP OMC 3.1.9 OMA Appendix A How to apply? Is it the same for radar and non-radar airspace?
Note 1. Annex 2.3.6.2.1.1 requires authorization for the application of strategic lateral offsets from the appropriate ATS
authority responsible for the airspace concerned.
Note 2 The following incorporate lateral offset procedures for both the mitigation of the increasing lateral overlap probability
due to increased navigation accuracy, and wake turbulence encounters.
Note 3. The use of highly accurate navigation systems (such as global navigation satellite system (GNSS) by an increasing
proportion of the aircraft population has had the effect of reducing the magnitude of lateral deviations from the route centre
line and consequently increases the probability of a collision, should a loss of vertical separation between aircraft on the same
route occurs

• The following shall be taken into account by the appropriate ATS authority when authorizing the use of strategic
lateral offsets in a particular airspace:
• strategic lateral offsets shall only be authorized in en-route oceanic or remote continental airspace. Where part of the
airspace in question is within radar coverage, transiting aircraft should normally be allowed to initiate or continue
offset tracking
• strategic lateral offsets may be authorised for the following types of routes (including where routes or route systems
intersect):
– uni-directional and bi-directional routes, and
– parallel route systems where the spacing between route centre lines is not less than 55.5 km (30 NM)
• in some instances it may be necessary to impose restrictions on the use of strategic lateral offsets, e.g where their
applications may be inappropriate for reasons related to obstacle clearance;
• strategic lateral offsets procedures should be implemented on a regional basis after coordination between all States
involved;
• the routes or airspace where application of strategic lateral offsets is authorised, and the procedures to be followed by
pilots, shall be promulgated in aeronautical information publications (AlPs)
• air traffic controllers shall be made aware of the airspace within which strategic lateral offsets are authorised.
The decisions to apply a strategic lateral offset shall be the responsibility of the flight crew. The flight crew shall only
apply strategic lateral offsets in airspace where such offsets have been authorised by the appropriate ATS authority and
when the aircraft is equipped with automatic offset tracking capability.
• The strategic lateral offset shall be established at a distance of 1.85 km (1 NM) or 3.7 km (2 NM) to the right of the
centre line relative to the direction of flight.
• Note 1. Pilots may contact other aircraft on the inter-pilot air-to-air frequency 123.45 MHz to coordinate offsets
• Note 2. The strategic lateral offset procedure has been designed to include offsets to mitigate the effects of wake
turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centre
line,1.85 km (1NM) or 3.7 km (2NM) right offset) may be used.
• Note 3. Pilots are not required to inform ATC that a strategic lateral offset is being applied when outside radar airspace.
• Note 4. Within radar airspace, the strategic lateral offset procedure requires approval by ATC.
• 1NM offsets are preferred within radar airspace.
• Pilots applying SLOP in non-radar airspace, may request approval from ATC to continue with the offset upon
entering radar airspace.

Cockpit Visit During Cruise OMA 8.3.12 What is our company Policy?
Admission to the Flight Deck
Admission to the flight deck is normally at the sole discretion of the Commander, subject to current policy issued by DCAM or
the StateAuthorities.
However, a DCAM Flight Operations Surveillance Inspector or other person duly authorized by the Malaysian Ministry of
Transport has, in the course of his duties, a right of admission to the flight deck. In this respect, it should also be noted that
when the aircraft is on the ground, properly authorized officials of the aviation authority of the State in which the aircraft
happens to be, will have the right to board the aircraft for the purpose of inspecting the relevant documentation. In all such
cases identification and authorization should be produced by the inspector. Furthermore, during take-off and landing,
Commanders are not authorized to permit a passenger, other than a staff passenger, to remain on the flight deck without
special permission from the Director of Flight Operations. Such cases are further subject to the consent of the Commander to
this passenger occupying a flight deck jump seat during the take-off and landing. Any unqualified person travelling in a jump seat
must be briefed by the Commander on the procedure to be followed in an emergency. Crew based away from home (away from
wife and children) will be allowed to occupy the jump seat in part-uniform. Such crew will be listed as supernumerary crew and
their names shall appear on the General Declaration, subject to seat availability. Prior arrangements with Flight Operations
Control should be made and the Commander of the aircraft should be informed beforehand. In the event of a late request for
the jump seat at an outstation where it is not possible to get approval for its use from the Flight Operations Control in Kuala
Lumpur, Commanders may agree to the use of the jump seat provided that the person concerned meets the above
requirements.

1. Passangers may be allowed by Commander to visit cockpit during cruise, provided supervised by FA.
2. When pax in cockpit, one pilot has to give total attention to flight monitoring and mgmt duties.
3. Must brief pax cannot initatiate conversation with flight crew in event of warning.
4. Pax cannot sit in during take off/ landing (unless staff) without permission of DFO.
5. Crew on GD can sit on jump seat thru out flight if his name on GD n wearing uniform

Radio Failure Procedure NAVIGA ATC 4 Chapter 15 P15

 • Note 1- Radar procedures could be applies in relation on an aircraft experiencing air-ground communication failure are
contained in NAVIGA Chapter 8 Section 8.8.3.
• Note 2 – An aircraft equipped with an SSR transponder is expected to operate the transponder mode A Code7600 to
indicate that it has experience air-ground communication failure.
• Note 3 – See also NAVIGA Chapter6, 6.3.2.4 concerning departure clearances containing no geographical or time limit
for an initial level and procedures to be applied in relation to an aircraft experiencing air-ground communication failure
under such circumstances.
• Note 4 – See also NAVIGA Chapter5, 5.4.6.3.1, for additional requirements applying to communication failure during
the application of 50NM longitudinal RNAV/RNP 10 separation minimum.
If in instrument meteorological condition or when conditions are such that it does not appear feasible to complete the flight in
VMC:
1. Unless otherwise prescribe on the basis of a regional air navigation agreement, maintain the last assigned speed and
level, or minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its position
over a compulsory reporting point and thereafter adjust level and speed accordance with the filed flight plan;
2. Proceed according to the current flight plan route to the appropriate designated navigation aid serving the destination
aerodrome and when required to ensure compliance with 3) below, hold over this aid until commencement of descent;
3. Commence descent from the navigation aid specified in 2) at, or as close as possible to the expected approach time last
received and acknowledged or if no expected approach time has been received and acknowledge, at or as close as
possible to the estimated time of arrival resulting from the current flight plan
4. Complete a normal instrument approach procedure as specified for the designated navigation aid and;
5. Land if possible within 30 minutes after the estimated time of arrival specified in flight plan or the last acknowledged
expected approach time, whichever is later.

Fuel Management in Flight.

Low Fuel During Cruise within 1 hour to destination. OMA 8.3.7.1.4.1
Cruise
In cruise the minimum predicted fuel remaining at destination will consist of the Alternate and Final Fuel. There is no restriction
on the choice of Alternate provided that the forecast weather for the Destination Alternate is above the applicable landing
minima for aircraft and approach aids available. When the aircraft is approaching destination (less than 1 hour), and has
established VHF communication contact, the flight may be continued without
Alternate Fuel provided:
No significant ATC delays are likely until 1 hour after ETA, or Expected Approach Time (EAT) or maximum delay is known, and
At least Final Reserve fuel will remain at touchdown at destination.
When one runway is available at destination and destination alternate is within 30 minutes, the meteorological conditions
prevailing are such that, for the period from ETA until 1 hr after the expected time of arrival at destination, meets a ceiling of at
least 2000 ft or circling height + 500 ft, whichever is greater, and a visibility of at least 5 km.
When Two separate runways are available at destination, which may overlay or cross such that if one of the runways is
blocked, it will not prevent the planned type of operations on the other runway; and the meteorological conditions prevailing
are such that, for the period from ETA until 1 hr after the expected time of arrival meets the following:

In flight Reclearance OMA 8.3.7.1.5 How to apply?

Low Fuel State
As a general rule, an emergency exists when the fuel remaining is estimated to have reduced to an amount where an approach
to land should be commenced without delay. When the Commander becomes aware that the fuel on board may drop below or
close to the Final Reserve Fuel (30 mins holding fuel as stated in the CFP) upon Llanding, he must advise ATC and request a
priority landing as early as possible - prefix PAN PAN.
If the flight will land with the Fuel On Board less than the Final Reserve Fuel, the Commander must declare a full emergency-
prefix MAYDAY.
Note: The term "fuel emergency" is not recognized in most States. Emergency calls should be prefixed by "PAN PAN" or
"MAYDAY”, as appropriate. However, before such extreme situation arises, it is recommended that ATC be notified of an
impending low fuel situation. Priority landing, where possible, must be requested from ATC. If aircraft lands with less than Final
Reserve Fuel, an ASR must be filed.
In flight medical emergency and illness. OMA 6.3.1 & 6.3.2 How to apply?
Diversion for Medical Reasons
When a passenger or crew becomes acutely ill and apprehension exists about the passenger’s ability to survive the flight,
diversion to the nearest appropriate facility must be considered. The Commander should bear in mind that his Flight Attendants
have all been suitably trained in first-aid, and accept their advice accordingly. In an attempt to limit the number of diversions to
those that are essential, an effort should be made to obtain some medical opinion on the necessity to divert.
1) AirAsia should be informed, if possible, by direct radio contact. Ascertain the following:
• Age;
• Symptoms i.e. of what does the passenger complain;
• Is there any complain of pain? If so where and how severe;
• Any past history or similar illness;
• Is he/she taking any drugs, if so, what;
• What is the pulse rate;
• What is the colour of the lips;
• What is the conscious state? alert, drowsy, unconscious;
• Since the time the Flight Attendant became aware of the passenger's condition, has it deteriorated, remained static,
improved; and
• What measures have the Flight Attendant taken to treat the passenger.
2) If there are any medical practitioners and/or nursing sisters on the aircraft, and they are willing to help, obtain their opinion
on the passenger's condition and necessity of urgent medical treatment.
3) Remember, in a diversion to an alternate airport that there may not be any medical facilities at the airport, and up to an hour
may elapse before the patient gets medical attention at that airport. It may often be more prudent to continue to the
destination and radio ahead for medical facilities on arrival. If possible, operations should be contacted at the earliest
opportunity stating the nature of the problem and the intentions of the Captain. If applicable, operations should be asked to
alert the Medical Unit at the destination airport, giving relevant medical details and whether or not an ambulance is required.

Medical Conditions that may Require an Unscheduled Landing

The items listed below are only for reference, they are not the only conditions that may require an Unscheduled Landing :
• Stoppage of breathing and pulse;
• Unconsciousness;
• Severe shock;
• Uncontrollable bleeding;
• Internal bleeding;
• Heart attack;
• Recurrent Epileptic fits; and
• Retained Placenta.

Airport speed control. How and Where to apply? How to know there is such control? AIP Malaysia ENR

Speed control. This may require aircraft to maintain as high a speed as possible or reduce speed, consistent with aircraft
performance profiles;
• Radar vectoring. This may involve track shortening or lengthening through radar vectoring by ATC; c)Holding. Aircraft
may expect to be held at an outer holding pattern when necessary.
• Speed control is also necessary to achieve the desired separation minimum or spacing between the successive arrivals.
This in turn would improve the utilization of airspace and enhance the runway capacity to handle more number of
aircraft. Speed control is used to reduce the need for radar vectoring in the establishment of an approach sequence.
• A pilot will be advised to resume desired speed when a specific speed control instructions is no longer necessary.
Unless otherwise stated, a speed control instruction applies until the aircraft reaches the point in the descent profile
where the speed would normally be reduced below that assigned by ATC.
• Unless otherwise specified, a clearance for final approach or a clearance for a visual approach terminates speed control.
Pilots may request an alternative sequencing action when the speed control instruction is unacceptable on operational
grounds.
ICAO Holding Procedure. SOP General Info Page 12 How to apply?

Low Fuel State OMA 8.3.7.1.5 When is it consider as low fuel State?
Low Fuel State. When to make a PAN/Mayday call?
As a general rule, an emergency exists when the fuel remaining is estimated to have reduced to an amount where an approach
to land should be commenced without delay. When the Commander becomes aware that the fuel on board may drop below or
close to the Final Reserve Fuel (30 mins holding fuel as stated in the CFP) upon landing, he must advise ATC and request a
priority landing as early as possible - prefix PAN PAN. If the flight will land with the Fuel On Board less than the Final Reserve
Fuel, the Commander must declare a full emergency-prefix MAYDAY.
Note: The term "fuel emergency" is not recognized in most States. Emergency calls should be prefixed by "PAN PAN" or
"MAYDAY”, as appropriate. However, before such extreme situation arises, it is recommended that ATC be notified of an
impending low fuel situation. Priority landing, where possible, must be requested from ATC. If aircraft lands with less than Final
Reserve Fuel, an ASR must be filed.

Traffic Separation, Radar / Non Radar OMA 8.3.9.1.2 & OMA 8.3.9.1.3

Descent Below MSA, IMC / VMC. OMA 8.3.1.11.1 When are you allowed to descent?

8.3.1.11.1 IMC Descent below Minimum Safe / Sector Altitude (MSA)

Undue reliance must not be placed on any one radio navigation aid or navigation system when establishing position for the
purpose of descent below MSA. Descent to radar cleared altitude is permitted when under positive radar control. The aircraft
must be navigated in accordance with the flight plan, even when under the control of an approved radar unit, until identified by
radar and instructed to deviate from the planned route. The term "radar contact" must not be misunderstood as an indication
that the aircraft is under radar control. The Commander is authorized to accept radar clearances provided he :
• retains the responsibility for ensuring adequate obstacle clearance;
• checks the initial identification of the aircraft by the radar unit and confirm the aircraft position by independent
navigational aids e.g. IRS, SSR, VOR/DME, NDB, or aircraft radar;
• checks the aircraft position as frequently as necessary by independent navigational aids, as being within the area
covered by the relevant MEA, before and during the period of radar control;
• uses his discretion when requested by the radar unit to descend to Radar Cleared Altitudes, and if in doubt about the
standard of the radar control, must climb the aircraft to the relevant MSA. Further descent is permitted using a
published instrument approach or arrival procedure.

8.3.1.11.2 Visual Descent below Minimum Safe/Sector Altitude (MSA)

Visual descent below MSA to the circuit altitude (1500 ft AGL) is permitted only if the descent can be continued so as to ensure
clearance from all obstacles on the intended track, provided that, on reaching the circuit altitude, sufficient visual reference is
maintained to fix position continuously and accurately within the specified radius and any specified sector. If this condition
cannot be satisfied, the aircraft must be climbed to the MSA immediately. At any time if the pilot is in doubt and, or safety of
the aircraft is compromised, the approach should be discontinued and a go-around must be executed with the ATC duly notified.
RNAV Star Arrivals PRO-SPO-51 P1/8 Are we allowed to make RNAV arrivals? OMA 8 Appendix C Are we allowed to make a RNAV
non-precision approach?

GENERAL
The aircraft navigation system, required by regulation to fly within a Required Navigation Performance (RNP) airspace, shall
comply with RNAV functionality criteria and with navigation position accuracy and integrity criteria. When referring to RNP-X,
the value of X is the navigation accuracy expressed in NM, which has to be met with a probability of 95 %. An RNP value can be
associated with an airspace, a route, a SID, a STAR, a RNAV approach, or an RNAV missed approach procedure.
Depending on the RNP value, and on the airspace environment (ground radio navaid), different navigation equipment may be
necessary. An operational approval from the airline's national authorities may be necessary.

NAVIGATION SYSTEM CAPABILITY (FOR REFERENCE ONLY)

European BRNAV (RNP-5) and P-RNAV (RNP-1) capability meets the certification requirements of JAA TGL 2 and TGL 10. Terminal
and en-route RNAV operations comply with the certification requirements of the FAA Advisory Circular 90-100.
RNP-4 capability in oceanic or remote areas complies with FAA Notice 8400.33. RNP-10 capability in oceanic or remote areas
complies with paragraph 12.b (1) of FAA Notice 8400.12a., or with paragraph 12.a. or 12.b (5), if GPS is installed and is operative.
Navigation system with the GPS PRIMARY function (if GPS installed) meets the certification requirements of FAA AC 20-130A and
TSO C 129A in class C1 (for navigation system with multiple sensor inputs including GPS).

RNP CAPABILITY
In order to match a given RNP value, the FMS-estimated position accuracy (also called Estimated Position Error) must be better
than the RNP value. Obviously, this is dependent on the FMS navigation-updating mode (GPS/DME/DME, VORDME, or IRS). On
the MCDU PROG page, the required and the estimated position accuracy are displayed, and determine the HIGH/LOW accuracy
indication (Refer to DSC-22_20-20-20 Estimated Position
Uncertainty). The required accuracy can be a default value, which is either a function of the flight phase, or a navigation
database procedure value, or a value manually-entered by the crew.

When flying in an RNP environment, the crew can insert the appropriate RNP value in the REQUIRED ACCUR field of the PROG
page.
When HIGH is displayed
The RNP requirement is estimated to be fulfilled.
When LOW is displayed
The RNP requirement is estimated not to be fulfilled. In this case :
• The crew crosschecks navigation with raw data, if available,
• If the crosscheck is negative, or if raw data is unavailable, the crew informs the ATC. When leaving the RNP environment, the
crew will clear the manually-entered required accuracy.
WITHOUT GPS PRIMARY FUNCTION
RNP accuracy criteria are met, provided radio navaid coverage supports it for :
‐ RNP-1 en route and in the terminal area, provided a required accuracy of 1 nm See (1) is checked, or manually entered in the
MCDU.
‐ RNP-0.3 in approach, provided a required accuracy of 0.3 nm See (1) is checked, or manually entered in the MCDU.
Note: (1) It is possible to enter the radial equivalent to the specified Crosstrack (XTK) accuracy, that is the RNP multiplied by 1.2,
the EPE being an estimated radial position error.
WITH THE GPS PRIMARY FUNCTION
RNP requirements are met, provided GPS PRIMARY is available, for :
‐ RNP-1 en route
‐ RNP-0.5 in the terminal areas, provided the AP or FD in NAV mode is used.
‐ RNP-0.3 in approach, provided the AP or FD in NAV mode is used.

APPENDIX C
Performance Based Navigation (PBN) Operations
The operational requirements and procedures are determined by the type of PBN route or airspace, and will differ for:
• RNP/RNAV enroute, or terminal area within radio navaid coverage;
• RNP enroute, in oceanic, or remote areas;
• RNP approach requiring special authorization, based on RNP 0.3;
• SID/STAR, based on RNP or RNAV.
The level of performance (RNP value) also has an effect on these operational requirements and procedures, and on aircraft
equipment (GPS, or no GPS).

RNP 1 SID/STAR ALLOWED

RNP 5 SID/STAR ALLOWED

RNP 10 REMOTE AREA ALLOWED

Metric OMA 8 Appendix A How and when to Apply?

China RVSM Flight Level Allocation Scheme (FLAS) is based on Metric Flight Level. ATC will issue the Flight Level clearance in
meters, the aircraft shall be flown using the flight level in FEET. There will be no change in flight level allocations and
operations at 8400m (FL276) or below in non RVSM airspace. Pilots should be aware that due to the rounding differences, the
metric readout of the onboard avionics will not necessarily correspond to the cleared Flight Level in meters, however the
difference will never be more than 30 meters. Aircraft equipped with metric and feet altimeters shall use the feet altimeter
within RVSM flight level band.

Climb Gradient Approach / Landing GTG Aircraft Performance What is the difference? What is the ICAO approach Climb
Gradient?
GTG Aircraft Performance (3.3.1. Approach Climb P117, 3.3.2. Landing Climb P118) in GTG is only for aircraft certification
purposes only. According to ICAO minimum go around is still 2.5%

LANDING CLIMB GRADIENT

The objective of this constraint is to ensure aircraft climb capability in case of a missed approach with all engines operating. The
“Landing climb” wording comes from the fact that go-around performance is based on landing configuration. For Airbus FBW,
the available landing configurations are CONF 3 and FULL.

Take note: All this climb Gradient is for aircraft certification purpose only. ICAO min approach climb Gradient is still 2.5%
Approach ON PAPI OR TVASI (MEHT Limits) CAP 637 What is MEHT?
The Minimum Eye Height over Threshold (MEHT), which is notified in AIP, is a reference value, calculated with respect to the
promulgated approach angle for each PAPI. It is the lowest eye height over the runway threshold at which an on-slope indication
will be seen. From examination of published MEHT, it may at first sight appear that for some runways, adequate wheel clearance
at the threshold is not assured for all types of aircraft likely to use those runways. However, a typical eye height achieved in
practice when crossing the threshold following well established 'on slope' approach would in fact be well above the
published MEHT value.
Aprroach Lighting System Naviga ADR2/ALS-1 OMA8.4.3.5 How many ALS are there?
8.4.3.5 Visual Aids - Approach Light System
The approach light system is mandatory for CAT II operations, and only optional for CAT III operations. It consists of a row of
lights on the extended centreline of the runway, extending over a distance of 300 m from the threshold (over 900 m for CAT I).
In addition, the system has two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and
one at 300 m from the threshold as shown in figure 3. It is specified by the ECAC that the sequenced strobe lighting be
considered to be incompatible with CAT II and III operations. When installed for other operations, it should be switched off
when CAT II or CAT III approaches are in progress.

8.4.3.5.1 Extended Centerline Lights

The lights forming the centerline are placed at longitudinal intervals of 30 m, with the first one located 30 m from the threshold.
These lights consist of barrettes showing variable white. Each barrette is at least 4 m in length. When a barrette is composed of
point sources, the lights are uniformly spaced at intervals of no more than 1.5 m.

8.4.3.5.2 Side Row Lights

The lights forming the side rows are placed on each side of the centerline, at a longitudinal spacing equal to that of the extended
centerline lights (30m), with the first ones located 30m from the threshold. The lateral spacing (or gauge) between the lights is
not less than 18m and no more than 22.5m, with a preference for
18m.In any case, the lateral spacing shall be equal to that of the touchdown zone lights.
These lights consist of barrettes showing red. The length of a side row barrette and the longitudinal spacing of its lights shall be
equal to those of the touchdown lights barrettes.

8.4.3.5.3 Crossbar Lights

The crossbar provided at 150 m from the threshold fills in the gap between the centerline and the side row lights. The crossbar
provided at 300 m is extended on both sides of the centerline lights to a distance of 15 m from the centerline. The lights forming
the two crossbars are fixed lights showing variable white.
RVR OMA 8.4.1.4 How to measure a RVR? Is it from aircraft or ground?
8.4.1.4 Runway Visual Range
8.4.1.4.1 RVR Definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft on the centreline of the runway can see the runway
surface markings or the lights delineating the runway or identifying its centreline.
8.4.1.4.2 RVR Concept
CAT II and III operations require rapidly updated and reliable reports of the visibility conditions, which a pilot may expect to
encounter in the touchdown zone and along the runway. RVR measurements replace the use of Reported Visibility Values (RVV),
which is not appropriate for conditions encountered during the final approach and landing in low visibility, because the visibility
observations are often several miles away from the touchdown zone of the runway.
Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a pilot of an aircraft in the final stages of approach or
landing can see the markings or the lights as described in RVR definition.
Note: A too low seat position will reduce the SVR considerably.
8.4.1.4.3 Runway Visual Range Measurements
For CAT II / III operations, the RVR measurements are provided by a system of calibrated transmissometers and account for the
effects of ambient background light and the intensity of runway lights. Transmissometers systems are strategically located to
provide RVR measurements associated with three basic portions of a runway :
The Touchdown Zone (TDZ);
The Mid-runway Portion (MID); and
The Rollout Portion (RO) or stop end.
For CAT II operations, the TDZ measurement is required, and for CAT III operations the TDZ and MID measurements are
mandatory, however the MID can be replaced by the RO if inoperative.
Approach

(1): 100 DH AGL. Radio Altimeter altitude (RA) may be less or higher depend on the terrain profile during approach.
(2): Should be disregarded if not required by the landing distance.
(3): 125 m if manual rollout.
(4): Only one transmissometer RVR is required (i.e. TDZ, MID or RO).
(5): 350 m must be used for a Category D aircraft conducting manual landing.
(6): The requirement for rollout RVR is not required, if the aircraft speed is anticipated to be less than 60 knots when entering
the rollout section of the runway.
Note: The above table indicates the minimum required DH and relevant transmissometer RVR for CAT II/ III approaches when
reported; AirAsia authorised approach minima are reflected in the Naviga approach plates (refer to 8.1.3.5).
8.4.1.4.4 Theory of RVR Minima Determination
The basic principles for the establishment of RVR minima are that the scale of visual reference required by a pilot at and below
DH depends on the task that he has to carry out and that the degree to which his vision is obscured depends on the nature of
the meteorological phenomena which creates the low visibility conditions. Researches using flight simulators and flight tests
have shown that: Most pilots require visual contact to be established about three seconds above DH though it has been
observed that this reduces to about one second when a fail-operational automatic landing system is being used;
• To establish lateral position and cross-track velocity, most pilots require to be able to see not less than a three-light
segment of the centerline of the approach lights or runway centerline or runway edge lights;
• To maintain a lateral level, most pilots require to be able to see a lateral element of the ground pattern, i.e. an
approach lighting cross-bar, the landing threshold or a barrette of the touchdown zone lighting; and
• To make an accurate adjustment to the flight path in the vertical plane, such as flare, using purely visual cues, most
pilots require being able to see a point on the ground which has a low or zero rate of apparent movement relative to
the aircraft. Minimum visual segments at DH have been established for each category. Typical values are 60m for CAT III
and 120m for CAT II.
Note: The visual segment is the runway segment that a pilot can see from his position.

Hard Landing (Load 15) SOP 3.03.01 P18 OMA 8.3.1.14.6 What is considered as a hard Landing? What to apply after Hard
Landing?
Hard Landings:
Normal sink rates during touchdown are between 120 to 180 fpm. Touchdowns with sink rates of 360 to 420 fpm, while less
comfortable are often mistakenly called “Hard Landings”. It should be understood that the expression “Hard Landing” in the
technical sense refers only to a landing with a sink rate of 600 feet per minute or higher. Hard Landings shall be recorded in
the Aircraft Technical Log and the ASR/MOR shall be filed.
8.3.1.14.6 Hard Landings
Normal sink rates during touchdown are between 120 to 180 feet per minute. Touchdowns with sink rates of 360 to 420 feet per
minute, while less comfortable are often mistakenly called "Hard landings". It should be understood that the expression "Hard
landing" in the technical sense refers only to a landing with a sink rate of 600 feet per minute or higher. Hard Landings shall be
recorded in the Aircraft Technical Log and the MOR, ASR shall be filed.
LOAD 15 REPORT
Whenever a CFDS Load 15 report is automatically generated after a landing, the commander MUST annotates in the MR1
“Suspected Hard Landing, Load 15 Report Automatically Generated”. Maintenance will decipher the Load 15 report to
determine the level of exceedence and if any necessary inspection is required before releasing the aircraft.

Emergencies & Evactuation FCTM AO -020 P4/16 How and when to apply? Who can initiate this action?
GENERAL
The typical case, which may require an emergency evacuation, is an uncontrollable on ground engine fire. This situation, which
may occur following a rejected takeoff or after landing, requires good crew coordination to cope with a high workload situation:
‐ In the rejected takeoff case, the Captain calls "STOP". This confirms that the Captain has controls
‐ In all other cases, the Captain calls "I HAVE CONTROLS" if required, to state the control hand over.
Note: If possible, position the aircraft to keep the fire away from the fuselage, taking into account the wind direction
DECISION MAKING
As soon as aircraft is stopped, and the parking brake is set, the captain notifies the cabin crew and calls for ECAM ACTIONS. At
this stage, the task sharing is defined as follow:
‐ The first officer carries out the ECAM actions until shutting down the remaining engine
‐ The captain builds up his decision to evacuate depending on the circumstances. Considerations should be given to:
• Fire remaining out of control after having discharged the agents
• Possible passenger evacuation of the aircraft on the runway
• Communicating intentions or requests to ATC.
If fire remains out of control after having discharged the fire agents, the captain calls for the EMERGENCY EVACUATION
procedure located in the inside back cover of the QRH.
This checklist will be read and do by CM2 and do not required a cross check for all switches

Ground Auxiliary Equipments. OMA 8.2.2.12 What are the precaution an task sharing to apply?
8.2.2.12 Positioning of Ground Equipment
The positioning of loading and servicing equipment is given in the relevant aircraft type FCOM.
The following rules shall be adhered for the Positioning of Ground Equipment:
─ Ground Servicing Equipment (GSE) used to service the Company aircraft shall only be operated by well trained/licensed
personnel.
─ GSE must be of a construction and condition that is suitable and safe for the use at the Company aircraft.
─ GSE must not approach the Company aircraft until the engines have come to a complete stop, anti-collision light switched OFF
and the parking brake of the aircraft is set or the chocks are positioned respectively.
─ A reasonable distance must be maintained between the aircraft and GSE, in order to avoid damage caused by vertical
movements of the fuselage during loading, unloading and fuelling.
─ The maneuvering of equipment in the vicinity of aircraft must take place with utmost care and accuracy. If the equipment is
parked in the vicinity of the aircraft, it must be secured against movement either by parking brakes or chocks.
─ Hose lines and connecting cables must neither be crossed by Ground Servicing Equipment nor by any other kind of vehicle.
─ GSE, excluding fuel bowsers or hydrants, must not be positioned or maneuvered under the aircraft wings.
─ GSE, excluding fuel bowsers or fuel hydrants, must not be positioned within the venting areas during fuelling and de-fuelling
(refer to 8.2.1.3- Fuelling Zone).
─ During start-up and after removing stairs or jetways, no GSE shall be positioned in the area below the emergency exit doors so
that the emergency exit chutes can be deployed immediately.
Note: When starting the engines by means of Air Start Units (ASU), a momentary blocking of a maximum of one emergency exit
by the ASU is permitted. In this case, a reduction of the maximum permissible number of passengers is not required. The
Commander must be informed about the blocked exit.
─ Aircraft and passengers have the right-of-way. Equipment should never move across the path of taxiing aircraft.
─ Personnel shall not ride on elevating platforms of moving ground equipment.

Note: When starting the engines by means of Air Start Units (ASU), a momentary blocking of a maximum of one emergency exit
by the ASU is permitted. In this case, a reduction of the maximum permissible number of passengers is not required. The
Commander must be informed about the blocked exit.
• Aircraft and passengers have the right-of-way. Equipment should never move across the path of taxiing aircraft.
• Personnel shall not ride on elevating platforms of moving ground equipment.

ENGINE FAILURE DURING INITIAL CLIMB-OUT

Proceed as above. If the failure occurs above V2 however, maintain the SRS commanded attitude. In any event the minimum
speed must be V2. When an engine failure is detected, the FMGS produces predictions based on the engine-out configuration
and any pre-selected speeds entered in the MCDU are deleted.
ENGINE FAILURE DURING CRUISE
GENERAL
There are three strategies available for dealing with an engine failure in the cruise:
• The standard strategy
• The obstacle strategy
• The fixed speed strategy
The fixed speed strategy refers to ETOPS. It is discussed in FCOM 2 "special operations" and is discussed in a separate course.
Unless a specific procedure has been established before dispatch (considering ETOPS or mountainous areas), the standard
strategy is used.
Note: Pressing the EO CLR key on the MCDU restores the all engine operative predictions and
performance. Reverting to one engine-out performance again is not possible.
PROCEDURE
As soon as the engine failure is recognized, the PF will simultaneously:
• Set all thrust levers to MCT
• Disconnect A/THR
Then, PF will
• Select the SPEED according to the strategy
• If appropriate, select a HDG to keep clear of the airway, preferably heading towards an alternate. Consideration should be
given to aircraft position relative to any relevant critical point
• Select the appropriate engine inoperative altitude in the FCU ALT window and pull for OPEN DES
Then, PF will
• Require the ECAM actions
At high flight levels close to limiting weights, crew actions should not be delayed, as speed will decay quickly requiring prompt
crew response. The crew will avoid decelerating below green dot.
The A/THR is disconnected to avoid any engine thrust reduction when selecting speed according to strategy or when pulling for
OPEN DES to initiate the descent. With the A/THR disconnected, the target speed is controlled by the elevator when in OPEN
DES. Carrying out the ECAM actions should not be hurried, as it is important to complete the drill correctly. Generally, there will
be sufficient time to cross check all actions.
STANDARD STRATEGY
Set speed target M 0.78/300 kt. The speed of 0.78/300 kt is chosen to ensure the aircraft is within the stabilised windmill engine
relight in-flight envelope. The REC MAX EO Cruise altitude, which equates to LRC with anti-icing off, is displayed on the MCDU
PROG page and should be set on the FCU. (One engine out gross ceiling at long-range speed is also available in the QRH in case
of double FM failure). If V/S becomes less than 500 ft/min, select V/S - 500 ft/min and A/THR on. This is likely to occur as level
off altitude is approached. Once established at level off altitude, long-range cruise performance with one engine out may be
extracted from QRH or Refer to FCOM/PER-OEI-GEN-10 PROCEDURE.
OBSTACLE STRATEGY
To maintain the highest possible level due to terrain, the drift down procedure must be adopted. The speed target in this case is
green dot. The procedure is similar to the standard strategy, but as the speed target is now green dot, the rate and angle of
descent will be lower. The MCDU PERF CRZ page in EO condition will display the drift down ceiling, assuming green dot speed
and should be set on FCU. (One engine out gross ceiling at green dot speed is also available in the QRH and FCOM). If, having
reached the drift down ceiling altitude, obstacle problems remain, the drift down procedure must be maintained so as to fly an
ascending cruise profile. When clear of obstacles, set LRC ceiling on FCU, return to LRC speed and engage A/THR.

QRH

ALL Engine Flameout QRH 70.01/02 When to start ECAM action?

FCTM AO-070. P1/2
QRH 70.01 Fuel Remaining
QRH 70.02 No Fuel Remaning
Question: Why ECAM must not be apply first instead of QRH?
Answer: FCTM AO-070 P1/2 (ECAM cannot distinguish whether fuel is available or not, they provide a dimensioning
procedure which cover all cases.

Following an all engine flame out, the flight deck indications change dramatically as the generators drop off line. The RAT is
deployed to supply the emergency gen and pressurize the blue hyd. Control of the aircraft must be taken immediately by the left
hand seat pilot,and a safe flight path established.
The ECAM cannot distinguish whether fuel is available or not, they provide a dimensioning procedure which cover all cases.
Therefore refer to QRH for ENG DUAL FAILURE – FUEL REMAINING or ENG DUAL FAILURE – NO FUEL REMAINING, it provides
correct procedure for each case and include paper procedure until landing including FORCED LANDING and DITCHING.

Fuel Remaining
➢ Actions carry out, OPT relight speed without starter assist (with wind milling)
➢ No relight within 30s, the ECAM will order masters off for 30s. To permit eng ventilation. Then it may ENGINE
MASTERS may be set ON again. Without start assist, both Engine Masters can set ON together.
➢ Below FL250, APU can be started for usage of APU BLEED below FL200.
➢ Below FL200, engine relight should be attempted with starter assist.
➢ Green Dot, for opt relight speed with starter assist. With this, only one engine must be started at a time.

SMOKE / SMOKE Removal QRH 26.01 When do you start this procedure? Do you need to wait for ECAM?

Detection
Without ECAM:
• Smoke detected by crew, go direct to QRH SMOKE/FUMES/AVNCS SMOKE paper procedure.
With ECAM:
• If AVIONICS SMOKE ECAM caution is activated, the crew can refer directly to the QRH
SMOKE/FUMES/AVNCS SMOKE paper procedure, or apply first the ECAM actions, before entering the
QRH. Recommended to go direct to QRH paper checklist.

The smoke will be identified either by an ECAM warning, or by the crew without any ECAM warning. If the smoke is detected by
the crew, without any ECAM warning, the flight crew will refer directly to the QRH SMOKE/FUMES/AVNCS SMOKE paper
procedure. If the "AVIONICS SMOKE" ECAM caution is activated, the flight crew can refer directly to the QRH
SMOKE/FUMES/AVNCS SMOKE paper procedure, or apply first the ECAM actions, before entering the QRH.
The AVIONICS SMOKE ECAM procedure should be applied only IF SMOKE IS PERCEPTIBLE. The smoke is perceptible if the Flight
Crew can confirm it visually or by smell. If Smoke is not perceptible, the Flight Crew should consider a spurious warning and
therefore stop the AVIONICS SMOKE procedure. After the immediate actions, the ECAM displays a countdown (5 min). The flight
crew will take the opportunity of this countdown to switch to paper procedure. When the paper procedure is entered, the flight
crew will continue with this procedure, rather than coming back to the ECAM. If another ECAM SMOKE warning (e.g. LAVATORY
SMOKE) is triggered, the flight crew must apply the ECAM procedure. If any doubt exists about the smoke origin, the flight crew
will than refer to the QRH SMOKE/FUMES/AVNCS SMOKE paper procedure Good coordination between cockpit and cabin crew
is a key element . In case of smoke in the cabin, it is essential that the cabin crew estimate and inform the cockpit concerning the
density of smoke and the severity of the situation.
SMOKE/FUMES/AVNCS SMOKE PAPER PROCEDURE
GENERAL
The SMOKE/FUMES/AVNCS SMOKE paper procedure implements a global philosophy that is applicable to both cabin and cockpit
smoke cases. This philosophy includes the following main steps:
• Diversion to be anticipated
• Immediate actions
▸ If smoke source not immediately isolated:
• Diversion initiation
• Smoke origin identification and fighting
Furthermore, at any time during the procedure application, if smoke/fumes becomes the greatest threat, the boxed items will
be completed. The main steps of this global philosophy may be visualized in the SMOKE/FUMES/AVNCS SMOKE QRH procedure.

QRH Summary Usage GEN 02 When to apply? Before or after ECAM Action?

Introduction
 QRH Summaries designed to handle complex procedures
 2 “complex procedures” require the use of QRH summaries:-
 Dual Hydraulics Failure
 Electrical Emergency Configuration
 ECAM actions should be applied first (actions and STATUS review)
 PNF should refer to QRH summary only after announcing “ECAM ACTIONS COMPLETED”
 Main reference : FCTM & QRH
 AVIATE
 How to aviate?
 NAVIGATE
 How to navigate?
 COMMUNICATE
 What do we understand about communication?

Sequence
 Step 1 & 2 - completion of ECAM actions by PNF
 PF calls for QRH summary checklist after PNF announces “ECAM ACTION COMPLETED”
 ALD with failure PNF should start with computation of new landing distance following failure. e.g. ELEC EMER CONFIG
 ALD with failure e.g. ELEC EMER CONFIG

 Example
 LDG weight : 64T
 DRY Runway, Elevation 1000’, 10kts tailwind
 Example (64T, Elevation 1000’, 10kts tailwind) ALD for dry runway = 2,760m (by interpolation) Apply corrections : 2,760
x 1.03 x 1.18 = 3,355m
Navigation Equipment Failure PRO-SUP-34 P1/18 How to Apply NAV Backup system?
(2) NAV key (transparent switch guard)
‐ Pressing this key engages the radio navigation backup mode. It takes control of the VOR, ILS, MLS, and ADF receivers away
from the FMGC and gives it to the RMP.
‐ The green monitor light comes on.
‐ Pressing the NAV key a second time returns control of the navigation radios to the FMGC.
Note: ‐ The flight crew must select this backup tuning mode on both RMP1 and RMP2 if both FMGCs or both MCDUs fail. In the
emergency electrical configuration, only
RMP1 receives power
‐ Pressing the NAV key on RMP3 has no effect
‐ In the NAV backup mode, the flight crew can select radio communication systems as it would in the normal mode.
Setting one RMP to NAV backup mode removes navaids tuning from both FMGCs.
‐ When the flight crew uses an RMP to turn an ILS/DME, the PFDs do not display the DME distance.

Navigation Equipment Failure

The FMGS automatically tunes radio navigation aids for computation of radio position In case of one radio receiver failure, both
FMGCs use the operative radio receiver for position computation purposes The crew can manually tune radio aids through
MCDU RAD NAV page or via the Radio Management Panel (RMP) in the event of dual FMGC failure Manual tuning has priority
over automatic tuning. Hence manual selection of a VOR or VOR/DME may prevent the FMGS from automatically tuning into a
radio aid for position computation purposes
VAPP Calculation

Get VREF FROM THIS PAGE

LANDING DISTANCE CALCULATION. Manual Landing without Auto Brakes

(QRH FPE-IFL 2/4)
 Certified for Conf 3 and Conf FULL
  From 50 ft above runway threshold to the point where a complete stop is achieved, assuming :-
- Approach speed VLS
- Max braking with antiskid
- Ground spoilers operative
- No reversers used

Auto Land with Auto Brakes

(QRH FPE-IFL 4/4)
 Certified for Conf 3 and Conf FULL
 Certified for Auto brake LO and MED
 Applicable when performing an autoland
Manual Landing with Auto Brakes
(FCOM PER-LDG-ILD-ABK P 1/4)
 Certified for Conf 3 and Conf FULL
 Certified for Auto brake LO and MED
 Applicable when performing an Manual Landing with Auto brakes selected.
  LANDING DISTANCE PROC……….APPLY
For DRY or WET or CONTAMINATED runway:
 Landing Distance with failure =
Landing Additional
Landing Distance Factor (if
X X
Distance without applicable)
Factor Autobrake
CONFIG FULL

Roles & Responsibility OMA 4.2 When does a Captain’s responsibilities ends? What are FO responsibilities under training?
The Commander :
• Must be a Captain occupying either pilot’s seats.
• May delegate the handling of the aircraft to the co-pilot (pilot flying).
• May in exceptional circumstances (e.g. unfit) designate another Captain as Commander for the remainder of the flight.
Any such change in command shall be reported as soon as practical. The name of new Commander shall be recorded in
the Aircraft Technical Log book and sign on it.
• When operating flight with two Captains other than Training flights, the pilot in the LHS will always be PF and shall be
designated as the Commander of flight. Rostering department will assign LHS allocation and such allocation may be
reassigned for the alternate sector. Note: On training flights the TRI or TRE shall be the designated commander.
OM-A (4.2)
Rostering department assigns a Commander for each flight. He normally occupies the LHS with the exception that a Training
Captain who as the designated Commander can command from the RHS.
No pilot may accept a designation as the Commander unless, in addition to his qualifications and training, he has the recent
experience and knowledge required (Refer to Chapter 5 for Qualification Requirements) and considers himself to be in all
respects competent and fit for the task.
The Commander :
• Must be a Captain occupying either pilot’s seats.
• May delegate the handling of the aircraft to the co-pilot (pilot flying).
• May in exceptional circumstances (e.g. unfit) designate another Captain as Commander for the remainder of the flight.
Any such change in command shall be reported as soon as practical. The name of new Commander shall be recorded in the
Aircraft Technical Log book and sign on it.
When operating flight with two Captains other than Training flights, the pilot in the LHS will always be PF and shall be designated
as the Commander of flight. Rostering department will assign LHS allocation and such allocation may be reassigned for the
alternate sector.
Note: On training flights the TRI or TRE shall be the designated commander.

CREW REGULATION OMA 14 Can you enter a Bar or Liquor store with or partial Uniform?
OMA 14.2
Entering a bar or liquor store while wearing any part of a uniform is strictly prohibited. Crew shall not drink alcohol while in
uniform or wear a uniform while intoxicated. The result is an instant dismissal
Regulations for Wearing Uniform
The crew must strictly adhere to the following regulations on wearing uniform :
─ Full uniform attire has to be worn when leaving AirAsia premises for a flight duty;
─ Uniform must not be worn off duty except when traveling to and from duty;
─ Uniform must be clean and in good condition;
─ Hat shall be worn at all times when in public view except when conducting aircraft exterior inspection (in fear of FOD
ingestion);
─ Unauthorised alterations of the uniform are not permitted;
─ Non-uniform items of clothing must not be visible when worn with the uniform;
─ Visible piercing and tattoos are not allowed;
─ Jewellery worn must not alter the uniform’s characteristics. It must be discreet in number, shape, size, colour, and material
and must correspond to the total appearance. Work process must not be interfered with, and there must not be any danger of
injury; and
─ Wearing Sunglasses is not permitted in the cabin while greeting and bidding farewell to passengers.
Note: To cater for unforeseen night stops, crew should always carry spare clothes.

Inquiries / Investigations OMA 14.5.3 Can a person carry out a flight duty when he/she is under investigation?
OM-A 14.5 INQUIRIES/INVESTIGATION (14.5.3)
When a Section or Departmental Head receives a complaint or suspects that a member of his staff has committed misconduct,
he must immediately carry out an investigation.
This is to establish whether there is a prima facie case against the employee concerned.
This is a fact-finding enquiry. The investigation should be along these lines:-
• Interview the complainant if there is one and record his statements.
• Interview other employees who may be involved in the incident e.g. if a complaint is received that a fight took place
among staff, all those involved in the fight should be interviewed.
• Interview also the employee against whom the complaint is made and record the explanation if he gives it voluntarily.
No duress or promise of material benefit should be made, as confession obtained under duress will not be accepted as
evidence.
• After investigating the complaint as thoroughly as time permits, the Section or Departmental head concerned should
then consider whether the complaint is justified. He should be clear what the misconduct is, i.e. whether the
misconduct is minor or major or criminal in nature.
If the investigation reveals that the employee has committed a criminal offence in the Company, it must be reported
immediately to the Head of Security and People Department Manager. The Head of Security after consultation with People
Department Manager and the Legal Department shall either report the criminal offence to the police, if expedient or request
People Department Manager to proceed with disciplinary action against the employee concerned. The Head of Security before
reporting the criminal offence to the police shall inform the Legal Department which will give legal guidance where necessary.

ASR/MOR OMA 11.1.1 What is the time frame on submitting these reports? Who do you submit to? Company or DCA?

Reportable Accident (ICAO Convention, Annex 13)

A 'reportable accident' means an occurrence associated with the operation of the aircraft which takes place between the time
when any person boards the aircraft with the intention of flight and such time as all persons have disembarked, in which:
─ a person is fatally or seriously injured as a result of:
- being in the aircraft;
- direct contact with any part of the aircraft, including parts which have become detached from the aircraft; or
- direct exposure to jet blast; except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or
when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or
─ the aircraft sustains damage or structural failure which adversely affects the structural strength, performance or flight
characteristics of the aircraft; and would normally require major repair or replacement of the affected component; except for
engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to
propellers, wing tips, antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin; or
─ the aircraft is missing or is completely inaccessible.
The Commander shall report to the office of as soon as practicable but not later than 48 hours (according to MOR reporting
scheme 5.2) after the occurrence. The flight Commander shall submit a Flight Safety Accident/Incident Report describing the
accident or incident. The Flight Attendant may additionally submit the cabin incident report form for occurrence inside the
cabin.

Mandatory occurrence report (MOR)

The Mandatory Occurrence Reporting (MOR) scheme is law in most countries and it is fundamental to its purpose that the
substance of reports must be disseminated in the interests of flight safety. Without prejudice to the proper discharge of its
responsibilities, the regulatory authority will not disclose the name of the person submitting a report, or that of a person to
whom it relates unless required to do so by law, or unless in either case the person concerned authorizes a disclosure. Should
any flight safety follow-up action be necessary, the regulatory authority will take all reasonable steps to avoid disclosing the
identity of the reporter or of individuals involved in the occurrence. Occurrences which shall be Reported to the Flight Safety
MORs are to be filed for the occurrences as per described in Appendix T. All MORs must be entered in the Aircraft Technical Log.

Air Safety Reports (ASR)

Air Safety Reporting and Mandatory Occurrence Report
11.6.1 General
Air Safety Reports(ASR) may be submitted by any AirAsia person whether a member of Flight Crew or not. The subjects upon
which AirAsia requires a report to be made is given in paragraph 11.6.3 below. All ASRs are to be submitted to the Flight Safety
Section within 24 hours of the incident being reported. If the
reporter is not in Malaysia, the report is to be faxed by the outstation staff to the following number +603 8775 1483 as soon as
practicable.
11.6.2 Total Disclosure of ASR
All ASRs submitted to the Flight Safety Section shall be forwarded to the DCAM if necessary.
11.6.3 Occurrences which shall be Reported as ASRs to the Flight Safety Section
ASRs are to be filed for the occurrences listed below. The list is not exhaustive. If any person is in doubt about whether an
occurrence (or potential safety hazard) is a valid subject for an ASR, they should make the report anyway. The Flight Safety will
decide whether to accept the report as an ASR or to take other action. Remember that if the subject of the report is a failure or
malfunction of an aeroplane system or component, it shall also be entered in the Aircraft Technical
Log. Air Safety Reports are to be filed for the following types of incident:
─ Security related matters (eg. disruptive passengers, smoking);
─ Bird strike;
─ Wake turbulence;
─ TCAS RA;
─ ATC Procedural;
─ Air Proximity;
─ When there has been a hazardous deviation from SOP by the crew. Such as an unstable approach, omission of a checklist or
wrong setting of altimeters, etc;
─ Safety Equipment or Safety Procedures are defective or inadequate (also the Aircraft Technical Log);
─ A hard landing is made and/or Load 15 Report triggered (also the Aircraft Technical Log);
─ The use of any emergency procedure is necessary or an emergency (MAYDAY/PAN) is declared;
─ An altitude excursion of more than 300 feet; and
─ Anytime the crew deem necessary to file an ASR. In all cases where the nature or extent of a problem is such that the flight
cannot be continued normally, advice shall be sought from Flight Operations and
Engineering staff at the operating base or from the appropriate maintenance control office. Whenever possible, the first point of
contact should be with the OCC Duty Manager who will then alert the appropriate personnel for consultation. Whilst it is
difficult to formulate a hard and fast rule to cover every possible situation, the general principle shall apply that unless the
aircraft is judged serviceable to public transport standards it shall not be ferried back to base until the problem has been fully
researched. It follows that a return to base ‘without passengers’ will not normally be undertaken and then only when specifically
authorized by MOC, Kuala Lumpur and with the concurrence of the Captain who will retain at all times the ultimate ‘NO-GO’
decision. Because of the attendant risk of misunderstanding due to poor communications, crews stranded away from base
should arrange to discuss their problem by a radio or telephone link call. In the case of crews experiencing in-flight
unserviceability, which in the opinion of the Captain can be rectified on return to base, the symptoms must still be reported on
VHF or AMDS. This will also enable the Engineering Department to prepare themselves to rectify the defects when the aircraft
lands. It is mandatory that crews inform their operating base of occurrences such as bird strikes, minor illnesses etc. as well as
technical defects before continuing the flight, and if it is impractical, as soon as possible after take-off.

Aerodrome Categories and Validity OMA 8.1.2.4 What are the significant of CAT A, B and C airport? How many CAT C Airports in
Airasia Operations? What is the validity?
8.1.2.4 Aerodrome Categories and Validity
Aerodromes are categorized in ascending order of difficulty from Category A to Category C.
Category A aerodromes satisfy all of the following requirements:
─ An approved instrument approach procedure;
─ At least one runway with no performance limited procedure for take-off and/or landing;
─ Night operations capability.
Category B aerodromes do not satisfy the Category A requirements or require extra considerations such as:
─ Non-standard approach aids and/or approach patterns; or
─ Unusual local weather conditions; or
─ Unusual characteristics or performance limitations; or
─ Any other relevant considerations including obstructions, physical layout, lighting etc.
Prior to operating to such aerodrome, the Commander shall be briefed, or self briefed. A minimum of one sector to that
particular area/ aerodrome within the validity period (12 months) is required for the renewal of competency. (Commanders
only)
Category C aerodromes require additional considerations to Category B aerodrome. These aerodromes have a significant factor
affecting the complexity and workload of the flight. The Commander shall undergo training and briefing before flying into these
aerodromes. A minimum of one sector into the aerodrome or a simulator session or an observation flight within the validity
period (12 months) is required for the renewal of competency. (Commanders only) The training may be in the form of a
simulator or an observation flight into that aerodrome.
Take-off and landing at Category C aerodromes shall be done by the Captain only.
Note: The list of aerodromes along with their applicable category and briefing are given in the Operations Manual, Part C: Route
and Airport. Refer to Operations Manual, Part A 5.2.4.1 for route qualification.

Aerodrome Designation NAVIGA (TBL 06 / ATS-1) AIP Malaysia ENR 1.4 What airspace are we using? Can we change into VFR?