Phase 1

What is validity of COFT & IRT? (OMA 5.2.1.3)

Certificate of Test (DCA 9-CT) is a demonstration of knowledge and skill for license or rating issue/re-issue. Flight crew shall not
operate a flight more than 6 months after his last Certificate of Test check flight unless within a period of 13 months he has
successfully completed two (2) such checks separated by no less than 4 months. A proficiency check is a demonstration of
continuing knowledge and skill to revalidate or renew type ratings and instrument ratings. Instrument Rating Test (DCA 11-IR) –
are valid for 13 months from the date of issue or the date of expiry if re-validated within the validity period.

What do you need before flight?

Passport – 6 months from expire date. Medical Cert : 1 year/6 months if are above 40//3 years ECG/chest xray/audiogram : 3
years. SEP card : 1 year/ crm 1 year/ drill 3 years

From initial skill test how long before must do endorsement?(OMA 5.2.1.3)
– 21 days/can be extended to 30 days approval of DCA required. Annual line check – 12 months
Initial Skill Test – The issuance of initial type rating entails an endorsement flight or ZFTT session (if applicable) after successful
completion of the simulator check. The endorsement flight or ZFTT must however be undertaken within 21 days from the day
the associated simulator check was carried out. This period may be extended to 30 days with the approval of DCAM. Any failure
to meet the above condition will invalid the skill test and a revalidation in the simulator is hence necessary.

Annual Line Ceck? (OMA 5.2.1.4)

Line Check
A Line Check is conducted on the aircraft. It is a test of a pilot's ability to perform a complete line operation satisfactorily. It
includes the conduct of pre-/post-flight procedures and the use of the on-board equipment. The period of validity of a line check
shall be 12 calendar months from the end of the month of the check. Each flight crew shall undergo a line check by either a
company Check Airmen, TRI’s or TRE’s to demonstrate his competence in carrying out normal line operations.

What is the validity of Medical Certificate ?

Validity of 12 Calendar months (below 40 years of age)

Any age restriction?

Validity of 6 Calendar months (40 years of age and above)

Who is responsible to ensure crew documentation validity?

OM-A Chapter 14.1.14 = Captains are responsible to ensure that all crew’s documentations are valid during pre-flight (License,
Medical, SEP, C of T, IR etc…)

To point out that for corrective lenses pilot MUST have 2 pairs of spectacles.
“All flight crew members who are required by the licensing authority to wear corrective lenses in order to satisfy visual
requirements laid down for granting of licences, are required to carry a spare pair of spectacles with them on all occasions whilst
exercising their licence. The spare pair of spectacles must be readily available to the crewmember concerned. Spectacles, either
corrective or anti-glare, when worn by flight crew during flight should be of a type of frame that allows maximum peripheral
vision. The examination for the prescription of a spectacle By the 21st of every month, photo stated copy of your updated
license must be submitted to the company.
ENGLISH PROFIENCY/ foreign license validation/ passport renewal – copies of renewal must be submitted not later than 7 days
before expiry (14/1/13)

Can we fly above 100hrs in 28days in a single sector flight? Flight time Limitation (OMA7.4.9)
OM-A 7 4 8
A:(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); **AA flight crew is approved to fly for
1000 hours yearly however if any flight crew wish to operate up to ONLY 900 hrs- may submit request to CPO—Flight crew that
did not request will be planned for 960 yearly-if required

FOC (OMA2.2.4) How long is a FOC valid?

Flight Operations Circular (FOC) are issued by the Director of Flight Operations and will be classified as follows:
a. Flight Operations Circular: Administration
b. Flight Operations Circular: Operations
c. Flight Operations Circular: Technical
d. Flight Operations Circular: Safety & Security
e. Flight Operations Circular: Training & Standards
Regularly and at intervals of not more than six months, the Flight Operations Administrators with the Director of Flight
Operations, will review all notices to ensure that, where necessary, action has been taken to incorporate the contents as
amendments to the appropriate manuals and to remove those Notices which are no longer valid or which in their opinion may
be removed as sufficiently promulgated. A notification of instructions still in force will then be issued as itself a numbered notice
in the series. There will be hard copies of latest FOC available in flight ops.

Cargo/MR2 Defect List. What if cargo weight in operation still not out? Break UP is not ready, will wait and call KL RAMP 123.55

If there is a defect in MR2 defect list, what will you do? Refer to MEL/CDL (Ref SOP 03.02)
The crew will verify the technical state of the aircraft (deferred defect list) with regard to airworthiness, acceptability of
malfunctions (MEL) and influence on the flight plan.

Flight Plan: Decode ICAO Flight Plan Ref NAVIGA Reference: OM (A) 8.1.9.1 ATC Flight Plan must be filled at least 1 hr before the
ETD, unless national regulations states otherwise. The flight plan should be amended or a new flight plan submitted and the old
flight plan cancelled, whichever is applicable in the event of a delay for which a flight plan has been submitted : Of 30 minutes in
excess of the estimated off block time for a controlled flight and/or of 1 hour for an uncontrolled flight. Reference on Naviga
Manual. Y is Radio capability up to decimal 123.455
Weather Briefing. OMA 8.1.6.2) TAF & Metar Validity
METAR issued every half hour or hourly. TAF, 9 hours TAF issued every 3 hours, 12 to 24hrs TAF issued every 6 hrs. Clouds are
reported in six character groups. The first three characters indicate
the cloud amount.
FEW = 1 to 2 oktas
SCT (scattered) = 3 to 4 oktas
BKN (Broken) = 5 to 7 oktas
OVC (overcast) = 8 oktas
SKC = Sky clear
Note: In some countries the cloud amount may still be given in oktas instead of
FEW, SCT, BKN, OVC.
─ CB (cumulonimbus) or TCB, (towering cumulus) if any.
─ temperature and dew point (T, DT).
─ QNH.
─ supplemental information, if applicable, such as recent weather,
windshear …etc.
─ trend.
─ BECMG (becoming) indicates an expected permanent change.
─ TEMPO (temporarily) indicates a temporary fluctuation in weather
conditions.
─ PROB (probably) indicates a probable (given in percent) change.
─ AT – at a specific time.
─ FM – from …
─ TL – until …
─ CAVOK (Cloud And Visibility OK) – If visibility is 10 km or more, no clouds
are reported / expected below 1500 m (5,000 feet) or below the highest
minimum sector altitude, whichever is greater, and no cumulonimbus is
reported or expected.
─ Ceiling – The height above the ground or water of the base of the lowest
layer of cloud below 6000 m (20,000 feet) covering more than half of the
sky (BKN or OVC).
─ NSC – No Significant Clouds.
─ NSW – No Significant Weather.

For Etops Flight, if the ETA is more than 1 hour?

NOTAMS Ref SOP03.02 P1&P2) What is Airport NOTAMS? FIR NOTAMS?COMPANY NOTAMS?
For our operations, the weather and NOTAMS are printed out together.
It includes;
Airport NOTAM – Taxiway closure, WIP, SFC Depression.
Company NOTAM – A/C with reported LPC unserviceable.MTOW for particular airfield change due runway WIP.
FIR NOTAM – Missile, Gun or Rocket Firing,
Para jump, military exercise, Prohibited
areas, etc…
The flight crew must examine NOTAMs for changes to routings, unserviceable navaids, availability of runways and approach aids
etc, all of which may affect the final fuel requirement. In order to prevent the risks of projection of debris towards the
trimmable horizontal stabilizer and the elevators, it is not recommended to takeoff from runways in bad condition (loose
surface, under repair, covered with debris ).

FUEL Planning. Standard(OMA 8.1.7.1.3) How to apply? What is the Standard fuel Planning?
The standard flight fuel planning consists of:Trip fuel (AB), Contingency fuel (CONST RES X PCT), Alternate fuel (BC), Final
reserve fuel (HOLD RES), Additional fuel, if required (ADDITIONAL), Taxi fuel.

8.1.7.1.4 Isolated Airport Procedure (Island Reserve) How to Apply? What is it?
When the destination is an isolated airport for which a destination alternate does
not exist, the amount of fuel at departure should include:
─ Taxi fuel;
─ Trip fuel;
─ Contingency fuel calculated as for a standard flight planning;
─ Fuel necessary to fly for two hours at FL350, cruise speed after arriving overhead; and
─ Destination.
8.1.7.1.5 Decision Point Procedure (Re-clearance) How or when to apply? What is it?
When planning to a destination aerodrome via a decision point along the route,
the amount of fuel required is the greater of (a) or (b) below:
(a) The sum of:
─ Taxi fuel;
─ Trip fuel to the destination airport, via the decision point;
─ Contingency fuel of not less than 5% of the estimated fuel used from the decision point to the destination aerodrome;
─ Alternate fuel;
─ Final reserve fuel; and
─ Additional fuel, if required
Or
(b) The sum of:
─ Taxi fuel;
─ Trip fuel from the departure to a decision point alternate via the decision point;
─ Contingency fuel equal to not less than 3% of the estimate fuel consumption (trip fuel) from the departure airport to the
decision point alternate (DPA);
─ Final reserve fuel;
─ Additional fuel, if required. The decision point (re-clearance) fuel planning is the greater of F1 or F2:
─ F1 = Taxi + Trip AXB + 5% XB + BC + Hold + Additional fuel (if required)
F2 = Taxi + Trip AXD + 3% AXD + Hold + Additional fuel (if required)

Planning Minima
T/O ALT (OMA 8.1.2.2.1) When is takeoff alternate required
OM-A (8.1.2.2.1)
When performance or meteorological conditions preclude return to departure aerodrome (weather conditions do not fulfill
applicable landing minima), a takeoff alternate aerodrome must be selected. An aerodrome is considered suitable as take-off
alternate, if the weather reports or forecasts or any combination thereof indicate that, during a period commencing 1 hr before
and ending 1 hr after the estimated time of arrival at the airport, the weather conditions will be at or above the applicable
landing minima, taking into account the status of the ground equipment, aircraft systems and crew qualification. When only
non-precision and/or circling approaches are available, then the ceiling must be at or above the applicable MDH. Any limitation
related to one engine inoperative operation must be taken into account.
Note: For States that publish alternate minimums, the applicable minima are those specified under “Alternate Minima” on the
airport chart or Company alternate minima whichever is higher (e.g. USA, Canada, Australia and Saudi Arabia). This criteria is
only required at the planning stage. The take-off alternate shall be located within:For two-engine aircraft
─ On Non-ETOPS flight: 60 minutes at the one engine inoperative cruising speed in ISA conditions based on the actual take-off
weight; or
─ On ETOPS flight: The approved ETOPS diversion time. Refer to 8.5.

Planning Minima.
1. Aerodrome operating minima.
2. Aircraft capability.
3. AirAsia minima are approved by the DCAM.
4. Crew minima are the minima that crew is authorized to use. They are based upon the qualification of the flight crew.
5. AirAsia Crosswind limit for take off and landing 30kts gust included (15 kts for landing and 20kts for takeoff, gust
included for First Officer A320).
Concept of Minima (OM 8.1.3.2)
AirAsia minima are approved by DCAM. They allow the lowest minima that AirAsia is allowed to use on specified airports. They
cannot be lower than the aircraft capability and the minima required by the national authority of the aerodrome, except where
specifically approved by that authority. Aerodrome : usability of an aerodrome for take off or landing expressed in terms of
RVR/DA/MDA and cloud conditions// listed on chart Aircraft : given in AFM defines the lowest minima for which an ac has been
certified Crew : based on crew qualification FO : straight in appr 1600m/500ft, circling 4800m/800ft, runway not contaminated.
ERA (OMA 8.1.2.2.2) How to Choose an ERA?
Alternate (ERA ALTN) or Decision Point Procedure Alternate (DPP ALTN) or Fuel Enroute Alternate (FEA). An aerodrome is
considered a suitable en-route alternate, if the weather reports or forecasts or any combination thereof indicate that, during a
period commencing 1 hr before and ending 1 hr after the estimated time of arrival at the aerodrome, the weather conditions
will be at or above the planning minima as follows:

An alternate used to reduce Route Reserve Fuel (RRSV). This could be En-route Alternate (ERA ALTN) or Decision Point
Procedure Alternate (DPP ALTN) or Fuel Enroute Alternate (FEA).

DEST ALTN. (OMA 8.1.2.2.3) How to Choose a destination alternate?

An aerodrome is considered suitable as destination if the weather reports or forecasts or any combination thereof indicate that,
during a period commencing 1 hr before and ending 1 hr after the estimated time of arrival at the airport, the weather
conditions will be at or above the applicable landing minima, taking into account the status of the ground equipment, aircraft
systems, and crew qualification. When only non-precision and/or circling approaches are available, then the ceiling must be at or
above the applicable MDH.

8.1.2.2.3.1 Isolated Aerodrome (I/R)

An aerodrome is considered suitable for Isolated destination aerodrome, if the weather reports or forecasts or any combination
thereof indicate that, during a period commencing 1 hr before and ending 1 hr after the estimated time of arrival at the
aerodrome, the weather conditions will be at or above the planning minima as follows:

Note: For States that publish alternate minimums, the applicable minima are those specified under “Alternate Minima” on the
airport chart or Company alternate minima whichever is higher (e.g. USA, Canada, Australia and Saudi Arabia). This criteria is
only required at the planning stage.

ALTN MINIMA. What are the criteria for Alternate minima? 8.1.2.2.4 Destination Alternate (DEST ALTN)
One suitable destination alternate aerodrome must be selected for each flight. (Refer to Table 8 - 4 for planning minima
applicable for alternate aerodrome more than 50nm from destination airport).
Note: for alternate aerodromes within 50nm from destination aerodrome, the forecast weather for the alternate aerodrome
(ETA +/- 1hr) includes TEMPO and PROB40 conditions .The following minima will apply: ─ 2000’ ceiling and 5000m visibility
irrespective of the number of runways available/in use at the destination aerodrome. Two suitable destination alternates must
be selected when: ─ The appropriate weather reports or forecasts for the destination indicate that from 1 hr before to 1 hr after
the ETA the weather conditions will be below the applicable planning minima; or ─ No meteorological information is available.
For planning purposes an aerodrome shall be considered to be below minimum if:
─ the requirements of aerodrome planning selection minima are not met;
─ the steady crosswind component exceeds the prescribed limitations;
─ whenever a weather forecast( including TEMPO and PROB40) contains meteorological conditions indicating below planning
minimum within ETA ± 1 hr at the destination alternate, the aerodrome may still be considered for use as an alternate if:
a) the meteorological conditions are above the applicable landing minima;
b) the meteorological conditions at destination is at or above destination alternate planning minima; and
c) additional 30 minutes holding fuel is carried.
Note: If planning minima at destination are not fulfilled, two destination alternate airports must be selected (Refer to Table 8 - 4
for planning minima).

Note: For States that publish alternate minimums, the applicable minima are those specified under “Alternate Minima” on the
airport chart or Company alternate minima whichever is higher (e.g. USA, Canada, Australia and Saudi Arabia). This criteria is
only required at the planning stage.
No destination alternate is required when: The destination is isolated (refer to 8.1.2.2.3.1).

FUEL POLICY
Considerations when Uplifting Fuel. What are the amounts to deduct from Maximum tinkering fuel to avoid landing with
overweight?

Tankering Calculations (Mandatory Vs Economy). What are the differences? What airfield considered as mandatory tankering
sector?

8.1.7.1.9 Tankering
A summary of the tankering analysis is provided in the OFP. The Commander may use the information to decide on the tankering
fuel required.
8.1.7.1.9.1 Economic Tankering
Uplifting fuel from one station to a next station is justified when the fuel price differential between the two stations is
sufficiently large to cover the cost of the transportation. The decision to tanker is made on the basis of the relation between a
price ratio, the air distance between the stations and an aircraft type related curve.
The amount of fuel to be uplifted from a station depends on the following:
─ Aircraft limitations: MTOW, MLW;
─ Payload limitation: the fuel carried shall not hamper the payload;
─ Subsequent sequence of flights
Where it involves aircraft limitations, a safety buffer must be considered for routes where track shortening is expected, level
capping in OFP etc. To ensure that MLW is not exceeded when tankering fuel for economic reason, the following values are
recommended. The amount will be deducted from the calculated maximum tankering volume for the flight.
Note: A320 = 600 kgs
The Commander may uplift fuel without the buffer if he has sound reasons to do so but under any circumstances, he shall
ensure that no aircraft limitation is exceeded due to his action. No tankering fuel shall be uplifted in case of contaminated
runway (snow, slush, ice….) on departure or on arrival unless and to the extent that the Commander deems it necessary and
feasible, in due consideration of the particular circumstances.
8.1.7.1.9.2 Mandatory Tankering
Mandatory tankering of fuel, aims at responding to special fuel situations existing at the next station (s), such as NO FUEL
AVAILABLE, MAX UPLIFTABLE QUANTITY IMPOSED, CONTAMINATED FUEL, etc. Mandatory fuel, as its name unmistakably
indicates, has priority on the payload: calculations will therefore aim at finding a MZFW. The MSF calculation for a NIL FUEL
STATION is the total of:
─ TRIP
─ CONST
─ MSF for Next Sector
─ APU/TAXI at Destination
─ ADDITIONAL FUEL
Together with TAXI FUEL at departure point shall form the MBF for departure. Min Diversion Fuel shall be MBF for return sector
at Nil Fuel station.

Crew Briefing; How to give a crew briefing in Flight operations?

Man, Machine, Environment. Parking bay, Delays (if any), General Weather, Pax load, Threats (if any), New FOC (if any).

Exterior Flight inspection : SOP 3.03 P1

This check must be done by CM1. Flight crew should make an appropriate observation while approaching the aircraft on the first
flight. Crew should check for obstructions in the vicinity of the aircraft, any engineering activity, refueling etc. Items marked by
(*) are the only steps to be completed during a transit stop.

Certificate Folder OMA 8.1.12. What to check?

8.1.12 List of Documents, Forms and Additional Information to be Carried. For each flight, following documents and forms
must be carried on-board:
Note:
1) In case of loss or theft of documents mentioned below with (*), the operation is allowed to continue until the flight reaches
the base or a place where a replacement of document can be possible.
Aircraft Documents:
─ Certificate of Registration (*).
─ Certificate of Airworthiness (*).
─ Original or a copy of the Noise Certificate (if applicable) (*).
─ Original or a certified true copy of the Air Operator Certificate (*).
─ Aircraft Radio License (*).
─ A Copy of the Operations Specifications
─ A Copy of Aircraft Insurance
Crew Documents:
─ Each flight crew shall carry:
─ Valid flight crew license with appropriate ratings for the purpose of the flight (*).
─ Valid medical certificate.
─ Valid passport with appropriate visas.
─ Certificates of vaccination (if applicable).
─ Valid Crew ID.
─ Valid SEP certificate.
Operations Manual:
The following manuals are to be carried on each flight:
─ Part A : General/Basic (*)
─ FCOM (*)
─ Quick Reference Handbook (QRH)
─ CDL/MEL (*)
─ Part C : Route and Airport (*)
─ Part C : Specialized Professional Chart
─ Aircraft Flight Manual (AFM) (*)
─ SEP Manual (*)
─ Aircraft Performance (*)
─ Fuelling Manual (*)
─ Copy of notified procedures and visual signals for intercepted aircraft.
Flight Specific Documentation:
In addition to the above, the following information and forms relevant to the type and area of operation are to be carried on
each flight :
─ Operational Flight Plan.
─ Aircraft Technical Log.
─ Certificate of Maintenance Review.
─ Cabin Condition Log.
─ Voyage Report.
─ Appropriate NOTAM/AIS briefing documentation.
─ Appropriate Meteorological information (Terminal and alternate forecasts valid for the time of flights, appropriate upper wind
charts and significant weather charts).
─ Loadsheet.
─ Notification of special categories of passengers such as handicapped persons, inadmissible passengers, deportees and persons
in custody, security personnel (if applicable).
─ Notification of special loads (if applicable).
─ All mandatory written information in case of dangerous goods.
─ Cargo manifest, passenger manifest, overflight permission ... etc (if applicable).
Others (as applicable):
─ Normal Checklist.
─ LVO Checklist (*)

Cockpit Emergency Equipment Check: Where is the location? How do you do Pre-flight? SOP 3.03.04 P7
 • Life jackets stowed
• Axe stowed
• Smoke hoods or portable oxygen equipment and full face masks stowed and serviceable
• Portable fire extinguisher lock wired and pressure in the green area
• Smoke goggles stowed (smoke hoods if installed)
• Oxygen masks stowed
• Flashlights stowed
• Escape ropes stowed

Technical Log OMA 8.1.11.1. What is NTC? How to clear Tech Log? Note to Crew?
The Aircraft Technical Log provides instructions to maintenance and flight crew personnel for the handling of Aircraft Technical
Log entries in order to satisfy the regulatory requirements. The Aircraft Technical Log is a mandatory legal document, and as
such certifying staff and flight crew are to ensure that the log is handled as per this procedure. It is the responsibility of the
Commander to ensure that aircraft registration, flight number, date, from / to stations, aircraft flying hours, defects and other
pertinent details are entered and certified upon aircraft arrival. It is the responsibility of certifying staff to survey the Aircraft
Technical Log of the incoming sector take action on reported defects and prepare the aircraft for the next flight.

Cabin Report OM-A (8.1.11.2.3.1) Who can fill it up? Cpt need to sign?

This procedure details the method by which aircraft cabin defects are recorded, rectified and controlled using Cabin Condition
Log. The Cabin Condition Log is part of the Aircraft Technical Log and is used for recording those defects observed by Flight
attendant during flight. All entries in the Cabin Condition Log will therefore form part of the aircraft’s mandatory records, any
irregularities may invalidate such records. The Captain has to counter sign that report.

OEB Application PRO-NOR-SOP-04 P6/8, OEB-PLP-TOC p1/2 When to apply?

Operations Engineering Bulletins (OEB) are issued, when it is necessary, to rapidly transmit technical and procedural
information. The OEB chapter provides a list of all applicable OEBs Example: Refer to
FCOM: OEB-PLP-TOC P1/2 and DSC-31-27 P1/6. OEB-PLP-TOC
DSC-31-27 P 1/6
OEB Reminder
Some Operational Engineering Bulletins (OEBs) contains information that may impact flight crew action, in the event of a system
failure. OEBs are filed in the QRH. If the OEB reminder function is activated for an ECAM warning/caution, the ECAM will display
the: “Refer to QRH Proc” line, when necessary. This line may appear instead of the procedure or may be added to the ECAM
STATUS. In such failure cases, the flight crew should refer to the applicable procedure in the QRH.

Aircraft Library OMA 8.1.12

The following manuals are to be carried on each flight:
• Part A : General/Basic
• FCOM
• Quick Reference Handbook (QRH)
• CDL/MEL
• Part C : Route and Airport
• Part C : Specialized Professional Chart
• Aircraft Flight Manual (AFM)
• SEP Manual
• Aircraft Performance
• Fuelling Manual
Please take good care of these manuals. Do not write or mark in this manuals. Many have been reported to be marked with
permanent ink and need to be replaced. This will give additional cost to our company.

IRS Alignment SOP 3.03.06 p11 When is it required o make a full alignment? When is it required to make a fast alignment?
When to make IRS alignment on FMGC? PRO-NOR-SOP-06 p4/18
At the beginning of the flight, the crew sets the ADIRS selectors to NAV, in order to start alignment.
The alignment takes approximately 10mins and must be completed before pushback (before any aircraft movement). ADIRS re-
alignment is only necessary, if one of the ADIRS displays a residual ground speed greater than 5kts. In this case, a rapid re-
alignment should be performed on all 3 IRSs. The fast alignment takes approximately 1min. it involves setting the ground speed
to 0kts, and updating the IRS position of the coordinates on the INIT A page. A complete re-alignment is only recommended for
Long-Range flight, especially if flown outside radio NAVAID coverage with aircraft not equipped with GPS.
ADIRS POSITION INITIALIZATION
ADIRS position initialization involves setting the ADIRS navigation starting point. This is only necessary for a complete or fast
alignment. Press the ALIGN IRS prompt to send the coordinates displayed on the MCDU INIT page to the three ADIRS. Use the
defaulted departure airport reference point coordinates to initialize the ADIRS. When flying without GPS on long segments
without radio coverage, it is better to use the gate coordinates to initialize the ADIRS: To insert these coordinates, slew them on
the MCDU, and then press the ALIGN IRS prompt.

Oxygen Requirement LIM-35 p1/2 and OMA 8.8

Loadsheet GTG Weight & Balance P70, SOP 3.03.06 P14 What us the task sharing during LPC/Manual loadsheet? How to
crosscheck (LPC/Manual)?

LMC OMA 8.1.8.3 What is the amount that new loadsheet is required?
For LPC:
Note: A speed difference of 2 knots or more between the FMGS and the LPC indicates that a weight-input discrepancy exists
(PERF TO page indicated Green Dot speed varies with pilot weight inputs to the INIT B page) Resolve discrepancy. For Manual
Load sheet: The Commander shall thoroughly check the Loadsheet and to ensure the CPL or ATPL number is annotated next to
the signature on the Load and Trim Sheet (LTS). Prior to signing the Loadsheet the Commander must check? What will normally
effect the Green Dot speed on our FMGC? Understand the calculation of Green Dot speed will be given in the QRH performance
chapter.
Manual Load Sheet
The Commander shall thoroughly check the Loadsheet and to ensure the CPL or ATPL number is annotated next to the signature
on the Load and Trim Sheet (LTS). This is applicable to both the crew member who prepares the LTS (normally the First Officer)
and the Commander who approves it. Prior to signing the Loadsheet the Commander must check the following:
• Loadsheet calculation weights based on kg;
• Date;
• Edition Number (EDNO);
• Route and Flight Number;
• Correct number of crew;
• Passenger totals do not exceed or deviate from the seating and safety equipment limitations according to the aircraft
certification;
• Actual weights do not exceed the structural and operational limits for Take-off, Landing and Zero Fuel weight;
• The ZFW, ZFW MAC and T.O. MAC;
• Stabilizer setting is within limits;
• Fuel figures correspond to the actual fuel distribution of the aircraft;
• The aircraft does not exceed the limits of any LMC

FMGS Setup
SOP 3.03.06 Cockpit preparation

Flex Take Off PER-TOF-THR-FLX-40 Why do we use it?

• In order to extend engine life and save maintenance costs, it is recommended to use flexible thrust
reduction.
• However, to improve the takeoff performance, the thrust can be increased by selecting a lower
flexible temperature.
Using the same takeoff chart, for a given weight it is possible to :
‐ Select a temperature lower than the maximum determined one and keep the speeds defined at
maximum temperature or,
‐ Move towards the left side (tailwind) of the takeoff chart while remaining within the same
configuration and looking for the same actual takeoff weight at lower temperature.
This produces a lower flexible temperature and, in general, lower takeoff speeds (V1/VR/V2).
Using one of the two above possibilities, check that the selected temperature is greater than the
actual temperature (OAT) and greater than the flat rating temperature (TREF).

ZFW & Speed Insertions

PRO NOR SOP 06 P12/18

Co Pilot Limitation OMA 5.2.4.4

First Officers
At the discretion of the Commander, First Officers are permitted to assume the duties of Pilot Flying for all phases of flight
except:
a) During engine start
b) Taxiing
c) During take-off, the handling of thrust levers until after airborne
d) During takeoff and landing when conditions are at or near the operational
limits or weather limits
Commanders may permit First Officers to carry out landings under conditions no more limiting than the following:
─ Straight in approach with visibility of 1600m and ceiling 500ft;
─ Circling approach with visibility of 4800m and ceiling 800ft;
─ Crosswind component does not exceed 15 knots (gust included);
─ The runway is not contaminated; and
─ The aerodrome is not a category C aerodrome
Note: When a First Officer is undergoing command training, the operating limits will be at the discretion of the Instructor
Pilot/TRI. It is preferable for the Commander to take over controls early and complete the landing, rather than have a late
change of control or to allow the First Officer to continue in conditions that are marginal.

Standard Callouts
SOP 3.03.90

Cabin Crew Safety Report SEP (Policy & Regulation 1-12) Who will the crew report to? Cpt. Why cabin crew report?

Sterile Cockpit Rule SOP 3.03.01

Below 10 000 feet AAL and during the ground movement of the aircraft, all
paper work and all non-essential conversation within the cockpit and between
the flight attendants and flight crew shall be avoided. Adherence to this policy
facilitates effective crew communication, as well as communication of
emergency or safety-related information by flight attendants. When the seat belt
sign is illuminated in the cabin during the climb and descent the flight attendant
will not enter the flight deck as this is the indication to them that a sterile cockpit
rule is in force.

OMA 8.3.12.1 Flight Deck Security

Flight Deck Door Policy
On all flights, the cockpit door shall be closed and locked from the time passenger boarding commences until passenger
disembarkation is completed, except when necessary to allow routine access or permit access and way out by authorized
persons.
On aircraft fitted with the video surveillance system
─ The Flight attendant will request entry by pressing the ‘#’ button on the Keypad. The Flight Deck crew must positively identify
the fact that the area around the cockpit door is clear and that the person requesting entry is authorized to enter the cockpit.
Once this is confirmed the Flight Deck crew will unlock the door.
─ Prior to leaving the flight deck, the Crew must inspect the area around the cockpit door through the video surveillance system
or viewing lens or by communicating with the Flight attendant through the interphone system.

GROUND OPERATIONS IN HEAVY RAIN

When the aircraft is parked on the ground during heavy rain, it can take rainwater into the avionics
ventilation system via the open skin air inlet valve. To prevent this, the following procedure must be applied After landing :
EXTRACT...............................................................................................................................OVRD
This closes the avionics ventilation system, preventing rainwater from entering.
PACKS 1 and 2............................................................................................................ CHECK ON
This adds air from the air conditioning system to ventilation air. If bleed air is not available, the
arrangement can function for a limited time, as follows :
• OAT ≤ 39 °C : no limit
• 39 °C ≤ OAT ≤ 45 °C : 3 h
• OAT ≥ 45 °C : 30 min
After takeoff :
EXTRACT............................................................................................................................... AUTO

8.3.8.8 Heavy Precipitation

Heavy precipitation may occur as rain showers, snow showers and hail. The greatest impairment to flight is the reduced visibility
and the risk of in combination with low temperature. Heavy precipitation can be associated with significant downdrafts and
windshear.
Effect from Water Ingested by Jet Engines
Under given weather conditions, the water/air ratio absorbed by jet engines is directly related to its performance and aircraft
speed. This ratio is considerably increased at a high aircraft speed and engines at flight idle (typical descent conditions). This
means during descent, under heavy rainfall conditions, or hail, significant ingestion of water may cause surging or extinction of
jet engines. Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance/drainage rate must
be closely monitored in order to assess if a diversion is necessary. Refer also to 8.3.8.12 “Operations on slippery surfaces”.

Transponder Modes/Usage SOP 3.03.01 P24

TRANSPONDER
Select XPNDR or the equivalent according to specific installation (AUTO if available and the assigned Mode A code) once cleared
for pushback or taxi whichever is earlier. After landing, maintain transponder code continuously until the aircraft is fully parked
on stand. After parking the Mode A code 1000 (KUL) or 2000 must be set before selecting to STBY.

Cockpit/Ground Communication SOP 3.03.90 P6

RAMP OPERATIONS
For PIPO (Power-In, Power-Out) operations, a "wing walker" must be available, equipped with bats (day) or lighted torch (night)
and be at a position visible to the pilot to provide clearance signals. Please remind ground crew of this requirement prior to
disconnecting verbal communications. The overall responsibility for wing tip clearance and safe operations of the maneuver lies
with the Commander.

STARTER LIMITATION
Applicable to: ALL
‐ 4 consecutive cycles: Each lasts a maximum of 2 min
‐ Pause between start attempts: 20 s
‐ Cooling period, after 4 start attempts: 15 min
‐ No running engagement of the starter, when N2 is above 20 %.

Short Taxi Considerations SOP 3.03.09 P1 What are the considerations?

After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 2 minutes before
advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period. The last engine started must
run for at least 2 minutes before take-off initiation, to ensure that take-off is not initiated before the centre tank pumps test is
finished, since take-off on centre tank is prohibited.

TAXI SPEEDS SOP 3.03.10 P5

Maximum taxi speeds on straight taxiway are 30kts (dry), 15kts (wet), 10kts (contaminated) and 10kts in congested areas.
Maximum taxi speeds for 90 degrees turn are 10kts (dry/wet) and 5kts (contaminated). Aircraft ground speed must be 45kts
(dry) or less with a reducing trend before initiating turns to vacate the runway via a high speed taxiway. 15kts (wet) and 10kts
(contaminated). Runway backtracking operations; maximum taxi speeds are 30kts (dry), 15kts (wet), 10kts (contaminated) as
the aircraft is still in taxing phase.

Take off Confirmation Brief SOP 3.03.10 P5 Who & When to perform? Same Departure what to announce?
TAKEOFF CONFIRMATION BRIEF …………….…………………...PERFORM
Takeoff confirmation brief to be done by CM2 and to verify:
Runway
SID (initial track, first point of turn and direction of turn)
Initial altitude
MSA
EOP
During Taxi After clearance received

Take off separation OMA 8.3.9.1.1 What is the separation between heavy and medium during takeoff?
8.3.9.1.1 Separation by Time (Non Radar)
Wake turbulence separation minima given below define a minimum separation time between two aircraft during take off and
landing to cope with wake turbulence:
Arriving Aircraft
Medium behind Heavy aircraft: 2 minutes.
Departing Aircraft
The minimum separation time is 2 minutes (or 3 minutes if take-off is from an intermediate part of the runway) for a Light or
Medium aircraft behind a Heavy aircraft or for a Light aircraft behind a Medium aircraft. Two parallel runways have no influence
of each others if they are separated by more than 760 m (2500 ft) and if the flight path of the second aircraft does not cross the
flight path of the preceding aircraft by less than 300 m (1000 ft).
Departing and Landing in Opposite Direction
The minimum separation time is 2 minutes.

8.3.9.1.3 Non Radar Separation

Approaches are separated by time intervals of 2 minutes by a heavy aircraft, if followed by a Medium aircraft and 3 minutes if
followed by a light aircraft.

Minimum Ground Idle Time SOP 3.03.09 P1 What is the limitation?

After start, to avoid thermal shock, the pilot should operate the engine at idle or near idle for at least 2 minutes before
advancing the thrust lever to high power. Taxi time at idle may be included in the warm-up period. The last engine started must
run for at least 2 minutes before takeoff initiation, to ensure that takeoff is not initiated before the center tank pumps test is
finished, since takeoff on center tank is prohibited.

Windshear Alert/Warning Consideration PRO-ABN-80 P55/58, PRO-SUP-91-20 P1/2. Precautions and recommendations?
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.
Note: ‐ When using the GS mini-function, associated with managed speed, the system will carry extra speed in strong wind
conditions;
‐ In case of strong or gusty crosswind greater than 20kts.

180 Turn on Runway SOP 3.03.10 P8 How to perform? When is it recommended?

The standard width of a runway is 45 meters. However, this aircraft only needs a runway width of 30 meters (99 feet) for a 180
turn. The following procedure is recommended for performing a 180 turn on the runway.
FOR THE CM1
Taxi on the right of the runway and turn left, maintaining 25° of divergence from the runway axis.
When physically over the runway edge :
1. Turn the nosewheel fully right.
2. On ENG 1, set N1 to between 30% and 35%.
3. Set ENG 2 to idle.
The Ground Speed (GS) for the entire maneuver should be between 5 knots and 8 knots, to prevent the width of the turn from
increasing.
Crosswind / Tailwind Take Off Procedure SOP3.03.12 P1 When is it considered a crosswind? Does it apply to Tailwind?
If the crosswind is at or below 20kts and there is no tailwind :
THRUST LEVERS ......................................................................FLX or TOGA
To counter the nose-up effect of setting engine takeoff thrust, apply half forward stick until the airspeed reaches 80kts. Release
the stick gradually to reach neutral at 100kts.PF progressively adjusts engine thrust in two steps:
• from idle to 50% N1.
• from both engines at similar N1 to takeoff thrust.

In case of tailwind or if crosswind is greater than 20kts :

• PF applies full forward stick.
• PF sets 50% N1 on both engines, then rapidly increases the thrust to 70% N1 then progressively to reach takeoff thrust
at 40kts ground speed, while maintaining stick full forward up to 80kts. Release the stick gradually to reach neutral at
100kts.

RVR Conversion OMA 8.1.3.5.6

Tail Strike Awareness FCB-FCB5 P 1/6

Inadvertent tailstrikes may occasionally occur, and may result in expensive structural damage.
Several tailstrikes have been reported throughout service life.
They are very often associated with such adverse conditions as crosswind, turbulence, windshear,
etc.
A/C GEOMETRY LIMITS
Two limits need to be considered:
‐ The geometry limit corresponding to the main gear oleo fully extended (θ1),
‐ The geometry limit corresponding to the main gear oleo fully compressed (θ2).
TAILSTRIKE FACTOR AT TAKEOFF
Early rotation, over-rotation, excessive pitch rate, or a combination of these three factors are the main causes of tailstrikes at
takeoff.
EARLY ROTATION
Early rotation occurs, when:
‐ A too low VR is computed,
‐ The rotation is initiated prior to VR.
Erroneous VR computation may occur, when the takeoff speeds are not crosschecked, or an incorrect loadsheet data is used. At
hot-and-high elevation airfields, the error can be critical. Rotation initiated prior to VR due to:
‐ Flaps improperly set for the calculated VR,
‐ Bird or obstacle avoidance leading to early rotation,
‐ Early rotation due to windshear, encountered during the takeoff roll. In such an event, the FAA recommends rotation, 2 000 ft
before the end of the runway.
OVER-ROTATION OR EXCESSIVE PITCH RATE
These two causes are generally associated with a second factor in tailstrike incidents (one engine-out, aircraft out of trim,
additive inputs from both pilots, early rotation, etc.). Certification requires demonstration of a safe takeoff at VR -10 kt (2
engines) and VR -5 kt (1 engine).
The pitch and the pitch rate, obtained during these tests, are for information purposes only, and are not certified limits.

Note: VR represents the speed at aircraft rotation, in order to obtain V2 at 35 ft, in the event of an engine failure.
Normal rotation of 3 °/s prevents a tailstrike, unless the rotation is initiated at a speed which is far too low. This rotation is
obtained in 5 to 6 s for an average 15 ° to 18 ° takeoff attitude.
TAILSTRIKE AT LANDING
Industry statistics show that tailstrikes are more likely to occur at landing, than at takeoff (2 to 1). Although most of them are
due to deviations from normal landing techniques, some are associated with such external conditions as turbulence and wind
gradient.
DEVIATION FROM NORMAL LANDING TECHNIQUES
Deviations from normal landing techniques are the most common causes of tailstrikes, the main reasons for this being:
a. Allowing speed to decrease well below VAPP before flare. Flying at a too low speed means high a AOA and high pitch attitude,
thus reducing ground clearance. When reaching the flare height, the pilot will have to significantly increase the
pitch to reduce the sink rate. This may lead the pitch to go beyond the critical angle.
b. Prolonged hold-off for a smooth touchdown. As the pitch attitude increases, the pilot needs to focus further ahead to assess
the aircraft's position in relation to the ground. The attitude and distance relationship can lead to a pitch attitude increase
beyond the critical angle.
c. Too high flare
A high flare can result in a combination of decreased airspeed and long float. Since both lead to increased pitch attitude, the
result is reduced tail clearance.
d. Too high a sink rate, just prior reaching the flare height.
In case of a too high sink rate close to the ground, the pilot may attempt to avoid a firm touchdown by commanding a high pitch
rate. This action will significantly increase the pitch attitude and, as the resulting lift increase may be insufficient to significantly
reduce the sink rate, a firm touchdown may occur. In addition, the high pitch rate may be difficult to control after touchdown,
particularly in case of bounce.
e. Bouncing at touchdown
In case of bouncing at touchdown, the pilot may be tempted to increase the pitch attitude so as to ensure a smooth second
touchdown. If the bounce results from a firm touchdown associated with a high pitch rate, it is important to control the pitch so
that it does not further increase beyond the critical angle.
APPROACH AND LANDING TECHNIQUES
A stabilized approach is essential for achieving successful landings. It is imperative that the flare height be reached at the
appropriate airspeed and flight path angle. A/THR and FPV are effective aids to the pilot. The VAPP should be determined with
the wind corrections, given in FCOM/QRH, using FMGS functions. As a reminder, when close to the ground, the wind intensity
tends to decrease and the wind direction to turn (direction in degrees decreasing in northern latitudes). Both effects may reduce
the headwind component close to the ground, and the wind correction to Vapp is there to compensate this effect.
When close to the ground, high sink rates should be avoided, even in an attempt to maintain a close tracking of the glideslope.
Priority should be given to attitude and sink rate. If a normal touchdown distance is not possible, a go-around should be
performed. If the aircraft has reached the flare height at VAPP with a stabilized flight path angle, the normal SOP landing
technique will lead to repetitive touchdown attitude and airspeed. Assuming an 8 kt speed decrease during flare, and a -1 ° flight
path angle at touchdown, the pitch attitude will increase by approximately 4.5 °. During flare, the pilot should not concentrate
on the airspeed, but only on the attitude with external cues.
Note: Airspeed indication during flare is influenced by the static error due to the ground effect. The PNF should monitor the
pitch attitude on the PFD and call "PITCH", whenever the following pitch value is reached:
‐ For the A318/A319/A320 : 10.0 °,
‐ For the A321 : 7.5 °.
After touchdown, the pilot must "fly" the nosewheel smoothly, but without delay, on to the runway, remaining prepared to
counteract any residual pitch up effect of the ground spoilers. Note: The main part of the spoilers' pitch up effect is
compensated by the flight control laws.

Rotation Technique SOP 3.03.12 How to apply?

At VR, initiate the rotation to achieve a continuous rotation with a rate of about 3°/sec, towards a pitch attitude of 15° (12.5° if
one engine is failed). Minimize lateral inputs on ground and during the rotation, to avoid spoiler extension.
In strong crosswind conditions, small lateral stick inputs maybe used, if necessary, to aim at maintaining wings level. After lift-
off, follow the SRS pitch command bar. The SRS command bar does not give the orders to obtain the correct pitch rate during
the rotation on ground, but to reach and maintain the SRS speed after lift off. Therefore do not attempt to follow the SRS pitch
order during the rotation phase before lift off. Pitch targets are given only as an initial objective, particularly in the event of the
loss of the FDs. Pilots should adjust the pitch to achieve the desired speed.
CAUTION
If a tailstrike occurs, avoid flying at an altitude requiring a pressurized cabin and return to the originating airport for damage
assessment.

Autopilot Usage LIM-22-10 P1/4 when is the earliest to use AP?

Minimum height for use of autopilot on takeoff with SRS mode........................................... 100 ft AGL
(An internal FMGS logic prevents the autopilot from engaging during the 5 s after liftoff).
Minimum height for use of the autopilot in:
‐ Straight-in non precision approach................................................................applicable MDA (MDH)
‐ Straight-in LNAV/VNAV approach................................................................................applicable DA
‐ Circling approach............................................................. applicable MDA - 100 ft (or MDH - 100 ft)
‐ ILS approach when CAT2 or CAT3 is not displayed on the FMA.....................................160 ft AGL
‐ PAR approach (Precision Approach Radar) .................................................................... 250 ft AGL
Use of the AP and/or FD is authorized in PAR approach, with HDG V/S or TRK FPA.
‐ Go-around (AP or FD engagement) ................................................................................ 100 ft AGL
‐ All other phases................................................................................................................ 500 ft AGL
Use of the AP or FD in OPEN DES or DES mode is not permitted in approach, unless the FCU altitude is set to, or above, MDA
(MDH) or 500 ft, whichever is the highest.

VMC Departure OMA 8.3.1.7 When is it considered as VMC?

VMC Clearances
Non-cancellation of an IFR Flight Plan does not preclude the use of a clearance subject to maintaining VMC for a specified and
limited portion of a climb, descent or approach phase of a flight.
Restrictions on Acceptance of VMC Clearance
When offered a clearance subject to maintaining VMC the following restrictions apply:
Should be neither sought nor accepted when the penalty of remaining under IFR control is insignificant;
Shall not be accepted when the conflicting traffic is more than one aircraft;
Should not be accepted when the conflicting traffic has been sighted;
During daylight can be accepted only when visibility and distance from clouds is such that adequate separation can be
maintained;
At night, visibility must be unlimited and cloud non-existent in the airspace involved; and
In accepting or seeking a VMC clearance restriction, account must be taken of such factors as flight visibility, sun position and
cockpit work load which must be such as to permit the best possible look-out to be maintained.
Note: It is estimated that even in Controlled Airspace, ATS may not provide information on VFR traffic and that when operating
on an IFR flight plan but maintaining VMC, the pilot in command is entirely responsible for collision avoidance.
A GOOD LOOKOUT SHOULD ALWAYS BE MAINTAINED!!
Visual meteorological conditions (VMC) are the meteorological conditions expressed in terms of visibility, distance from cloud,
and ceiling equal to or better than specified minima. (ICAO Annex 2: Rules of the Air) VMC are detailed in ICAO Annex 2.
Essentially, they are: When above 3,000ft or 1,000ft above terrain, whichever is higher: 1500m horizontally and 1,000 ft
vertically from cloud; Flight visibility 5km below 10,000ft and 8km above 10,000 ft. When below 3,000 ft or 1,000 t above
terrain, whichever is higher: Clear of cloud and in sight of the surface; Flight visibility 5km.

Early Turn OMA 8.3.1.10.2 What is the minimum height turn?

Minimum Height for Turns
No turns shall be commenced below 400 feet AGL unless specifically required by the SID, obstacles or noise abatement
procedures. In the event of no published procedures, the following minimum heights shall be applied :
─ No turns below 400 feet AGL in daylight VMC conditions.
─ No turns below acceleration altitude at night or IMC conditions.
Note: In case of Engine failure, the special EOSID may require a turn below the above values. In such a case, the special EOSID
instructions must be followed.

Climbing Speeds SOP 3.03.14 P1 What is recommended?

CLIMB SPEED MODIFICATIONS
If ATC, turbulence or operational considerations lead to a speed change:
Select the new speed with FCU SPD selection knob and pull. Speed target is now "selected". To return to managed speed mode,
push FCU SPD selection knob. The speed target is now "managed". The best speed (and rate of climb) for long-term situations
lies between green dot speed and ECON speed. As there is no indication of this speed on the PFD, a good rule of thumb is to use
turbulence speed to achieve maximum rate. At high altitude, acceleration from green dot to ECON speed can take a long time.
EXPEDITE CLIMB
If ATC requires a rapid climb through a particular level:
Push the EXP pushbutton on the FCU. The target speed is now green dot speed. FMA : THR CLB/EXP CLB/NAV Note: Use EXP
only for short-term tactical situations and it should be avoided above FL 250. For the best overall economy fly at ECON lAS. To
return to ECON CLB speed:
Push ALT selector knob.
Check FMA : THR CLB/CLB/NAV

Departure Message OMA 8.5.4.2 When? How to Apply ETOPS Or NON ETOPS?
In-flight – ETOPS Procedures
After airborne and at a convenient time, the crew shall update the flight parameters and send ETOPS message to operations (KL
Ramp 123.550 outbound from KUL, company frequency ex departure station, eg. Sri Lankan OPS 131.500 outbound from CMB)
via VHF or AMDS of the following:
• Airborne time (UTC);
• Takeoff Fuel (x1000kgs );
• Takeoff Weight (x1000kgs);
• EEP, ETP, EXP and ETA time; and
• OPS NORMAL or other operational messages as required.

Best Rate/Angle SOP 3.03.14 What is it?

The best speed (and rate of climb) for long-term situations lies between green dot speed and ECON speed. As there is no
indication of this speed on the PFD, a good rule of thumb is to use turbulence speed to achieve maximum rate. At high altitude,
acceleration from green dot to ECON speed can take a long time

Use of Wing/Engine Anti Ice. PRO-SUP-30 P1/4 When to apply?

Icing conditions may be expected when the OAT (on ground and for takeoff), or when the TAT (in flight) is at or below 10 °C, and
there is visible moisture in the air (such as clouds, fog with low visibility of one mile or less, rain, snow, sleet, ice crystals) or
standing water, slush, ice or snow is present on the taxiways or runways. WARNING Pilots must turn on the engine anti-ice
system, when temperature and visible moisture meet these criteria, and should not wait until they see ice building up
FLIGHT IN ICING CONDITIONS
Engine anti-ice
ENGINE ANTI ICE must be ON during all ground and flight operations, when icing conditions exist, or are anticipated, except
during climb and cruise when the SAT is below -40 °C. ENGINE ANTI ICE must be ON before and during a descent in icing
conditions, even if the SAT is below -40 °C.
Wing anti-ice
WING ANTI ICE may either be used to prevent ice formation, or to remove ice accumulation from the wing leading edges.
WING ANTI ICE should be selected ON, whenever there is an indication that airframe icing exists. This can be evidenced by ice
accumulation on the visual ice indicator (located between the two cockpit windshields), or on the windshield wipers.

Fuel Check OMA 8.3.7.1.2 what interval for this check?

In-flight Fuel Checks
The remaining fuel must be recorded and evaluated to:
• Compare actual consumption with planned consumption;
• Check that the remaining fuel is sufficient to complete the flight; and
• Determine the expected fuel remaining on arrival at the destination. In-flight fuel monitoring is made using the
Operational Flight Plan.
The crew must carry out regular fuel checks (at TOC/TOD and every 30 minutes).
Compare actual fuel on-board with calculated remaining fuel on-board as per Operational Flight Plan (OFP). This type of
monitoring would detect fuel leaks and provide a more reliable basis of calculation in case of either Fuel Quantity Indicator (FQI)
or Fuel Used (FU) failure during flight. However, without any failure or fuel leak, some discrepancies, which may be considered
large, can be evident. This may be due to:
• APU consumption which is not recorded by FU (For Airbus fleet values are given in the relevant aircraft type FCOM);
• FQI errors on block fuel and on FOB; and
• FU indication tolerance. Water freezing in the tanks may also affect the FQI indications

Wind insertion. SOP 3.03.15 P1

Enter the forecast wind and temperature into the FMGS to allow the most accurate fuel predictions. Enter the wind and
temperature on the first CRZ WPT and then for each WPT where wind differs by more than 30º or 30kts or the temperature
differs by 5ºC

Secondary Flight Plan How to set up and why? SOP 3.03.15 P2

The SEC F-PLN should be updated throughout the flight to reflect the most likely diversion route and airfield. Copy the active
flight plan and then update by inserting the ETP for diversion airfields as a Place / Distance (PD) to complete routing to diversion
airfields. This must be updated continuously throughout the flight. The SEC F-PLN can also be used for strategic route and
altitude planning to look at alternative routings and possible penalties on the use of lower flight levels or Cost Indexes.

Weather Update ( ATIS / VOLMET) OMC Chapter 2 P50 onwards. Where can get the frequencies?

OFP Update how to apply? OMA 8.3.1.3

ATC Clearance
Flights requiring an ATC clearance shall not commence take-off without such clearances. All ATC clearances, altimeter settings
and Runway in use must be read back including the full callsign. Standard phraseology must be used. Wording must be clear,
precise and unmistakable. A written record of the initial airway clearance, any significant reclearance and deviations from
planned figures must be made on the OFP. The Commander is responsible to ensure that :
─ clearances received are safe with respect to terrain clearance during climb/descent and en-route.
─ compliance with the provisions of a clearance will not violate other regulations (e.g. night curfew).
Note: It is AirAsia policy that the crew shall not cross the red stop bar prior to entering the runway without an ATC confirmation.

Usage of weather Radar. How to apply? SOP 3.03.01 P29

The weather radar has two main functions:
Weather detection
It is the primary function. For weather detection, the radar detects precipitation droplets. The strength of the echo is in
proportion to the droplet size, composition and quantity (e.g. the reflection of water particles is five times greater than ice
particles of the same size). Therefore, the weather radar does not detect weather that has small droplets (e.g. clouds or fog), or
that does not have droplets (e.g. Clear Air Turbulence).
Mapping
It is the secondary function. For mapping, the echo takes into account the difference between incoming and outgoing signals.
Any significant difference in the signal is easily mapped (e.g. mountains or cities), but a small difference in the signal is not
mapped (e.g. calm sea or even ground).
The flight crew can use the following to operate the radar:
• TILT,
• GAIN,
• MODE, and
• Predictive Windshear (PWS).

Turbulence Penetration OMA 8.3.9.2.3.1 How to apply? What is considered as severe turbulence?
In Cruise
Wake turbulence may be encountered in cruise, where aircraft flying in the same direction are vertically separated by 1000 ft
only. In this case, if considered necessary, the pilot may offset from the cleared track by up to a maximum of 2 NM in order to
alleviate the effects of wake turbulence. ATC should be advised of this contingency action but will not issue clearance for any
such lateral offset. The aircraft should be returned to cleared track as soon as the situation allows.

Naviga Charts NAVIGA LGD [3] – P7

MORA/MOCA/ORTCA what are the definitions? OMA 8.1.1.2.1

MEA (Minimum En-route IFR Altitude)
The lowest published altitude (or flight level) between radio fixes that meets
obstacle clearance requirements between those fixes and in many countries
assures acceptable navigational and radio signal coverage. The MEA applies to
the entire width of the airway, segment, or route between radio fixes defending
the airway, segment, or route.
It is AirAsia’s policy that the MEA shall be used as the minimum altitude for both flight planning and actual flight execution.
MORA (Minimum Off Route Altitude)
MORA provides reference point clearance within 10 NM (18.5 km) of the route centreline (regardless of the route width) and
end fixes.
─ MORA values clear all reference points by 1000 ft (300 m) in areas where the highest reference points are 5000 ft (1500 m)
MSL, or lower.
─ MORA values clear all reference points by 2000 ft (600 m) in areas where the reference points are above 5000 ft (1500 m)
MSL.
─ When a MORA is shown along a route as "unknown" or within a grid as "unsurveyed" a MORA value is not shown due to
incomplete or insufficient information.
GRID MORA (Grid Minimum Off Route Altitude)
GRID MORA altitude provides terrain and man-made structure clearance within the section outlined by latitude and longitude
lines. MORA does not provide for NAVAID signal coverage or communication coverage.
─ GRID MORA clear all terrain and man-made structure by 1000 ft (300 m) in areas where the highest reference points are 5000
ft (1500 m) MSL, or lower and by 2000 ft (600 m) in areas where the reference points are above 5000 ft (1500m) MSL.
─ GRID MORA (State) altitude supplied by the state authority provides 2000 ft (600 m) clearance in mountainous areas and 1000
ft (300 m) in non-mountainous areas.
MOCA (Minimum Obstruction Clearance Altitude)
The lowest published altitude in effect between radio fixes on VOR airways, off airways routes, or route segments, which meets
obstacle clearance requirements for the entire route segment and in the USA, assures acceptable navigational signal coverage
only within 22 NM of a VOR.
MSA (Minimum Safe/Sector Altitude)
Altitude depicted on instrument approach, SID or STAR charts and identified as the minimum safe altitude which provides a
1000 ft (300 m) obstacle clearance within a 25 NM (46 km) (or other value as stated) radius from the navigational facility upon
which the MSA is based. This altitude does not necessarily guarantee NAVAID reception. When the MSA is divided into sectors,
with each sector showing a different altitude, the altitudes in these sectors are referred to as “Minimum Sectors Altitude”.
ORTCA (Offroute Terrain Clearance Altitude)
ORTCA provide a 3000 ft terrain clearance that is shown within the boxed grid intersecting full line of longitude and latitude
when grid overlays a land mass. ORTCA values will not be shown when the boxed grid area overlays water only.

HF telephony / SELCAL Check

DOC9432 [AN/925] Manual of radiotelephony (11.1.1) How to Apply?

KLIA Corridor AIP MALAYSIA ENR1.9-14 Chapter 6.1 What is KLIA Corridor?

Fuel Freeze Limits OMA 8.3.7.2 What is the limit and How can it happen?
Fuel freeze refers to the formation of wax crystals suspended in the fuel, which can accumulate when fuel temperature is below
the freeze point (-47°C for jet A1) and can prevent proper fuel feed to the engines. During normal operations, fuel temperature
rarely decreases to the point that it becomes limiting. However, extended cruise operations increase the potential for fuel
temperatures to reach the freeze point. Fuel temperature will slowly reduce towards TAT. The rate of cooling of fuel can be
expected to be in the order of 3°C per hour with a maximum of 12°C per hour in the most extreme conditions. If fuel
temperature approaches the minimum allowed, the ECAM outputs a caution. Consideration should be given to achieving a
higher TAT:
• Descending or diverting to a warmer air mass may be considered. Below the tropopause, a 4 000 feet descent gives a
7°C increase in TAT. In severe cases, a descent to as low as 25 000 feet may be required.
• Increasing Mach number will also increase TAT. An increase of M 0.01 produces approximately 0.7°C increase in TAT. In
either case, up to 1 hour may be required for fuel temperature to stabilize. The flight crew should consider the fuel
penalty associated with either of these actions.

F/O Limitation. What is it? OMA 5.2.4.4

First Officers
At the discretion of the Commander, First Officers are permitted to assume the duties of Pilot Flying for all phases of flight
except:
a) During engine start
b) Taxiing
c) During take-off, the handling of thrust levers until after airborne
d) During takeoff and landing when conditions are at or near the operational limits or weather limits
Commanders may permit First Officers to carry out landings under conditions no more limiting than the following:
─ Straight in approach with visibility of 1600m and ceiling 500ft;
─ Circling approach with visibility of 4800m and ceiling 800ft;
─ Crosswind component does not exceed 15 knots (gust included);
─ The runway is not contaminated; and
─ The aerodrome is not a category C aerodrome

CFIT OMA 8.3.5 SOP 3.03.01 P14&15 What is it? What systems?
All AirAsia aircraft shall be equipped with Enhanced Ground Proximity Warning System (EGPWS). The Ground Proximity Warning
System (GPWS) is designed to alert pilots that the aircraft position in relation to the terrain is abnormal and, if not corrected,
could result in a controlled flight into terrain (CFIT). GPWS operational functioning is described in the relevant aircraft type
FCOM. Associated procedures are given in the relevant aircraft type FCOM and QRH. It is the responsibility of the Commander to
develop and implement a plan which employs all available resources to ensure adequate terrain clearance. When undue
proximity to the ground is detected by any flight crew or by a GPWS, the Commander or the pilot to whom conduct of the flight
has been delegated shall ensure that corrective action is initiated immediately to establish safe flight conditions.
The GPWS must be “ON” from take-off until landing. The GPWS may not be deactivated (by pulling the circuit breaker or use
of the relevant switch) except when specified by approved procedures.
When a warning occurs :
• During the night or IMC conditions, a go-around shall be immediately initiated. Do not delay reaction for diagnosis.
• During daylight VMC conditions, with terrain and obstacles clearly in sight, the alert may be considered cautionary.
Take positive corrective action until the alert ceases, or a safe trajectory is ensured.
Any GPWS activation must be reported in writing to the Flight Safety Office via ASR whether genuine or spurious. Where such
activation indicates a technical malfunction of the system an appropriate entry should also be made in the Aircraft Technical
Log. Only Enhanced GPWS (EGPWS) also called TAWS (Terrain Avoidance and Warning System) has a forward looking facility,
therefore including a predictive terrain hazard warning function so that some cautions and warnings may be given if the aircraft
is approaching sharply rising terrain. Basic or so-called advanced GPWS do not have this facility, so that the time between the
receipt of a warning and contact with the ground if no corrective action is taken, will be around 20 seconds. This will be lessened
if the rate of descent is excessive or if there is rising terrain below the aircraft.

IAF, IF & FAF. What is it?

Instrument approaches normally include three approach segments:
• Initial approach:
– Beginning at an initial approach fix (IAF) and ending at the intermediate fix (IF), if defined; and,
– With obstacle clearance of 1,000 feet;
• Intermediate approach:
– From the IF to the FAF; and,
– With obstacle clearance of 500 feet; and,
• Final approach:
– From the FAF to the MDA(H), visual descent point (VDP) or missed approach point (MAP); and,
– With obstacle clearance of 250 feet.
During the intermediate approach, the aircraft is configured for the final approach as follows:
• Configuration established (landing flaps and landing gear
extended);
• Airspeed stabilized at the final approach speed;
• Aircraft aligned with the final approach course; and,
• Landing checklist and briefings completed.
The CANPA final approach features a constant-angle descent using the vertical-speed mode or the flight path vector (as
available), with altitude-distance checks.

What is a GPS? DSC-34-15-10 P1/2

The Global Positioning System (GPS) is a satellite-based radio navigation aid.
Worldwide, 24 satellites broadcast accurate navigation data that aircraft can use for precise determination of its position. The
aircraft has two independent GPS receivers. Each GPS receiver is integrated in a modular avionics unit called MMR (Multi Mode
Receiver) (GPS 1 receiver in MMR 1, GPS 2 receiver in MMR 2). The MMR processes the data received and transfers them to the
ADIRUs, which then perform a GP-IRS hybrid position calculation. The FMGCs use the hybrid position. The GPS MONITOR page
on MCDU 1 or MCDU 2 can display pure GPS position, true track, ground speed, estimated position, accuracy level, and mode of
operation for the information and use of the flight crew. Note: The flight crew can use the MCDU NAVAID page to deselect the
use of GPS data for calculating position (Refer to DSC-22_20-50-10-28 SELECTED NAVAIDS Page).

Accuracy Check SOP 3.03.15 P3 How to apply?

Methods for checking accuracy:
Manually tune the VOR (VOR/DME or ADF) to a station that is within range on the RAD NAV page and select the associated
needles on the ND. Check that the needle (raw data) overlies the corresponding blue navaid symbol (FM computed) and that the
DME distance showing between the aircraft symbol and the navaid symbol on the ND.
 • Insert a VOR/DME IDENT in the BRG/DIST TO field on the PROG page and compare the computed BRG(DIST) with the
raw data on the ND this method allows the FM error to be quantified.
• Resultant attention should be treated as per policy on Navigation Errors.
If the check is positive (error > 3NM): FM position is reliable.
• Use ND (ARC or NAV) and managed lateral guidance.
If the check is negative (error> 3NM): FM position is not reliable.
• Use raw data for navigation and monitor it.
• If there is a significant mismatch between the display and the real position: Disengage MANAGED NAV mode and use
raw data navigation (possibly switching to ROSE VOR, so as not to be misled by FM data).

Stabilized Criteria
Stabilized Approach
All flights must meet all the following criteria listed not below 1000ft AAL for instrument approach, not below 500 feet AAL for
visual approach and for circling approaches, not below 400 feet AAL.
1. Aircraft is on correct flight path
2. Only small changes in heading/pitch to maintain correct flight path
3. Aircraft speed is not more than Vapp “Bug” speed +15 knots
4. Sink rate no greater than 1000ft/min
5. Aircraft is in the correct landing configuration with speed brakes retracted.
6. All briefings and checklists completed
7. Engines spooled up with appropriate power setting for landing configuration.
8. ILS approach must be flown within one dot of the glide slope or localizer
9. For Non-precision approach, less than 5 degrees deviation from inbound course.
10. Visual approach/segment, less than full high or full low indication on visual approach guidance (VASI, PAPI, etc.) unless the
descent to a landing on the intended runway manoeuvres and where such a descent rate will allow touchdown to occur within
TDZ of the landing runway. If any of the above criteria is not met a “Go-Around” must be carried out. If either pilot below 1000ft
AAL announces Go-around then a mandatory Go-around must be carried out.
Note: Landing flaps must be selected by at least 1500ft AAL If a missed approach has been performed on the first approach and
the subsequent second approach resulted in a go around due to weather conditions, diversion to an alternate is recommended
unless in the opinion of the Commander that another approach is the safest cause of action.

FMGS setup for Approach SOP 3.03.16 P1 How & when to apply?
Descend preparation/briefing should normally begin no later than approximately 80 NM before top of descend (this may not be
possible on short sectors. If this is the case the descent preparation should be completed at latest by the top of descent). Check
weather reports at ALTERNATE and DESTINATION airports. Airfield data should include the runway in use for the arrival. On
short sectors (any flight which is less than one hour) where the weather at destination is reported to be well above minima the
alternate weather is not required to be recorded.

Intermediate Go Around FCTM NO-180 How to apply?

The go-around phase is activated when the thrust levers are set to the TOGA detent, the full forward thrust levers position,
provided the flap lever is selected to Flap 1 or greater. The FDs bars are displayed automatically and SRS and NAV modes
engage. The missed approach becomes the active F-PLN and the previously flown approach is strung back into the F-PLN.
For the go-around, the appropriate flying reference is the attitude, since it is dynamic manoeuvre. This is why, if the "bird" is ON,
it is automatically removed, and the FD bars automatically replace the PFD. If TOGA thrust is not required during a go-around
for any reason, e.g. an early go-around ordered by ATC, it is essential that thrust levers are set momentarily but without delay,
to the TOGA detent, the full forward thrust levers position, in order to ensure proper activation of the Go-Around phase
(guidance modes and FMS flight phase).
If this is not done:
‐ The FMS remains in the Approach phase, and
‐ Since the Go-Around phase is not active, the FMS does not automatically restring the approach procedure in the active F-PLN,
and
‐ The active F-PLN is neither modified, nor erased, and
‐ When at the destination airfield, the FMS sequences the F-PLN and the aircraft flies the Missed Approach procedure (the
Missed Approach becomes green on the ND and on the MCDU F-PLN page), and
‐ At the end of the Missed Approach procedure, when all the waypoints are sequenced, the active F-PLN becomes "PPOS -
DISCONT".

Landing Flap 3 OMA 8.3.1.13.1 How & When to apply?

Flap 3 is the normal flap configuration for landing. This is due to fuel savings and reduces flap wear.
The company strongly recommends using Flap 3 and idle reverse for all normal landings that meet the following criteria:
- Long runway with Landing Distance Available (LDA) more than 7218ft (2200m);
- Runway not CONTAMINATED; and
- Tailwind of up to 10 kts.
The final decision on which flap setting to be used(i.e 3 or FULL) rests with the aircraft Commander. Other flap settings should
only be used when specified in abnormal procedures.
Note: For Low Visibility Operations CAT II/II approaches and landings, it is recommended to perform the landing with Flap FULL
for better visual angle unless recommended by QRH procedure due to Abnormal condition(s).

Landing Criteria OMA 8.3.1.13 What is it?

Landing performance is calculated based on crossing the runway threshold 50 feet and touching down at 300 meters (1000
feet). Hence, the aircraft should touchdown at the 300 meters (1000 feet) point and not before. In extreme cases (i.e. long flare,
crossing the threshold higher than 50 feet, …etc.), the touchdown point may be extended up to 1000 meters (3000 feet) upon
the judgment of the pilot-in-command, provided:
─ The runway length is suitable.
─ The aircraft Braking/Deceleration System is operative.
─ No landing distance restrictions due to runway condition, airport pressure altitude, wind or other environmental conditions.
─ No landing distance restrictions due to an aircraft system failure. If any of the above cannot be met, or the anticipated
touchdown point exceeds 1000 meters (3000 feet), then a Go-around must be initiated.

Autobrake/ Reversers Usage

The use of auto brake versus pedal braking should observe the following
guidelines:
• The use of A/BRAKE is usually preferable because it minimizes the number of brake applications and thus reduces brake
wear. Additionally, the A/BRAKE provides a symmetrical brake pressure application which ensures an equal braking
effect on both main landing gear wheels on wet or evenly contaminated runway. More particularly, the A/BRAKE is
recommended on short, wet, contaminated runway, in poor visibility conditions and in autoland.
• The use of LO auto brake should be preferred on long and dry/wet runways whereas the use of MED auto brake should
be preferred for short or/and wet/contaminated runways. The use of MAX auto brake is not recommended.
• On very short runways, the use of pedal braking is to be envisaged since the pilot may apply full pedal braking with no
delay after touch down.
• On very long runways, the use of pedal braking may be envisaged if the pilot anticipates that braking will not be
needed. To reduce brake wear, the number of brake application should be limited.
• In case of pedal braking, do not ride the brakes but apply pedal braking when required and modulate the pressure
without releasing. This minimizes brake wear. The green DECEL light comes on when the actual deceleration is 80 % of
the selected rate. For example the DECEL light might not appear when the autobrake is selected on a contaminated
runway, because the deceleration rate is not reached with the autobrake properly functioning.

Whereas the DECEL light might appear with LO selected on a dry runway while only the reversers achieve the selected
deceleration rate without autobrake being actually activated. In other words, the DECEL light is not an indicator of the autobrake
operation as such, but that the deceleration rate is reached.

REV………………………………………………………………………...AS RQRD
If the airport regulations restrict the use of thrust reversers, select and maintain the thrust levers in reverse idle position until
taxi speed is reached. A slight pitch up that can be easily controlled by the pilot, may occur when the thrust reversers are
deployed before the nose landing gear
touches down. Lower the nosewheel without undue delay. The PNF continues to monitor the attitude. In the case of an engine
failure, the use of the remaining thrust reverser is recommended. Braking may begin before the nosewheel has touched down, if
required for performance reasons. However, when comfort is the priority, the flight crew should delay braking until the
nosewheel has touched down. During rollout, the flight crew should avoid sidestick inputs (either lateral
or longitudinal). If directional control problems are encountered, the flight crew should reduce thrust to reverse idle until
directional control is satisfactory. After reverse thrust is selected, the flight crew must perform a full stop landing.

Single Engine Taxi FCTM NO 040. How and when to apply? Why?
Brake life and fuel savings may govern company policy on permitting aircraft to taxi with one engine shut down. However, if
taxiing out with one engine shutdown, the crew should be aware of the following:
• It is recommended to retain the use of engine 1 during taxi to maintain the green hydraulic system for normal braking.
• Before releasing the parking brake, the yellow electrical pump will be set ON to pressurize the yellow hydraulic circuit
(ALT/PARK BRK and NWS) and avoid PTU operation. The crew will check the hydraulic yellow accumulator pressure.
• Slow or tight turns in the direction of the operating engine may not be possible at high gross weights.
• It is not possible for ground personnel to protect the engine against fire, when the aircraft moves away from the ramp.
• The remaining engines should be started with sufficient time for engine warm-up before takeoff.
• Any faults encountered during or after starting the remaining engine may require a return to the gate for maintenance and
thus generate a further departure delay.
• Taxi with one engine shut down may require higher thrust than usual. Caution must, therefore, be exercised to avoid excessive
jet-blast and the risk of Foreign Object Damage (FOD).
• The use of APU is recommended but the APU bleed should be switched off to avoid ingestion of exhaust gases by the air
conditioning system.
• Before ENG2 start,
‐ The yellow is set off to check correct operation of the PTU
‐ APU BLEED is set back to ON for ENG2 bleed start.

Brake Fan Usage SOP 3.03.24 FCTM NO 180 P1/2 When and why to apply?
Check brake temperature on the ECAM WHEEL page for discrepancies and high temperature.
Brake fans selection should be delayed for a minimum of about 5 bminutes, or done just before stopping at the gate (whichever
occurs first), to allow thermal equalization and stabilization and thus avoid oxidation of brake surface hot spots. Selecting the
brake fans before reaching the gate prevents the brake fans from blowing carbon brake dust on the ground personnel. However,
when turn around times are short, or brake temperatures are likely to exceed 500°C, use the brake fans, disregarding possible
oxidation phenomenon.

REJECTED LANDING FCTM 180

A rejected landing is defined as a go-around manoeuvre initiated below the minima. Once the decision is made to reject the
landing, the flight crew must be committed to proceed with the go-around manoeuvre and not be tempted to retard the thrust
levers in a late decision to complete the landing. TOGA thrust must be applied but a delayed flap retraction should be
considered. If the aircraft is on the runway when thrust is applied, a CONFIG warning will be generated if the flaps are in conf
full. The landing gear should be retracted when a positive climb is established with no risk of further touch
down. Climb out as for a standard go-around. In any case, if reverse thrust has been applied, a full stop landing must be
completed.

Flaps Consideration SOP 3.03.24 P1 PER-TOF-THR-FLX-40 p1/2

Set the FLAP lever to position 0. If the approach was made in icing conditions, or if the runway was contaminated with slush or
snow, do not retract the flaps and slats until after engine shutdown and after the ground crew has confirmed that flaps and slats
are clear of obstructing ice. On ground, hot weather conditions may cause overheating to be detected around the bleed ducts in
the wings, resulting in "AIR L(R) WING LEAK" warnings. Such warnings may be avoided during transit by keeping the slats in
Configuration 1 when the OAT is above 30°C, only when no refueling is required. With the flaps extended, the refuelling bowser
may not have sufficient clearance from the wings.

Visual Docking System. NAVIGA (ADR04, Pg01-14) What is the max speed for taxing in?
5kts

ICAO Hand signal. ICAO Handout

Ramp / APRON Safety Rules. Who is in charge of Passengers safety on ground?

Ramp Areas
Stringent control of access to the aircraft must be carried out. Only authorized persons are allowed in vicinity of the aircraft or
ground equipment. All Company staff in ramp areas or in the airport restricted zone must wear an I.D card. If there is any doubt
about the identity or authority of a person attempting to board the aircraft, then the law enforcement agencies and the Airport
Manager must be informed immediately.
Persons with Statutory Right of Access
DCAM Officials may board the aircraft at any time in Malaysia or overseas to carry out their official duties. All such personnel
must carry an identity document issued by their controlling authority, verified and must be produced prior to being given access.
Aircraft access by the Public
Generally the public is not permitted to the airside of an airport for the purpose of viewing the aircraft. In exceptional cases for
public relations or during sales promotion, aircraft visit must be authorised in writing by the relevant authority. Visitors must be
accompanied by the responsible staff member.

Public Announcement OMA 8.3.16.7 What are the disciplines on making announcement?
Summary
1) Welcome Announcements are encouraged to be made if time permits, by the Commander prior to pushback / engine start.
2) Other announcements shall help to satisfy the passenger’s need for information. Routinely, announcements should contain
information on:
− the planned route of flight; and
− the expected flight time.
3) When noticeable turbulence is anticipated or encountered, advise the flight attendant and the passengers of the duration
and intensity expected. If deemed appropriate request all flight attendants to be seated with their seat belts fastened.
4) Special announcements will be required in order to explain if a delay of 5 minutes or more is expected, abnormal events such
as diversion, lightning strike, go-around and etc.
5) Descent PA should normally be made prior to top of descent giving arrival time and weather at destination. English PA is
preferred, however additional PA maybe made in other
languages, if the crew is confident and proficient in the local lingual.
Only Captains and Senior First Officer undergoing command training are
allowed to make PA.

CRM SOP 3.03.01 How to apply?

CRM is the effective utilisation of all available resources, i.e. crew (both flight crew and flight attendant), aircraft systems, and
supporting facilities, to achieve safe and efficient flight operations. CRM is not just the domain of the Commander. It is designed
to raise each crew’s awareness and skill in coping with a wide variety of operational situations and problems. CRM demands that
when necessary, the Commander should assign the aircraft control to the Co-pilot make maximum use of the auto-flight system
and thereby retain sufficient capacity to manage events successfully. These principles will form an integral element of the
AirAsia Operating Policy and Task sharing duties. These collectively form the Standard Operating Procedures.