Fom e r00 Iss04 R (10may17) New

TÀI LIỆU HƯỚNG DẪN KHAI THÁC BAY
FLIGHT OPERATIONS MANUAL

(FOM)
Issue 04, Rev 00, 15 Mar 2017

CHƯƠNG 0
KIỂM SOÁT TÀI LIỆU
CHAPTER 0
DOCUMENT ADMINISTRATION
DOCUMENT ADMINISTRATION 0.1 /P 1
Rev 00
FLIGHT OPERATIONS
MANUAL
APPROVAL
15 Mar 2017
0.1 Approval
THIS MANUAL IS UNCONTROLLED WHEN PRINTED

Rev 00
FLIGHT OPERATIONS
MANUAL
APPROVAL
15 Mar 2017

Rev 00
FLIGHT OPERATIONS
MANUAL
APPROVAL
15 Mar 2017

Rev 00
FLIGHT OPERATIONS
MANUAL
APPROVAL
15 Mar 2017

Rev 00
FLIGHT OPERATIONS
MANUAL
APPROVAL
15 Mar 2017

Rev 00
FLIGHT OPERATIONS
LIST OF EFFECTIVE PAGE
MANUAL 15 Mar 2017
0.2 List of effective page

LIST OF EFFECTIVE PAGES
Section/item Pages Revision number Effective date

LOEP 1-5 00 25 Mar 2017
LONR 1 00 25 Mar 2017
SIG 1 00 25 Mar 2017
LOD 1 00 25 Mar 2017
TOC 1-3 00 25 Mar 2017
1.0 1-45 00 25 Mar 2017
2.1 1-2 00 25 Mar 2017
2.2 1-7 00 25 Mar 2017
2.3 1-4 00 25 Mar 2017
2.4 1-4 00 25 Mar 2017
2.5 1-2 00 25 Mar 2017
2.6 1-2 00 25 Mar 2017
2.7 1-2 00 25 Mar 2017
2.8 1-6 00 25 Mar 2017
Prepared by Reviewed & Recommend by Approved by
Nguyễn Thiện Bút Trương Hải Nam

Deputy General Manager Deputy Director
Operation Control Center Operation Control Center
Date: 20/03/2017 Date: 20/03/2017

FLIGHT OPERATIONS Rev 00

MANUAL LIST OF EFFECTIVE PAGE
10 May 2017
3.1 1-2 00 10 May 2017

3.2 1-11 00 10 May 2017
3.3 1-6 00 10 May 2017
3.4 1 00 10 May 2017
3.5 1-2 00 10 May 2017
4.1 1-4 00 10 May 2017
4.2 1-3 00 10 May 2017
4.3 1 00 10 May 2017
4.4 1 00 10 May 2017
5.1 1-2 00 10 May 2017
5.2 1-13 00 10 May 2017
5.3 1 00 10 May 2017
5.4 1-2 00 10 May 2017
5.5 1 00 10 May 2017
5.6 1 00 10 May 2017
5.7 1 00 10 May 2017
6.1 1-8 00 10 May 2017
6.2 1-2 00 10 May 2017

Date: 20/03/2017 Date: 20/03/2017


10 May 2017
7.1 1-2 00 10 May 2017

7.2 1-4 00 10 May 2017
7.3 1-4 00 10 May 2017
7.4 1 00 10 May 2017
7.5 1 00 10 May 2017
7.6 1-2 00 10 May 2017
8.1.1 1-8 00 10 May 2017
8.1.2 1-18 00 10 May 2017
8.1.3 1-16 00 10 May 2017
8.1.4 1-2 00 10 May 2017
8.1.5 1 00 10 May 2017
8.1.6 1 00 10 May 2017
8.1.7 1-10 00 10 May 2017
8.1.8 1-8 00 10 May 2017
8.1.9 1-5 00 10 May 2017
8.1.10 1-28 00 10 May 2017
8.1.11 1-12 00 10 May 2017
8.1.12 1-6 00 10 May 2017

Date: 20/03/2017 Date: 20/03/2017


10 May 2017
8.2.1 1-5 00 10 May 2017

8.2.2 1-13 00 10 May 2017
8.2.3 1-23 00 10 May 2017
8.2.4 1-3 00 10 May 2017
8.3.1 1-9 00 10 May 2017
8.3.2 1-25 00 10 May 2017
8.3.3 1-3 00 10 May 2017
8.3.4 1 00 10 May 2017
8.3.5 1-2 00 10 May 2017
8.3.6 1 00 10 May 2017
8.3.7 1-5 00 10 May 2017
8.3.8 1-23 00 10 May 2017
8.3.9 1-4 00 10 May 2017
8.3.10 1-3 00 10 May 2017
8.3.11 1-2 00 10 May 2017
8.3.12 1-2 00 10 May 2017
8.3.13 1-2 00 10 May 2017
8.3.14 1-2 00 10 May 2017
8.3.15 1-17 00 10 May 2017
8.3.16 1-3 00 10 May 2017

Date: 20/03/2017 Date: 20/03/2017


10 May 2017
8.3.17 1-16 00 10 May 2017

8.4 1-10 00 10 May 2017
8.5 1-8 00 10 May 2017
8.6 1-5 00 10 May 2017
8.7 1-3 00 10 May 2017
8.8 1-4 00 10 May 2017
8.9 1-2 00 10 May 2017
9.1 1-3 00 10 May 2017
9.2 1 00 10 May 2017
9.3 1-2 00 10 May 2017
9.4 1-3 00 10 May 2017
9.5 1-2 00 10 May 2017
9.6 1-2 00 10 May 2017
9.7 1-2 00 10 May 2017
9.8 1 00 10 May 2017
9.9 1 00 10 May 2017
10.1 1-3 00 10 May 2017
10.2 1-3 00 10 May 2017

Date: 20/03/2017 Date: 20/03/2017


10 May 2017
10.3 1-4 00 10 May 2017

10.4 1-3 00 10 May 2017
10.5 1-4 00 10 May 2017
10.6 1 00 10 May 2017
10.7 1 00 10 May 2017
11.1 1 00 10 May 2017
11.2 1 00 10 May 2017
11.3 1-2 00 10 May 2017
11.4 1-16 00 10 May 2017
12.1 1-7 00 10 May 2017
13.0 1-3 00 10 May 2017
Form 1 1-4 00 10 May 2017
Form 2 1-2 00 10 May 2017
Form 3 1 00 10 May 2017
Form 4 1-2 00 10 May 2017
Form 5 1 00 10 May 2017
Form 6 1 00 10 May 2017
Form 7 1-2 00 10 May 2017

Date: 20/03/2017 Date: 20/03/2017

Rev 00
FLIGHT OPERATIONS
LIST OF NORMAL REVISIONS
MANUAL 15 Mar 2017
0.3 List of Normal revisions

LIST OF NORMAL REVISIONS (Issue 04)
Issue number Revision number Effective date Approval
00 15 Mar 2017 10 May 2017


LIST OF SIGNIFICANT CHANGES
MANUAL
10 May 2017
0.4 List of significant changes

LIST OF SIGNIFICANT CHANGES
Page List of Significant changes
VNA orgranization chart (Mr. Nguyen Thai Trung – Executive Vice President
2.1.1/P1 replaces Mr. Dương Tri Thanh – President & CEO as Safety Postholder) -
Updated
2.1.2/P2 replaces Mr. Dương Tri Thanh – President & CEO as Safety Postholder) -
Updated
2.2/P1,3 replaces Mr. Dương Tri Thanh – President & CEO as Safety Postholder) -
Updated
7.1/P1 Definition of “Calendar day” - Revised
7.4/P1 Minimum rest within 10 consecutive days – Added (VAR 10.055)
8.1.10 Flight Release content – Line 10 (VNA representative’s signature) – Revised
Removal of paper QRH from List of documents required onboard A350 and B787
8.1.12
– Revised (AC 120-76C/item 12a – Paper data removal)
Cabin-cockpit communication procedure (communication while decending) -
8.3.15
Added


MANUAL LIST OF DISTRIBUTIONS
15 Mar 2017
0.5 List of distributions

LIST OF DISTRIBUTION
No Users Remarks
1. Flight satefy standard department (CAAV)

2. VNA President & CEO and Executive Vice Presidents
3. Human Resource
4. Safety-Quality department
5. Corporate Administration
6. Technical Department
7. Supply & Material Management dep.
8. Corporate Planning
9. Marketing Service Dep.
10. Pax Sales & Marketing Dep.
11. Cargo Planning & Marketing
12. Investment Department
13. Flight Training Centre
14. Flight Crew Division
15. Cabin Crew Division
16. Northern Regional Office
17. Middle Regional Office
18. Southern Regional Office
19. VAECO
20. VIAGS
21. Noi Bai Operation Centre
22. Da Nang Operation Centre
23. Tan Son Nhat Operation Centre
24. Operation Control Centre
25. VNA branches
26. Aircrafts


MANUAL TABLE OF CONTENT
15 Mar 2017
0.6 Table of content

TABLE OF CONTENT
Section Section(item)
Content
/item /Page number
CHAPTER 0: DOCUMENT ADMINISTRATION SS
Approval Dd
0.1
0.2 List of effective page Ddd
0.3 List of normal revision Ddd
0.4 List of significant changes Dd
0.5 List of distribution Ddd
0.6 Table of content dd

CHƯƠNG 1
GIỚI THIỆU CHUNG
CHAPTER 1
INTRODUCTION
INTRODUCTION 1.0 /P 1

MANUAL 15 Mar 2017
1.1 OBJECTIVE
a) FLIGHT OPERATION MANUAL includes policies, procedures, instructions and information on flight
operation, maintenance, ground handling operation and services which should be acknowledged by
operational personnel. The contents of this document are approved by CAAV and President & CEO.
President & CEO shall be in charge of the promulgation of this document.
b) The content of this manual is intellectual property of Vietnam Airlines - JSC. Without the approval in
written of the Vietnam Airlines’ senior management, any type of copying one part or all the content of
the document is completely prohibited.
c) The manual is written in English language.
1.2 ADJUSTABLE SCOPE
a) The content of this manual is applied consistently in Vietnam Airlines for flight operations, with the
participation of relevant divisions, departments.
b) All Vietnam Airlines staffs, divisions, departments have responsibilities to thoroughly understand and
follow the regulations stated in operation manual when performing duties on its behalf.
1.3 OBJECT OF APPLICABILITY
a) This manual is applied to Vietnam Airlines’s operational personnel performing duties on its behalf.
1.4 REFERENCE DOCUMENTS
a) This manual complies with the regulatory requirements of the CAAV, applicable ICAO annexes and
other publications, manufacturers FCOM/OM and must be in accordance with the terms and
conditions of the Company’s Air Operator Certificate (AOC).
b) This manual was established based on the following documents, standards of operation,
maintenance and services:
1) Vietnam Aviation Regulations (VARs);
2) Regulation of international aviation organizations (ICAO, IATA);
3) Operation standards of EASA/FAA;
4) Manufacturers’ manuals (including procedures acceptable to CAAV);
5) The current legal requirements.
This manual is uncontrolled when printed

Administration and control of operational manuals
MANUAL 15 Mar 2017
1.5 ADMINISTRATION AND CONTROL OF OPERATIONAL MANUALS

1.5.1 General – VAR 12.153, VAR APP 1 TO 12.153 (d)(4)(A)(32)
a) Vietnam Airlines compile, promulgate and maintain Operations Manuals that provide consistent
policy, procedures, instruction, information to the operations personnel concerned to ensure the
highest degree of safety in the operation. The Operation Manuals are in compliance with the
Vietnam Aviation laws and regulations (as detailed in VARs), applicable ICAO annexes and other
publications, applicable IATA documents (IOSA), manufacturers requirements and are in
accordance with the terms and conditions of the Air Operator Certificate (AOC). The Operation
Manuals are acceptable or approved by the CAAV and/or Vietnam Airlines before being used –
VAR 12.153 (a)(e), VAR 12.165(b), VAR 12.167(a).
b) The Operation Manuals contain the overall company policies, procedures, instruction and
information necessary regarding flight operation, maintenance, ground handling operation, safety
management system, quality system, security program and training to allow the personnel
concerned to perform their duties and responsibilities with a high degree of safety – VAR 12.160 (a), VAR
12.153 (b), VAR 12.067(b)(1).
c) The Operations Manuals contain information on operations administration and supervision,

accident prevention and flight safety programmes, personnel training, flight crew and cabin
attendant fatigue and flight time limitations, flight operations, aeroplane performance, routes,
guides and charts, minimum flight altitudes, aerodrome operating minima, search and rescue,
dangerous goods, navigation, communications, security, and human factors – VAR 12.153 (g).
d) The Operational Manuals contents include subjects designated by CAAV that are applicable for Air
Operators, including any additional materials made mandatory to CAAV. Upon receipt of material
that CAAV prescribes as mandatory for inclusion in any portion of the Operation Manual, VNA will
make the necessary amendments as soon as reasonably possible – VAR 12.153 (f), VAR 12.155.
e) All flight operations personnel must be provied and have easy access to the Operations Manual,
which is relevant to their duties. In addition, the crewmembers must be provided with either paper,
or electronically, a personal copy of, or relevant sections from, Parts A, B and C of the Operations
Manual for personal study – VAR 12.163(d), VAR 12.170 (a)(d), VAR 12.173, VAR 12.190.
f) The Operation Manuals shall be amended or revised as is necessary to ensure that the
information contained therein is kept up-to-date – VAR 12.153 (c), VAR 12.190 (b).
g) All staffs of Vietnam Airlines compliance with the instructions contained in all Company manuals
and documentation should be considered mandatory under normal circumstances. Non –
compliance may require written justification and it must be accepted that ignorance of the contents
of applicable Company manuals and other operational documentation cannot be put forward as a
defence under circumstances where the actions of an individual are in question. – VAR 12.167(k).
1.5.2 Operational manual structure – VAR 12.153 (d), VAR APP 1 TO 12.153 (d)(4)(A)(32)
Vietnam Airlines has established an Operation Manual System that conforms to the concept of a
Flight Safety Documents System (FSDS). The hierarchy and interrelationship of all operation
manuals included in the flight safety documents system are shown below:

MANUAL 15 Mar 2017

MANUAL 15 Mar 2017

MANUAL 15 Mar 2017
The operation manuals are orgnized into four parts: Part A, Part B, Part C and Part D
a) Part A – General:
1) Defines policies in flight operation.
2) Safety management system manual
3) Quality manual
4) Security program
b) Part B – Aircraft operating information: comprises all type-related procedures, instructions,
information needed for a safe operation, it takes account of any differences between types, variants
or individual aircraft. These manuals are promulgated to implement the policies as described in Part
A.
c) Part C – Routes and Aerodromes instructions and information needed for the area of operation:
1) Runway Analysis Manual
2) En-route charts, Airport charts, Airport briefing and instructions in the approved CAAV documents
and the Jeppesen Airway Manuals.
3) Airport charts, Airport briefing and instructions issued by VNA which are approved by CAAV.
4) NOTAM.
5) Validity and use of navigation databases.
6) Route manual.
d) Part D - training instructions required for a safe operation:
1) Details of the flight crew training programme.
2) Details of the cabin crew duties training programme.
3) Details of the flight operations officer/flight dispatcher training programme.
4) Details of the technical personnel training programme.
5) Details of the ground officer training programme.

MANUAL 15 Mar 2017
1.5.3 Operational document control

1.5.3.1 Document compilation
a) The following human factors principles are applied in the design of the Operations Manual, checklists
and associated procedures – VAR 12.163 (c):
1) Preparing documentation in a useable format (VNA-SQ-P02 in Quality Manual) for information
presentation, at the appropriate reading level and with the required degree of technical
sophistication and clarity.
2) Improving user performance through the use of effective and consistent labels, symbols,
colors, terms, acronyms, abbreviations, formats and data fields.
3) Ensuring the availability and usability of information to the user for specific tasks, when
needed, and in a form that is directly usable.
4) Designing operational procedures for simplicity, consistency and ease of use;

MANUAL 15 Mar 2017
5) Enabling Company to perceive and understand elements of the current situation and project
them to future operational situations;
6) Minimizing the need for special or unique Company skills, abilities, tools or characteristics;
7) Assessing the net demands or impacts upon the physical, cognitive and decision-making
resources of the operator, using objective and subjective performance measures.
b) The Operation Manual shall be periodically reviewed, revised and updated to ensure validity with
current procedures and requirements to meet Vietnam Aviation Regulations, IOSA Standards
Manual as well as international standards and requirements for consistency with changes
including, but not limited to, the following:
1) In compliance with safety assurance requirements of Aviation Authorities, International Air
Transport Association, Aircraft manufactures, aircraft equipment;
2) Changes in the company's organization, organizational structure, policies and procedures:
introduction of new/revised systems or processes; or introduction of new equipment;
3) Changes in response to operating experience;
4) Changes in the authorizations and/or limitations approved by CAAV in Vietnam Airlines’ AOC
and/or Operations Specifications;
5) In compliance with safety-quality bulletins of Vietnam Airlines or other safety reasons.
c) Manual pages will be annotated to show Vietnam Airlines’ logo, manual name, issue number,
revision number and effective date, the amendment (revision) number and the portion of the text
which has been revised or new text inserted, as indicated by vertical marginal lines on the left
hand side of the page adjacent to the changes. Each amendment will be accompanied by a
revised list of effective pages, with their dates of issue, and by a certificate of receipt/incorporation.
A revision list record/distribution list will be maintained at the front of each manual. The operation
manuals include references to appropriate Vietnam regulations and Company’s operations
specifications and are in a form in conform to Document control procedure – VNA- SQ-P02
describes in Quality Manual – VAR 12.067(b)(2)(3)(4)(5).
d) Subject to the extent of the revision and any proposed significant changes to operational
procedures and/or policies the department manager is responsible to obtain the approval of other
applicable personnel with responsibility and knowledge regarding the proposed change(s).
e) Operations manuals are written in the Vietnamese and/or English language. When both languages
are used, the meaning as written in the Vietnamese language version shall prevail should there be
any difference(s) in meaning between English language version and Vietnamese language
version.
1.5.3.2 Document approval
a) All amendments shall be approved by The President & CEO (Accountable Manager) or his
designate before applying in official documents or in signed lists of normal revisions attached to
the manuals. Operational documents that need VNA’s approval must be reviewed by appropriate
departments. Operation Control Center has the responsibility for submitting for approval, issue,
printing and distributing all operational documents.

MANUAL 15 Mar 2017
b) Temporary revisions that may be urgently required in the interests of safety will be promulgated as
bulletins, approved and issued on yellow paper by Company and notified to CAAV. Those of a
temporary nature will be cancelled as soon as they are no longer relevant. Those of long-term
application will be incorporated into the manual when it is next amended, or within six months of
their effective date, whichever is the sooner.
c) The proposed policy or procedure shall be submitted to the CAAV at least 30 days prior to the
date of intended implementation and shall not be implemented prior to co-ordination with CAAV –
VAR 12.067 (c)(d).
d) Satisfactory method of regular updating CAAV’s copy of amended operational documents must be
assured. This can be done either by providing CAAV with latest hard copies of the documents or
by providing CAAV with an user name to VNA’s document server (FTP Client) as a mean to
access the most updated documents of the airlines – VAR 17.015 (a)(5).
1.5.3.3 Document distribution – VAR 12.055(c2)
a) Manuals and document including charts needed to prepare and to conduct the flight must be
available and up-to-date on board the aircraft and at flight dispatch. - VAR 10.025(c)
b) The Company will maintain an up-to-date distribution list of manuals, operational documentation
and certificates, together with their copy numbers and their locations, or the name/appointment of
the copy holder, as appropriate. Amendments will be issued in a timely manner to copy holders or
nominated individuals who will be required to amend particular numbered copies. The distribution
acknowledgement shall be performed for monitoring process.
c) Retention of documents shall permit easy reference and accessibility. Onboard document shall be
located in a manner that provides for access by flight crew.
1.5.3.4 Document Review
On an annual basis all units/departments must conduct a manual and/or document review to
remove any out of date or obsolete material. Out of date or obsolete documentation is to be
labelled as such and if no longer required, archived. If necessary to remove/cancel, secrete
document or sensitive document must be cut off or burn off and the cancellation minutes must be
issued with the signatures of unit manager and cancelling person.

Abbreviations
MANUAL 15 Mar 2017
1.6 ABBREVIATIONS – VAR 12.005

1) A/C Aircraft
2) A/P Auto-Pilot
3) AAL Above Aerodrome Level
4) ABM Abeam
5) AC Advisory Circular, Alternating Current
6) ACARS ARINC Communication Addressing and Reporting System
7) ACAS Airborne Collision Avoidance System
8) ACMS Aircraft Condition Monitoring System
9) ACN Aircraft Classification Number
10) AD Airworthiness Directive
11) ADC Air Data Computer
12) ADD Acceptable Defer Defect
13) ADF Automatic Direction Finder
14) ADI Attitude Director indicator
15) ADIRS Air Data Inertial Reference System
16) ADS Automatic Dependent Surveillance
17) ADV Advisory
18) AEA Association of European Airlines
19) AFM Aircraft Flight Manual
20) AFS Automatic Flight System
21) AFTN Aeronautical Fixed Telecommunication Network
22) AGL Above Ground Level
23) AH Alert Height
24) AIP Aeronautical Information Publication
25) AIS Aeronautical Information Service
26) ALS Approach Light System
27) ALT Altitude
28) ALTN Alternate
29) AMC Acceptable Means of Compliance (JAR)
30) AMM Aircraft Maintenance Manual
31) AMO Approved Maintenance Organization
32) AMS Aircraft Maintenance Schedule
33) AMSL Above Mean Sea Level
34) AMT Aviation Maintenance Technician
35) AND Aircraft Nose Down
36) ANU Aircraft Nose Up
37) AOA Angle Of Attack
38) AOC Air Operator Certificate
39) AOG Aircraft On Ground
40) AOM Aircraft Operating Manual

Abbreviations
MANUAL 15 Mar 2017
41) APQ Airline Pre-qualification

42) APU Auxiliary Power Unit
43) AR Audit Report
44) ARPT Airport
45) ASAP As Soon As Possible
46) ASDA Accelerate-Stop Distance Available
47) ASI Air Speed Indicator
48) ASR Airport Surveillance Radar
49) ASR Air Safety Report
50) ASU Air Starter Unit
51) ATA Actual Time of Arrival
52) ATA Aeronautical Transport Association
53) ATC Air Traffic Control
54) ATD Actual Time of Departure
55) ATHR Autothrust
56) ATIS Automatic Terminal Information Service
57) ATM Air Traffic Management
58) ATN Aeronautical Telecommunication Network
59) ATP Air Transport Pilot
60) ATPL Airline Transport Pilot License
61) ATS Air Traffic Services
62) ATS Auto Thrust System
63) ATSU Air Traffic Services Unit
64) ATT Attitude
65) AVGAS Aviation Gasoline
66) AWO All Weather Operations
67) AWY Airway
68) BARO Barometric
69) BAT Battery
70) BFE Buyer Furnished Equipment
71) BITE Built-In Test Equipment
72) BRG Bearing
73) BRK Brake
74) BRNAV Basic Area Navigation
75) C Celsius, Centigrade
76) C.G Center of Gravity
77) C/B Circuit Breaker
78) C/L Check List
79) CAAV Civil Aviation Authority of Vietnam
80) CAOM Cabin Attendant Operating Manual
81) CAPT Captain

Abbreviations
MANUAL 15 Mar 2017
82) CAR Corrective Action Request

83) CAS Calibrated Airspeed
84) CAT Category
85) CAT Clear Air Turbulence
86) CAT I Landing Category I (II or III)
87) CAVOC Ceiling and Visibility OK
88) CB Cumulonimbus
89) CBT Computer Based Training
90) CCPM Cabin Crew Procedures Manual
91) CCQ Cross Crew Qualification
92) CCQRM Cabin Crew Quick Reference Manual
93) CCSM Cabin Crew Safety Manual
94) CDL Configuration Deviation List
95) CDU Control Display Unit
96) CENPAC Central Pacific
97) CEPAC Central East Pacific
98) CFDS Centralised Fault Display System
99) CFIT Controlled Flight Into terrain
100) CFP Computerised Flight Plan
101) CG Centre of Gravity
102) CIDS Cabin Intercommunication Data System
103) CM1/2 Crew Member 1 (LH) / 2 (RH)
104) CMD Command
105) CMM Component Maintenance Manual
106) CMP Configuration, Maintenance & Procedures
107) CMR Certificate of Maintenance Review
108) CMS Cabin Maintenance Schedule
109) CNS Communication, Navigation, Surveillance
110) COM Communication
111) CP Critical Point (EDTO)
112) CPCP Corrosion Prevention and Control program
113) CPDLC Controller Pilot Data Link Communications
114) CRM Crew Resource Management
115) CRS Certificate Release to Service
116) CRS Course
117) CRZ Cruise
118) CSS Cockpit System Simulator
119) CTA Control Area
120) CTR Centre
121) CVR Cockpit Voice Recorder
122) DA Decision altitude

Abbreviations
MANUAL 15 Mar 2017
123) daN Deca Newton

124) DC Direct Current
125) DCDU Data Communication Display Unit
126) DDG Dispatch Deviation Guide
127) DDRMI Digital Distance & Radio Magnetic Indicator
128) DEG Degree
129) DEST Destination
130) DFDR Digital Flight Data Recorder
131) DFO Director Flight Operations
132) DGM Dangerous Goods Operation Manual
133) DGPS Differential GPS
134) DH Decision Height
135) DIR TO Direct (route) To (a waypoint)
136) DIST Distance
137) DME Distance Measuring Equipment
138) DOC Document
139) DOI Dry Operating Index
140) DOW Dry Operating Weight
141) DU Display Unit
142) ECAM Electronic Centralised Aircraft Monitoring
143) ECON Economic
144) EDP Electronic Data Processing
145) EDTO Extended Diversion Time Operations
146) EEP EDTO Entry Point
147) EFIS Electronic Flight Instrument System
148) EFOB Estimated Fuel On Board
149) EGPWS Enhanced GPWS
150) EGT Exhaust Gas Temperature
151) EIS Electronic Instrument System
152) ELEC Electrical
153) ELEV Elevator, Elevation
154) ELT Emergency Locator Transmitter
155) ELT Entry Level Training
156) EMER Emergency
157) ENG Engine
158) ENGG Engineering
159) EO Engine Out
160) EOSID Engine Out SID
161) EST Estimated
162) ETA Estimated Time of Arrival
163) ETD Estimated Time of Departure

Abbreviations
MANUAL 15 Mar 2017
164) ETP Equi-Time Point

165) EXP Exit Point (EDTO)
166) EXT External
167) F Fahrenheit
168) F/C Flight Crew
169) F/O First Officer
170) FAA Federal Aviation Administration
171) FADEC Full Authority Digital Engine Control
172) FAF Final Approach Fix
173) FANS Future Air Navigation System
174) FAP Final Approach Point
175) FAR Federal Aviation Regulations
176) FBS Fixed Base Simulator
177) FCL Flight Crew Licensing
178) FCOM Flight Crew Operating Manual
179) FCTM Flight Crew Training Manual
180) FCU Flight Control Unit
181) FD Flight Director
182) FF Fuel Flow
183) FFS Full Flight Simulator
184) FIR Flight Information Region
185) FL Flight Level
186) FLT Flight
187) FM Flight Manual
188) FMA Flight Mode Annunciator
189) FMGS Flight Management and Guidance System
190) FMS Flight Management System
191) FOB Fuel On Board
192) FOD Foreign Object Damage
193) FOM Flight Operation Manual
194) FOQA Flight Operations Quality Assurance
195) FOT Flight Operations Telex
196) F-PLN Flight Plan
197) FPV Flight Path Vector
198) FQI Fuel Quantity Indication
199) ft, FT Foot (Feet)
200) FTL Flight Time Limitation
201) FU Fuel Used
202) FWD Forward
203) g, G Gram
204) G/S Glide Slope

Abbreviations
MANUAL 15 Mar 2017
205) GA Go Around
206) GEN Generator
207) GLONASSGlobal Orbiting Navigation Satellite System
208) GMT Greenwich Mean Time
209) GNLU Global Navigation and Landing Unit
210) GNSS Global Navigation Satellite System
211) GPS Global Positioning System
212) GPU Ground Power Unit
213) GPWS Ground Proximity Warning System
214) GS Ground Speed
215) GW Gross Weight
216) H Hour
217) H/T Hard-Time
218) HDG Heading
219) HF High Frequency (3 to 30 MHz)
220) HF Human Factors
221) Hg Mercury
222) HI High (altitude or intensity)
223) HIALS High Intensity Approach Light System
224) HIL Holding Items List
225) HIRL High Intensity Runway Lights
226) HMU Height Monitoring Unit
227) HP High Pressure
228) hPa hecto Pascal
229) HSI Horizontal Situation Indicator
230) HUD Head Up Display
231) HYD Hydraulic
232) Hz Hertz (cycles per second)
233) IAS Indicated Air Speed
234) IATA International Air Transport Association
235) ICAO International Civil Aviation Organisation
236) IDG Integrated Drive Generator
237) IEM Interpretation/Explanation Material (JAR)
238) IFR Instrument Flight Rules
239) IFSD In-Flight Shut Down
240) IFTB In-Flight Turn Back
241) ILS Instrument Landing System
242) IMC Instrumental Meteorological Conditions
243) INOP Inoperative
244) IOE Initial Operating Experience
245) IOSA IATA Operation Safety Audit

Abbreviations
MANUAL 15 Mar 2017
246) IRS Inertial Reference System

247) ISA International Standard Atmosphere
248) ISO International Standard Organisation
249) JAA Joint Aviation Authorities
250) JAR Joint Aviation Regulations
251) kg, KG Kilogram
252) kHz Kilohertz
253) km, KM Kilometre
254) kt, KT Knot
255) l, L Litre
256) L/G Landing Gear
257) LAT Latitude
258) lb Pound (weight)
259) LCD Liquid Crystal Display
260) LCN Load Classification Number
261) LDA Landing Distance Available
262) LDG Landing
263) LEP List of Effective Pages
264) LH Left Hand
265) LLP Life Limit Part
266) LLZ Localizer
267) LO Low
268) LOAS Line Operations Assessment System
269) LOC Localizer
270) LOFT Line Oriented Flight Training
271) LOMS Line Operations Monitoring System
272) LONG Longitude
273) LOVT Low Visibility Takeoff
274) LP Low Pressure
275) LPC Less Paper Cockpit (Airbus concept)
276) LRNS Long Range Navigation System
277) LROPS Long Range Operations
278) LRU Line Replaceable Unit
279) LSK Line Select Key
280) LVL Level
281) LVP Low Visibility Procedures
282) LVTO Low Visibility Take-Off
283) LW Landing Weight
284) M Mach
285) m, M Metre
286) MABH Minimum Approach Break off Height

Abbreviations
MANUAL 15 Mar 2017
287) MAC Mean Aerodynamic Chord

288) MACTOW MAC at TOW
289) MACZFW MAC at ZFW
290) MAG Magnetic
291) MAINT Maintenance
292) MAN Manual
293) MAP Missed Approach Point
294) MAPT Miss Approach Point
295) MASPS Min. Aviation Systems Performance Standards
296) MAX Maximum
297) mb, MB Millibar
298) MBOH Minimum Break Off Height
299) MCC Maintenance Control Centre
300) MCC Multiple Crew Co-operation
301) MCDU Multipurpose Control and Display Unit
302) MCT Maximum Continuous Thrust
303) MDA/H Minimum Descent Altitude / Height
304) MEA Minimum En Route Altitude
305) MEL Minimum Equipment List
306) MET Meteorological
307) METAR Meteorological Aerodrome Report
308) MFF Mixed Fleet Flying
309) MHz Megahertz
310) MIALS Medium Intensity Approach Light System
311) MID Middle Runway Portion
312) MIN Minimum, Minute
313) MIRL Medium Intensity Runway Light
314) MLS Microwave Landing System
315) MLW Maximum Landing weight
316) mm, MM Millimetre
317) MME Maintenance Management Exposition
318) MMEL Master Minimum Equipment List
319) MMO Maximum Operating Mach
320) MMR Multi Mode Receiver
321) MNPS Minimal Navigation Performance Specifications
322) MOC Maintenance Operation Control
323) MOCA Minimum Obstruction Clearance Altitude
324) MOE Maintenance Organization Exposition
325) MOR Mandatory Occurrence Report
326) MOR Mandatory Occurrence Reporting
327) MORA Minimum Off-Route Altitude

Abbreviations
MANUAL 15 Mar 2017
328) MPD Maintenance Planning Document

329) MRB Maintenance Review Board
330) MRO Maintenance Repair Organization
331) MRVA Minimum Radar Vectoring Altitude
332) MSA Minimum Safe (or Sector) Altitude
333) MSG Message
334) MSL Mean Sea Level
335) MSN Manufacturer's Serial Number
336) MTBF Mean Time Between Failure
337) MTOW Maximum Take Off Weight
338) MZFW Maximum Zero Fuel Weight
339) N/A Not Applicable
340) NAI Nacelle Anti Ice
341) NAT North Atlantic
342) NAV Navigation
343) NCD Non Computed Data
344) ND Navigation Display
345) NDB Non Directional Beacon
346) NIL No Item Listed (Nothing)
347) NM Nautical Miles
348) NOPAC North Pacific
349) NORM Normal
350) NOTAM Notice To Airmen
351) NOTOC Notification To Captain
352) NPA Non Precision Approach
353) NTO No Technical Objection
354) OAT Outside Air Temperature
355) OBRM On Board Replaceable Module
356) OCA/H Obstacle Clearance Altitude / Height
357) OCC Operational Control Centre
358) OEB Operations Engineering Bulletin
359) OEW Operating Empty Weight
360) OM Outer Marker
361) OM Operations Manual
362) ONC Operational Navigation Chart
363) OPS Operations
364) OPT Optimum
365) OTS Oceanic Track System
366) OXY Oxygen
367) P/N Part Number
368) PA Passenger Address

Abbreviations
MANUAL 15 Mar 2017
369) PAC Pacific

370) PACOTS Pacific Oceanic Track System
371) PANS Procedures for Air Navigation Services
372) PAPI Precision Approach Path Indicator
373) PAR Precision Approach Radar
374) PAX Passenger
375) PB Pushbutton
376) PBE Protective Breathing Equipment
377) PCN Pavement Classification Number
378) PERF Performance
379) PF Pilot Flying
380) PFD Primary Flight Display
381) PIC Pilot In Command
382) PIREP Pilot Report
383) PNF Pilot Not Flying
384) PNR Point of No Return
385) POS Position
386) PPR Prior Permission Required
387) PROC Procedure
388) PROF Profile
389) PSI Pounds per Square Inch
390) PT Point
391) PTS Polar Track System
392) PVI Paravisual Indicator
393) PWR Power
394) QA Quality Assurance
395) QAR Quick Access Recorder
396) QDM Magnetic bearing to facility
397) QDR Magnetic bearing from facility
398) QFE Field elevation atmosphere pressure
399) QFU Magnetic orientation of runway
400) QNE Sea level standard atmosphere (1013 hPa or 29.92" Hg)
401) QNH Sea level atmosphere pressure
402) QRH Quick Reference Handbook
403) R/I Radio Inertial
404) RA Radio Altitude/Radio Altimeter
405) RA Resolution Advisory
406) RAIM Receiver Autonomous Integrity Monitoring
407) RAT Ram Air Turbine
408) RCB Reliability Control Board
409) REF Reference

Abbreviations
MANUAL 15 Mar 2017
410) REG Registration

411) REV Reverse
412) RH Right Hand
413) RMI Radio Magnetic Indicator
414) RNAV Area Navigation
415) RNP Required Navigation Performance
416) RPL Repetitive flight plan
417) RPM Revolutions Per Minute
418) RQRD Required
419) RSV Reserves
420) RTA Required Time of Arrival
421) RTCA Requirements and Technical Concepts for Aviation
422) RTO Rejected Take Off
423) RTOW Regulatory Take Off Weight
424) RVR Runway Visual Range
425) RVSM Reduced Vertical Separation Minima
426) RWY Runway
427) SAE Society of Automotive Engineers
428) SARPS Standards And Recommended Practices
429) SAT Static Air Temperature
430) SATCOM Satellite Communication
431) SATVOICESatellite Voice Communication
432) SB Service Bulletin
433) SEL Selector
434) SELCAL Selective Calling
435) SFE Seller Furnished Equipment
436) SI International System of units
437) SID Standard Instrument Departure
438) SIGMET Significant Meteorological report
439) SIL Service Information Letter
440) SITA Societe Internationale de Telecommunications Aeronautiques
441) SOP Standard Operating Procedures
442) SOPAC South Pacific
443) SPD Speed
444) SPECI Aviation selected special weather report
445) SRA Surveillance Radar Approach
446) SRE Surveillance Radar Element of precision approach radar system
447) SRM Structural Repair Manual
448) SSR Secondary Surveillance Radar
449) STAR Standard Terminal Arrival Route
450) STC Supplemental Type Certificate

Abbreviations
MANUAL 15 Mar 2017
451) STD Standard

452) SYS System
453) t, T Ton, Tonne, Temperature
454) T/O Take-Off
455) TA Traffic Advisory
456) TACAN Tactical Air Navigation
457) TAF Terminal Aerodrome Forecast
458) TAS True Air Speed
459) TAT Total Air Temperature
460) TAWS Terrain Awareness and Warning System
461) TBC To Be Confirmed
462) TBD To Be Determined/Defined
463) TC Type Certificate
464) TCAS Traffic alert and Collision Avoidance System
465) TDZ Touch Down Zone
466) TEMP Temperature
467) TEMPO Temporary
468) TERPS (US) Standards for Terminal Instrument Procedures
469) TFU Technical Follow-Up
470) THR Thrust
471) THS Trimmable Horizontal Stabiliser
472) TK Tank
473) TLA Thrust Lever Angle
474) TOA Technical and/or Operation Advice
475) TOC Top Of Climb
476) TOD Top Of Descent
477) TODA Take-Off Distance Available
478) TOGA Take-Off/Go-Around
479) TOGW Take-Off Gross Weight
480) TORA Take-off Run Available
481) TOW Take-Off Weight
482) TR Temporary Revision
483) TRE Type Rating Examiner
484) TRI Type Rating Instructor
485) TRK Track
486) TRTO Type Rating Training Organisation
487) TSO Technical Standard Order
488) TVE Total Vertical Error
489) TVMC Minimum Control Speed Temperature
490) TWR Tower
491) TWY Taxiway

Abbreviations
MANUAL 15 Mar 2017
492) U/S Unserviceable

493) UHF Ultra High Frequency (300 - 3000 MHz)
494) UIR Upper Information Region
495) ULD Unit Load Device
496) UM Unaccompanied Minor
497) UN United Nations
498) US United States
499) UTC Universal Time Co-ordinated
500) V Volt
501) V/S Vertical Speed
502) V1 Take-off decision speed
503) V2 T/O safety speed
504) Vmo Maximum operating speed
505) Vs Stalling speed
506) VAECO Vietnam Airlines Engineering Company
507) VAPP Final Approach Speed
508) VASI Visual Approach Slope Indicator
509) VDF Very high frequency Direction Finding
510) VDR Very high frequency Data Radio
511) VFE Maximum Velocity Flaps/slats Extended
512) VFR Visual Flight Rules
513) VFTO Velocity Final T/O
514) VHF Very High Frequency (30 - 300 MHz)
515) VMC Visual Meteorological Conditions
516) VMCA Minimum Control Speed in the Air
517) VMCG Minimum Control Speed on Ground
518) VMIN Minimum operating speed
519) VMO Maximum operating speed
520) VNA Vietnam Airlines
521) VOR VHF Omni-directional Range
522) VR Rotation speed
523) VREF Landing reference speed
524) VS Stall speed
525) VSI Vertical Spe
526) WAI Wing Anti Ice
527) WBM Weight and Balance Manual
528) WGD Windshield Guidance Display
529) WGS World Geodetic System
530) WPT Waypoint
531) WX Weather
532) WXR Weather Radar

Abbreviations
MANUAL 15 Mar 2017
533) XCVR Transceiver

534) XFR Transfer
535) XMTR Transmitter
536) XTK Cross track error
537) Z Zulu time(UTC)
538) ZFCG Zero Fuel Centre of Gravity
539) ZFW Zero Fuel Weight

Definitions
MANUAL 15 Mar 2017
1.7 DEFINITIONS – VAR 12.003

Accelerate-Stop Distance Available: The length of the takeoff run available plus the length of
stopway, if such stopway is declared available by the appropriate Authority and is capable of bearing
the mass the aeroplane under the prevailing operating conditions
Acceptance checklist: A document used to assist in carrying out a check on the external appearance
of packages of dangerous goods and their associated documents to determine that all appropriate
requirements have been met;
Active frost is the condition when frost is forming. Active frost occurs when the surface temperature
is at or below 0°C and at or below the dew point.
Adult: Adult, male and female, is defined as person of an age of 12 years and above.
Aerodrome elevation: The elevation of the highest point of the landing area.
Aerodrome: A defined area on land or water (including any buildings, installations and equipment)
intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft.
Aeronautical Information Publication: A publication issued by or with the authority of a State and
containing aeronautical information of a lasting character essential to air navigation.
Air Operator Certificate (AOC): A certificate authorising an operator to carry out specified
commercial air transport operations
Air traffic control clearance: Authorisation for an aircraft to proceed under conditions specified by an
air traffic control unit.
Air traffic control instruction: Directives issued by air traffic control for the purpose of requiring a
pilot to take a specific action.
Air traffic control service: A service provided for the purpose of:
- Preventing collisions between aircraft, and on the manoeuvring area between aircraft and
obstructions
- Expediting and maintaining an orderly flow of air traffic.
Air Traffic Control: A service that promotes the safe, orderly, and expeditious flow of air traffic at
aerodromes and during the approach, departure, and en route environments.
Air traffic service: A generic term meaning variously, flight information service, alerting service, air
traffic advisory service, air traffic control service (area control service, approach control service or
aerodrome control service).
Air traffic: All aircraft in flight or operating on the manoeuvring area of an aerodrome.
Aircraft (Aeroplane) Flight Manual: A manual, associated with the certificate of airworthiness,
containing limitations within which the aircraft is to be considered airworthy, and instructions and
information necessary to the flight crew members for the safe operation of the aircraft.
Aircraft identification: A group of letters, figures or a combination thereof which is either identical to,
or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and which is
used to identify the aircraft in ground-ground air traffic services communications.

Definitions
MANUAL 15 Mar 2017
Aircraft Technical Log.: A document attached to an aircraft for recording defects and malfunctions
discovered during operation and for recording details of all maintenance carried out whilst the aircraft is
operating between scheduled visits to the base maintenance facility. It also contains operating
information relevant to flight safety and maintenance data that the operating crew need to know;
Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other
than the reactions of the air against the earth’s surface.
Airprox incident: A situation in which, in the opinion of a pilot or controller, the distance between
aircraft as well as their relevant positions and speed have been such that the safety of the aircraft
involved was or may have been compromised.
Airway: A control area or portion thereof established in the form of a corridor equipped with radio
navigation aids.
Airworthiness release: A certification signed by a licensed mechanic authorised by the AOC holder
indicating that work was performed in accordance with the AOC holder's maintenance manual, was
inspected by a licensed mechanic, and the aircraft was found satisfactory for safe operation.
Alerting service: A service provided to notify appropriate organisations regarding aircraft in need of
search and rescue aid, and assist such organisations as required.
Alternate aerodrome: An aerodrome to which an aircraft may proceed when it becomes either
impossible or inadvisable to proceed to or to land at the aerodrome of intended landing. Alternate
aerodromes include the following:
- Take-off alternate: An alternate aerodrome at which an aircraft can land should this become
necessary shortly after take-off and it is not possible to use the aerodrome of departure.
- En-route alternate: An aerodrome at which an aircraft would be able to land after experiencing an
abnormal or emergency condition while en route.
- Destination alternate: An alternate aerodrome to which an aircraft may proceed should it become
impossible or inadvisable to land at the aerodrome of intended landing.
Note: The aerodrome from which a flight departs may also be an en-route or a destination alternate
aerodrome for that flight.
Altitude: The vertical distance of a level, a point or an object considered as a point, measured from
mean sea level.
Anti-icing: A procedure used to provide protection against the formation of frost or ice and
accumulation of snow or slush on clean surfaces of the aircraft for a limited period of time (holdover
time). Anti-icing fluids are normally applied unheated on clean aircraft surfaces, but may be applied
heated, and include—
- SAE Type I fluid;
- Concentrates or mixtures of water and SAE Type I fluid;
- Concentrates or mixtures of water and SAE Type II fluid
- Concentrates of SAE Type III fluid;
- Concentrates or mixtures of water and SAE Type IV fluid.

Definitions
MANUAL 15 Mar 2017
Anti icing code: The following are examples of anti-icing codes:

- ‘Type I’ at (start time) – to be used if anti-icing treatment has been performed with a Type I fluid;
- ‘Type II/100’ at (start time) – to be used if anti-icing treatment has been performed with
undiluted Type II fluid;
- ‘Type II/75’ at (start time) – to be used if anti-icing treatment has been performed with a mixture
of 75 % Type II fluid and 25 % water;
- ‘Type IV/50’ at (start time) – to be used if anti-icing treatment has been performed with a
mixture of 50 % Type IV fluid and 50 % water.
Appropriate authority:
- Regarding flight over the high seas: the relevant authority of the State of Registry.
- Regarding flight other than over the high seas: the relevant authority of the State having
sovereignty over the territory being over flown.
Apron: A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of
loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.
Aquaplaning (or hydroplaning): is a situation where the tires of the aircraft are, to a large extent,
separated from the runway surface by a thin fluid film.
ATS route: A specified route designed for channelling the flow of traffic as necessary for the provision
of air traffic services.
Note: The term "ATS route" is used to mean variously, airway, advisory route, controlled or
uncontrolled route, arrival or departure route, etc.
Authority: The competent body responsible for the safety of civil aviation in the state of the applicant
or operator.
Aviation personnel: Aviation personnel shall include persons whose duties are directly related to
ensuring aviation safety and security, aircraft operation, air transport, and air navigation. They
shall possess certificates which are issued or validated by the Ministry of Transport.
Base training: Flight training required by Airworthiness Authorities to obtain the aircraft type rating.
Braking action: a report on the conditions of the airport movement areas, providing pilots the quality
or degree of braking that may be expected. Braking action is reported in terms of: good, medium to
good, medium, medium to poor, poor, nil or unreliable.
Cabin crew member: A crew member who performs, in the interest of safety of passengers, duties
assigned by the operator or the PIC of the aircraft, but who shall not act as a flight crew member.
Cargo aircraft: Any aircraft, other than a passenger aircraft, which is carrying goods or property;
Ceiling: The height above the ground or water of the base of the lowest layer of cloud below 6 000
metres (20 000 feet) covering more than half the sky.
Certification of completion of maintenance: A document certifying maintenance work has been
carried out correctly in accordance with the approved data and the processes in the maintenance
exposition organization manual equivalent system.

Definitions
MANUAL 15 Mar 2017
Certifying staff: Those personnel who are authorised by the Approved Maintenance Organisation in
accordance with a procedure acceptable to the Authority to certify aircraft or aircraft components for
release to service.
Check is an examination of an item against a relevant standard by a trained and qualified person
Check airman - aircraft. A person who is designated by the Authority, to conduct an evaluation in an
aircraft, in a flight simulator, or in a flight training device for a particular type aircraft.
Check airman - simulator. A person who is designated by the Authority to conduct an evaluation, but
only in a flight simulator or in a flight training device for a particular type aircraft.
Children: person who is of an age of two years and above but who are less than 12 years of age.
Circling: The visual phase of an instrument approach to bring an aircraft into position for landing on a
runway which is not suitably located for a straight-in approach.
Civil aircraft: Any aircraft on the civil register of a state, other than those which that state treats as
being in the service of the state, either permanently or temporarily.
Clear ice is a coating of ice, generally clear and smooth, but with some air pockets. It is formed on
exposed objects at temperatures below, or slightly above, freezing temperature, with the freezing of
super-cooled drizzle, droplets or raindrops. See also "cold soak"
Clearway: A clearly defined area connected to and extending beyond the runway end available for
completion of the takeoff operation of turbine-powered airplanes. A clearway increases the allowable
airplane operating takeoff weight without increasing runway length.
- Dimensions: The clearway must be at least 500 feet (150 m) wide centered on the runway
centerline. The practical limit for clearway length is 1,000 feet (300 m).
- Clearway Plane Slope: The clearway plane slopes upward with a slope not greater than
1.25 percent.
- Clearing: Except for threshold lights no higher than 26 inches (66 cm) and located off the runway
sides, no object or terrain may protrude through the clearway plane. The area over which the
clearway lies need not be suitable for stopping aircraft in the event of an aborted takeoff.
Cold soak: The wings of aircraft are said to be “cold-soaked” when they contain very cold fuel as a
result of having just landed after a flight at high altitude or from having been refuelled with very cold
fuel. Whenever precipitation falls on a cold-soaked aircraft when on the ground, clear icing may
occur. Even in ambient temperatures between –2°C and +15°C, ice or frost can form in the presence
of visible moisture or high humidity if the aircraft structure remains at 0°C or below. Clear ice is very
difficult to detect visually and may break loose during or after take-off. The following factors
contribute to cold-soaking: temperature and quantity of fuel in fuel cells, type and location of fuel
cells, length of time at high altitude, temperature of refuelled fuel and time since refuelling.
Commercial air transport operation: An aircraft operation involving the transport of passengers,
cargo or mail for remuneration or hire.
Company: Vietnam Airlines Joint Stock Company.
Competency in civil aviation: This phrase means that an individual shall have a technical qualification
and management experience acceptable to the CAAV for the position served;

Definitions
MANUAL 15 Mar 2017
Configuration deviation list (CDL): A list established by the organization responsible for the type
design with the approval of the State of Design which identifies any external parts of an aircraft type
which may be missing at the commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction.
Consignment: One or more packages of dangerous goods accepted by an operator from one shipper
at one time and at one address, receipted for in one lot and moving to one consignee at one destination
address;
Contaminated runway: A runway is considered to be contaminated when more than 25% of the
runway surface area (whether in isolated areas or not) within the required length and width being used
is covered by the following:
- Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent to more than 3
mm (0.125 in) of water; or
- Snow which has been compressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or
- Ice, including wet ice
Controlled flight: Any flight which is subject to an air traffic control clearance
Co-pilot: Pilot serving in any piloting capacity other than as PIC, but excluding a pilot who is on board
the aircraft for the sole purpose of receiving flight instruction for a license or rating.
Course: A program of instruction to obtain an airman license, rating, qualification, authorisation, or
currency.
Crew Resource Management (CRM): A program designed to improve the safety of flight operations
by optimising the safe, efficient, and effective use of human resources, hardware, and information
through improved crew communication and co-ordination.
Crew member: A person assigned by an operator to duty on an aircraft during flight time. The crew
members shall include those who are designated by the aircraft operator to perform their duties during
a flight. Crew member may include on - duty mechanics, dispatchers, load control staff onboard (if
required)
Critical engine: The engine whose failure would most adversely affect the performance or handling
qualities of an aircraft.
Critical phases of flight: Those portions of operations involving taxiing, takeoff and landing, and all
flight operations below 10,000 feet, except cruise flight
Critical surfaces are surfaces of the aircraft that shall be completely free of ice, snow, slush or frost
before takeoff. The critical surfaces shall be determined by the aircraft manufacturer.
Cruising level: A level maintained during a significant portion of a flight.
Damp runway: A runway is considered damp when the surface is not dry, but when the moisture on it
does not give it a shiny appearance.
Dangerous good: Articles or substances which are capable of posing a risk to health, safety, property
or the environment and which are shown in the list of dangerous goods in the Technical Instructions or
which are classified according to those Instructions.

Definitions
MANUAL 15 Mar 2017
Dangerous goods accident: An occurrence associated with and related to the transport of dangerous
goods which results in fatal or serious injury to a person or major property damage;
Dangerous goods incident: An occurrence, other than a dangerous goods accident, associated with
and related to the transport of dangerous goods, not necessarily occurring on board an aircraft, which
results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or radiation or
other evidence that the integrity of the packaging has not been maintained. Any occurrence relating to
the transport of dangerous goods which seriously jeopardises an aircraft or its occupants is deemed to
constitute a dangerous goods incident;
Dangerous goods transport document: A document specified by the ICAO Technical Instructions for
the Safe Transportation of Dangerous Goods by Air. It is completed by the person who offers
dangerous goods for air transport and contains information about those dangerous goods;
De/Anti-icing is a combination of the two procedures, de-icing and anti-icing, performed in one or two
steps.
A de-/anti-icing fluid, applied prior to the onset of freezing conditions, protects against the build up of
frozen deposits for a certain period of time, depending on the fluid used and the intensity of
precipitation. With continuing precipitation, holdover time will eventually run out and deposits will start
to build up on exposed surfaces. However, the fluid film present will minimise the likelihood of these
frozen deposits bonding to the structure, making subsequent de-icing much easier.
Decision altitude/height (DA/DH): A specified altitude or height (A/H) in the precision approach at
which a missed approach must be initiated if the required visual reference to continue the approach
has not been established.
- Note 1: "Decision altitude (DA)" is referenced to mean sea level (MSL) and "decision height (DH)" is
referenced to the threshold elevation.
- Note 2: The "required visual reference" means that section of the visual aids or of the approach area
which should have been in view for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of position, in relation to the desired flight path.
Delay codes: were created to standardise the reporting by airlines of commercial flight departure
delays. These codes are used in Technical Log and movement messages sent electronically by SITA
from the departure airport to the destination airport and also in the internal administration of the airlines,
airports and ground handling agents. Delay code properties cover nine category sets for delay. Each
category set can be described using either a two digit number code or a two letter alpha code; Vietnam
airlines mainly uses the alpha format and the number format to refer.
DELAY CODE
CAUSE Letter alpha Digit number
code code
A) Flight plan
- Ground time is lower than standard SG 09

B) Passenger, baggage

Definitions
MANUAL 15 Mar 2017
- Late check-in, acceptance after deadline PD 11

- Late check-in, congestion in check-in area PL 12
- Check-in error, passenger and baggage PE 13
- Oversales, booking errors PO 14
- Boarding, discrepancies and paging, missing
PH 15
check-in passenger.
16
- Commercial publicity, passenger convenience,
PS
press, ground meal and missing personal items
- Catering order, late or incorrect order given to
PC 17
supplier
- Baggage processing, sorting PB 18
C) Cargo and mail
- Documentation errors CD 21
- Late positioning CP 22
- Late acceptance CC 23
- Oversales or booking errors CO 25
- Late preparation in warehouse CU 26
- Documentation, packing in mail CE 27
- Late positioning in airmail CL 28
- Late acceptance of mail CA 29
D) Aircraft and ramp handling
- Aircraft documentation late, inaccurate GD 31
- Loading, unloading, bulky, special load, cabin
GL 32
load, lack of loading staff
- Loading equipment, lack of or breakdown, e.g
GE 33
container/pallet loader, lack of staff
- Servicing equipment lack of or breakdown, lack
GS 34
of staff, steps
- Aircraft cleaning GC 35
- Fuelling, defueling, fuel supplier GF 36
- Catering, late delivery of loading GB 37
- ULD, lack of or serviceability GU 38

Definitions
MANUAL 15 Mar 2017
- Technical equipment, lack of or breakdown, lack

GT 39
of staff, push-back
E) Technical and aircraft equipment
- Aircraft defects TD 41
- Scheduled maintenance, late release TM 42
- Non-scheduled maintenance. Special check
and/or additional work beyond normal TN 43
maintenance schedule
- Spare and maintenance equipment, lack of or
TS 44
breakdown
- AOG spares, to be carried to another station TA 45
- Aircraft change for technical reasons TC 46
- Standby aircraft, lack of planned standby aircraft
TL 47
for technical reason
- Scheduled cabin configuration/ version
TV 48
adjustment
F) Damage to aircraft
- Damage during flight operation, bird or lightning
strike, turbulence, heavy or overweight landing, DF 51
collision during taxiing
- Damage during ground operation, collisions(other
than during taxiing), loading, off-loading damage,
DG 52
contamination, towing, extreme weather
conditions
G) EDP/Automated Equipment Failure
- Departure Control ED 55
- Cargo preparation/documentation EC 56
- Flight plans EF 57
H) Flight operations and crewing
- FLIGHT PLAN, late completion or change of,
FP 61
flight documentation
- Operational requirements, fuel, load alteration FF 62
- Late crew boarding or departure procedures,
other than connection and standby (flight deck or FT 63
entire crew)
- Flight deck crew shortage, sickness, awaiting
standby. Flight time limitations, crew meals, valid FS 64
visa, health documents, etc

Definitions
MANUAL 15 Mar 2017
- Flight deck crew special request, not within

FR 65
operational requirements
- Late cabin crew boarding or departure
FL 66
procedures, other than connection and standby
- Cabin crew error special request, no operational
FA 67
requirements
- Captain request for security check, extraordinary FB 68
I) Weather
- Departure station WO 71
- Destination station WT 72
- En route or alternate WR 73
- De-icing of aircraft of ice and/or snow, frost
prevention excluding unserviceability of WI 75
equipment
- Removal of snow, ice water and sand from
WS 76
airport
- Ground handling impaired by adverse weather
WG 77
conditions
J) Air traffic Flow Management Restrictions
- ATFM due to ATC en route demand/capacity,
AT 81
standard demand/capacity problem
- Mandatory Security AS 85
- Immigration, customs health AG 86
- Airport facilities, parking stands, ramp
congestion, lighting, buildings, gate limitations, AF 87
etc...
- Departure airport closed AR
- No parking AA
- Destination airport closed AD 88
- ATC on ramp AM 89
K) Miscellaneous
- Load connection, awaiting load from another
RL 91
flight
- Through check-in error passenger and baggage RT 92
- Aircraft rotation, late arrival of aircraft from
RA 93
another flight or previous sector

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MANUAL 15 Mar 2017
- Cabin crew rotation, awaiting cabin crew from

RS 94
another flight
- Crew rotation, awaiting crew from another flight
RC 95
(flight deck or entire crew)
- Operations control, rerouting, diversion,
consolidation, aircraft change for reasons other RO 96
than technical
- Industrial action with own Airline MI 97
- Industrial action putside own airline, excluding
MO 98
A.T.S
- This code shall be used only when it is clear that
a reason cannot be matched to a code above MX 99
(explain in SI section).
De-icing A procedure used to remove frost, ice, slush, or snow from the aircraft in order to provide
clean surfaces. The procedure can be accomplished using fluids, infrared energy, mechanical means,
or by heating the aircraft. Deicing fluid is usually applied heated to assure maximum deicing efficiency
and includes—
- Heated water;
- SAE Type I fluid;
- Heated concentrates or mixtures of water and SAE Type I fluid;
- Heated concentrates or mixtures of water and SAE Type II fluid;
- Heated concentrates or mixtures of water and SAE Type III fluid; or
- Heated concentrates or mixtures of water and SAE Type IV fluid.
Dew point is the temperature at which water vapour starts to condense.
Directly in Charge: A person assigned to a position in which he or she is responsible for the work of a
shop or station that performed maintenance, preventive maintenance, or modifications, or other
functions affecting aircraft airworthiness;
Dry lease: Is when the aeroplane is operated under the AOC of the lessee.
Dry runway: A dry runway is one which is neither wet nor contaminated, and includes those paved
runways which have been specially prepared with grooves or porous pavement and maintained to
retain “effectively dry” braking action even when moisture is present.
Electronic signature: any electronic means that indicates a person adopts the contents of an
electronic document.
Elevation: The vertical distance of a point or a level, on or affixed to the surface of the earth measured
from mean sea level.

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MANUAL 15 Mar 2017
Emergency locator transmitter (ELT): A generic term describing equipment which broadcast
distinctive signals on designated frequencies and, depending on application, may be automatically
activated by impact or be manually activated. An ELT may be any of the following:
- Automatic fixed ELT (ELT(AF)). An automatically activated ELT which is permanently attached to
an aircraft;
- Automatic portable ELT (ELT(AP)): An automatically activated ELT which is rigidly attached to an
aircraft but readily removable from the aircraft;
- Automatic deployable ELT (ELT(AD)): An ELT which is rigidly attached to an aircraft and which is
automatically deployed and activated by impact, and, in some cases, also by hydrostatic sensors.
Manual deployment is also provided;
- Survival ELT (ELT(S)): An ELT which is removable from an aircraft, stowed so as to facilitate its
ready use in an emergency, and manually activated by survivors.
En-route phase: That part of the flight from the end of the take-off and initial climb phase to the
commencement of the approach and landing phase.
Equivalent system of maintenance: An AOC holder may conduct maintenance activities through an
arrangement with an AMO or may conduct its own maintenance, preventive maintenance, or
alterations, so long as the AOC holder's maintenance system is approved by the Authority and is
equivalent to that of an AMO, except that the certification for maintenance release of an aircraft or
aircraft component shall be made by an appropriately licenced aviation maintenance technician or
aviation repair specialists in accordance with Part 5 as appropriate;
Exception: A provision in this Part which excludes a specific item of dangerous goods from the
requirements normally applicable to that item;
Exemption: A formal authorisation issued by the Authority providing relief from part or all of the
provisions of VAR. The authorisation may or may not be conditional
Air Traffic Service (ATS) Flight plan: The flight plan that a pilot or a representative is assigned to
submit to ATS without any supplement.
Note: When the word "message" is used as a suffix to this term, it denotes the content and format of
the filed flight plan data as transmitted.
Flight control system: A system which includes an automatic landing system
Flight crew member: The flight crewmembers responsible for the operation of an aircraft,
including pilot-in-command, co-pilot and other aviation personnel required by the aircraft;
Flight data analysis: A process of analysing recorded flight data in order to improve the safety of flight
operations.
Flight data recorder: Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation.
Flight dispatcher: A person designated by the operator to engage in the control, assistance,
instruction and supervision of flight operations for safety purpose, suitably qualified in accordance with
Annex 1 in Chicago Convention and licenced bay CAAV. The flight dispatcher supports, briefs and/or
assists the PIC in the safe conduct of the flight; The flight dispatcher shall share operational control
authority with the PIC before flight.

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MANUAL 15 Mar 2017
Flight level: A surface of constant atmospheric pressure which is related to a specific pressure
datum, 1013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure
intervals.
Flight locating: The method of flight supervision that ensures that the aircraft and crew may be located
after the completion of a flight or a specified maximum time without contact with Company.
Flight Operations Staff: A suitably qualified person or specialist designated by an Operator with
specific responsibilities relevant to the control and supervision of the flight operations who supports,
briefs and/ or assists the Flight Dispatcher and/or PIC.
Flight plan:
- ATS Flight Plan: Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft.
- Filed flight plan: The flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes.
- Current flight plan: The flight plan, including changes, if any, brought about by
subsequent clearances;
- Operational flight plan: The operator’s plan for the safe conduct of the flight based on
considerations of aircraft performance, other operating limitations and relevant expected
conditions on the route to be followed and at the aerodromes concerned.
- Flight plan: Specified information provided to air traffic services units, relative to an
intended flight or portion of a flight of an aircraft. The term “flight plan” is used to mean variously,
full information on all items comprised in the flight plan description, covering the whole route of a
flight, or limited information required when the purpose is to obtain a clearance for a mirror
portion of a flight such as to cross an airway, to take off from, or to land at a controlled
aerodrome.
- Repetitive flight plan: A flight plan related to a series of frequently recurring, regularly operated
individual flights with identical basic features, submitted by an operator for retention and
repetitive use by air traffic service units;
Flight recorder: Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation;
Flight release: The documentation that makes up the operational flight plan and other flight
preparation documents authorizing that particular flight or series of flights.
Flight watch: The method of flight supervision that ensures active monitoring by assigned personnel
of the Company of the conditions that may affect the flight and the ability to communicate with the
flight(s) while enroute.
Flight-following: The method of flight supervision that ensures the timely communication of departure
and arrival times to Company’s central facility for operational control.
Flow control: Measures designed to adjust the flow of traffic into a given airspace, along a given
route, or bound for a given aerodrome, so as to ensure the most effective utilisation of the airspace.

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MANUAL 15 Mar 2017
Freezing conditions are conditions in which the outside air temperature is below +3°C (37.4F) and
visible moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals)
or standing water, slush, ice or snow is present on the runway
Freezing fog (Metar code: FZFG A fog formed of supercooled water droplets which freeze upon
contact with exposed objects and form a coating of rime/clear ice.
Freezing rain (Metar code: FZRA) is a precipitation of liquid water particles which freezes upon
impact with the ground or other exposed objects, either in the form of drops of more than 0.5 mm
(0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely separated.
Freight container: A freight container is an article of transport equipment for radioactive materials,
designed to facilitate the transport of such materials, either packaged or unpackaged, by one or more
modes of transport;
Friction coefficient: Relationship between the friction force acting on the wheel and the normal force
on the wheel. The normal force depends on the weight of the aircraft and the lift of the wings.
Frost Referred to as “hoar frost”. A deposit of ice having a crystalline appearance, generally assuming
the form of scales, needles or fans that form from ice-saturated air at temperatures below 0°C (32°F)
by direct sublimation on the ground or other exposed surfaces on a cold and cloudless night. It
frequently melts after sunrise; if it does not, an approved de-icing fluid should be applied in sufficient
quantities to remove the deposit. Generally, hoar frost cannot be cleared by brushing alone. Thin
hoar frost is a uniform white deposit of fine crystalline texture, which is thin enough to distinguish
surface features underneath, such as paint lines, markings, or lettering.
Glaze ice or rain ice is a smooth coating of clear ice formed when the temperature is below freezing
and freezing rain contacts a solid surface. It can only be removed by de-icing fluid; hard or sharp tools
should not be used to scrape or chip the ice off as this can result in damage to the aircraft.
Glide path: A descent profile determined for vertical guidance during a final approach.
Ground handling: Services necessary for an aircraft’s arrival at, and departure from, an aerodrome,
other than air traffic services.
Ground visibility: The visibility at an aerodrome, as reported by an accredited observer.
Hail (Metar code: GR) is a precipitation of small balls or pieces of ice, with a diameter ranging from 5
to 50 mm (0.2 to 2.0 inches), falling either separately or agglomerated
Handling agent: An agency which performs on behalf of the operator some or all of the latter's
functions including receiving, loading, unloading, transferring or other processing of passengers or
cargo;
Heading: The direction, in which the longitudinal axis of an aircraft is pointed, usually expressed in
degrees from North (true, magnetic, compass or grid).
Height: The vertical distance of a level, a point or an object, measured from a specified datum.
High humidity is an atmospheric condition where the relative humidity is close to saturation.
Holdover Time (HOT). The estimated time that deicing/anti-icing fluid will prevent the formation of
frost or ice and the accumulation of snow on the critical surfaces of an aircraft. HOT begins when the

Definitions
MANUAL 15 Mar 2017
final application of deicing/anti-icing fluid commences and expires when the deicing/anti-icing fluid
loses its effectiveness.
Hot spot: A location on an aerodrome movement area with a history or potential risk of collision or
runway incursion, and where heightened attention by pilots and drivers is necessary.
Human Factors principles: Principles which apply to aeronautical design, certification, training,
operations and maintenance and which seek safe interface between the human and other system
components by proper consideration to human performance;
Human performance: Human capabilities and limitations which have an impact on the safety and
efficiency of aeronautical operations.
Ice Pellets (Metar code PE) is a precipitation of transparent (sleet or grains of ice) or translucent
(small hail) pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2
inch) or less. The pellets of ice usually bounce when hitting hard ground.
Icing conditions may be expected when the OAT (on the ground and for take-off) or when 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. (AFM definition).
Icy runway: A runway is considered icy when its friction coefficient is 0.05 or below.
Incompatible: Describing dangerous goods which, if mixed, would be liable to cause a dangerous
evolution of heat or gas or produce a corrosive substance;
Infant: A person who is less than two years of age.
Initial Operating Experience (IOE): Operational support given to pilots newly type rated. The
objective of IOE is to improve the efficiency of pilots in revenue operation, route and airport
qualification using only the airline approved documents: FCOM/OM, MEL and OEBs
Inspection: The examination of an aircraft or aeronautical product to establish conformity with a
standard approved by the Authority.
Instrument approach procedure: A series of predetermined manoeuvres by reference to flight
instruments with specified protection from obstacles from the initial approach fix or, where applicable,
from the beginning of defined arrival route, to a point from which a landing can be completed and
thereafter, if a landing is not completed, to a position at which holding or en-route obstacle clearance
criteria apply.
Instrument meteorological conditions: Meteorological conditions expressed in terms of visibility,
distance from cloud, and ceiling, less than the minima specified for visual meteorological conditions.
Integrated flight safety documents system: A set of inter-related documentation established by the
operator, compiling and organizing information necessary for flight and ground operations, and
comprising, as a minimum, the operations manual and the operator’s maintenance control manual;
Interchange agreement: A leasing agreement which permits an air carrier to dry lease and take or
relinquish operational control of an aircraft at an aerodrome.
JAA operator: An operator certificated under JAR Part 1 by one of the JAA Member States.

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MANUAL 15 Mar 2017
Journey log: A form signed by the PIC of each flight that records the aeroplane's registration, crew
member names and duty assignments, the type of flight, and the date, place, and time of arrival and
departure.
Landing distance Available: The length of runway which is declared available and suitable for the
ground run of an aeroplane landing.
Large aeroplane: An aeroplane of a maximum certificated take-off mass of over 5 700 kg;
Light freezing rain: is a precipitation of liquid water particles which freezes upon impact with exposed
objects, in the form of drops of more than 0.5 mm (0.02 inch) which, in contrast to drizzle, are widely
separated. Measured intensity of liquid water particles are up to 2.5mm/hour (0.10 inch/hour) or 25
grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.
Long-range over-water flight: a flight on route where the aircraft may be over water at a distance
away from land suitable for making an emergency landing corresponding to:
- 30 minutes at cruising speed or 100 NM, whichever is the lesser; or
- 120 minutes at cruising speed or 400 NM, whichever is the lesser, applicable to aircraft able to fly
to and land at suitable airport, in case one engine becomes inoperative at any point along the
route or planned diversions.
Low Visibility Procedures: Procedures applied at an aerodrome for the purpose of ensuring safe
operations during Category II and III approaches and Low Visibility Takeoffs.
Low Visibility Take-Off: A take-off where the Runway Visual Range (RVR) is less than 400 m.
Maintenance: The performance of tasks required to ensure the continuing airworthiness of an aircraft,
including any one or combination of overhaul, inspection, replacement, defect rectification, and the
embodiment of a modification or repair;
Maintenance control manual: A document which describes the operator’s procedures necessary to
ensure that all scheduled and unscheduled maintenance is performed on the operator’s aircraft on time
and in a controlled and satisfactory manner.
Maintenance organization’s procedures manual: A document endorsed by the head of the
maintenance organization and approved by the Authority which details the maintenance organization’s
structure and management responsibilities, scope of work, description of facilities, maintenance
procedures and quality assurance or inspection systems.
Maintenance programme: A document approved by the Authority which describes the specific
scheduled maintenance tasks and their frequency of completion and related procedures, such as a
reliability programme, necessary for the safe operation of those aircraft to which it applies.
Maintenance release: A document which contains a certification confirming that the maintenance work
to which it relates has been completed in a satisfactory manner, either in accordance with the approved
data and the procedures described in the maintenance organization’s procedures manual or an
equivalent system acceptable to CAAV. The person signing this release is indicating that all items that
are required to be inspected have been inspected, the aircraft or component conforms to the applicable
airworthiness standards and no condition exists which make the aircraft unsafe;
Major modification: As described in VAR Appendix 1 to 4.003;

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MANUAL 15 Mar 2017
Major repair: As described in VAR Appendix 2 to 4.003;

Manufacturer’s maintenance programme (MPD): A programme contained in the maintenance
manual or maintenance instructions set forth by the manufacturer as required by the regulations for the
aircraft, aircraft engine, propeller, rotor or item of emergency equipment;
Maximum take-off weight: is the maximum weight permitted for take-off as limited by aircraft strength
and airworthiness requirements.
Missed approach procedure: The procedure to be followed if the approach cannot be continued.
Modification: The alteration of an aircraft/component in conformity with an approved standard;
Net flight path: Is a flight path determined for engine(s) failure case. It is established in such a
manner that it represents the actual climb performance diminished by a gradient of climb of:
- Take-off (one engine failure): 0.8 % for two-engine aircraft
- En-route (one engine failure): 1.1 % for two-engine aircraft
- En-route (two engine failure): 0.3 % for three-engine aircraft
Night: The hours between sunset and sunrise. A variation of this definition may be prescribed by the
appropriate authority of State overflown.
Non-Newtonian: fluids have characteristics that are dependent upon an applied force. In this instance
it is the viscosity of Type II and IV fluids which reduces with increasing shear force. The viscosity of
Newtonian fluids depends on temperature only.
Non-precision approach: Instrument approach with lateral guidance only from the FAF to the runway
environment. Descent limit is the MDA, and obstacle clearance (including go-around) is guaranteed if
the approach is discontinued no farther than the MAP. Approaches with lateral guidance from
localiser, VOR, NDB or GPS are considered non-precision approaches. Although often a helpful tool
for lateral and vertical navigation during approach, FMS guidance is not a certified approach aid.
NOTAM: A notice containing information concerning the establishment, condition or change in any
aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to
personnel concerned with flight operations.
- Class I distribution: Distribution by means of telecommunication
- Class II distribution: Distribution by means other than telecommunication
Obstacle clearance altitude/height (OCA/OCH): The lowest altitude (OCA), or alternatively the
lowest height above the elevation of the relevant runway threshold or above the aerodrome elevation
as applicable (OCH), used in establishing compliance with the appropriate obstacle clearance criteria.
Obstruction clearance plane: A plane sloping upward from the runway at a slope of 1:20 to the
horizontal, and tangent to or clearing all obstructions within a specified area surrounding the runway as
shown in a profile view of that area.
- In the plane view, the centreline of the specified area coincides with the centreline of the runway,
beginning at the point where the obstruction clearance plane intersects the centerline of the
runway and proceeding to a point at least 1,500 feet from the beginning point;
- Thereafter, the centreline coincides with the takeoff path over the ground for the runway (in the
case of takeoffs) or with the instrument approach counterpart (for landings), or where the

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MANUAL 15 Mar 2017
applicable one of these paths has not been established, it proceeds consistent with turns of at
least 4,000 foot radius until a point is reached beyond which the obstruction clearance plane clears
all obstructions;
- This area extends laterally 200 feet on each side of the centreline at the point where the
obstruction clearance plane intersects the runway and continues at this width to the end of the
runway; then it increases uniformly to 500 feet on each side of the centreline at a point 1,500 feet
from the intersection of the obstruction clearance plane with the runway;
- Thereafter, it extends laterally 500 feet on each side of the centerline.
One step de /anti icing: is carried out with heated anti-icing fluid. The fluid used to de-ice the aircraft
and remains on aircraft surfaces to provide anti - icing capability.
On-time departure/arrival flight (D15/ A15): means a flight with the departure/arrival time (chock
off/chock on time) of no later than 15 minutes as scheduled.
On-time departure/ arrival performance (OTP): means the percentage of ontime departure/arrival
flights in total scheduled flights.
Operational control: The exercise of authority over the initiation, continuation, diversion or
termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the
flight.
Operator: A person, organisation or enterprise engaged in or offering to engage in an aircraft
operation.
Overhaul: The restoration of an aircraft/aircraft component using methods, techniques, and practices
acceptable to CAAV, including disassembly, cleaning, and inspection as permitted, repair as
necessary, and reassembly; and tested in accordance with approved standards and technical data, or
in accordance with current standards and technical data acceptable to CAAV, which have been
developed and documented by the State of Design, holder of the type certificate, supplemental type
certificate, or a material, part, process, or appliance approval under Parts Manufacturing Authorization
(PMA) or Technical Standard Order (TSO);
Overpack: An enclosure used by a single shipper to contain one or more packages and to form one
handling unit for convenience of handling and stowage. (A unit load device is not included in this
definition);
Over-water flight: A flight where the aircraft may be:
- Over water and at a distance of more than 93km (50NM) away from the shore;
- Taking off or landing at an airport where, in the opinion of the State of the Operator, the take-off or
approach path is so disposed over water that in the event of a mishap there should be a likelihood
of a ditching.
Package: The complete product of the packing operation consisting of the packaging and its contents
prepared for transport;
Packaging: Receptacles and any other components or materials necessary for the receptacle to
perform its containment function and to ensure compliance with the packing requirements;

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MANUAL 15 Mar 2017
Passenger exit seats: Those seats having direct access to an exit, and those seats in a row of seats
through which passengers would have to pass to gain access to an exit, from the first seat inboard of
the exit to the first aisle inboard of the exit. A passenger seat having "direct access" means a seat from
which a passenger can proceed directly to the exit without entering an aisle or passing around an
obstruction.
Pilot Flying (PF): The pilot, who for the time being, is in charge of the controls of an aircraft.
Pilot Not Flying (PNF): The pilot who is assisting the pilot flying in accordance with the multi-crew co-
operation concept, when the required flight crew is more than one.
Pilot-in-command: The pilot designated by the operator responsible for the operation and safety of
the aircraft during flight time. He may delegate the conduct of the flight to another suitable qualified
pilot.
Post Deicing Check: A check, after deicing application, to ensure all aircraft surfaces are free of
frozen contaminants.
Precipitation intensity: is an indication of the amount of precipitation falling at the time of
observation. It is expressed as light, moderate or heavy. Each intensity is defined with respect to the
type of precipitation occurring, based either on rate of fall for rain and ice pellets or visibility for snow
and drizzle. The rate of fall criteria is based on time and does not accurately describe the intensity at
the time of observation.
Precipitation: Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet
- Continuous: Intensity changes gradually, if at all
- Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at least once
within the hour preceding the observation.
Precision approach: Instrument approach with lateral and vertical guidance from the FAP to the
runway touchdown zone, with system accuracy, integrity and obstacle clearance (including go-
around) guaranteed until the descent limit (decision altitude or decision height) is reached. ILS, MLS
and PAR are considered precision approaches.
Pre-flight inspection: The inspection carried out before flight to ensure that the aircraft is fit for the
intended flight.
Pretakeoff Check: A check of the aircraft’s wings or representative aircraft surfaces for frozen
contaminants. This check is conducted within the aircraft’s HOT and may be made by observing
representative surfaces from the flight deck, cabin, or outside the aircraft, depending on the type of
aircraft and Company’s CAAV-approved program.
Pretakeoff Contamination Check. A check (conducted after the aircraft’s HOT has been exceeded)
to ensure the aircraft’s wings, control surfaces, and other critical surfaces, as defined in the
operator’s program, are free of all frozen contaminants. This check must be completed within 5
minutes before beginning takeoff and from outside the aircraft, unless the operator’s CAAV-approved
program specifies otherwise.
Pressure-altitude: An atmospheric pressure expressed in terms of altitude, which corresponds to that
pressure in the Standard Atmosphere.
Preventative maintenance: Described in Appendix 3 to 4.003;

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MANUAL 15 Mar 2017
Proper shipping name: The name to be used to describe a particular article or substance in all
shipping documents and notifications and, where appropriate, on packaging;
Rain (Metar code: RA) is a precipitation of liquid water particles either in the form of drops of more
than 0.5 mm (0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely separated.
Rating: An authorisation entered on or associated with a license or certificate and forming part thereof,
stating special conditions, privileges or limitations pertaining to such license or certificate.
Rebuild: The restoration of an aircraft/aircraft component by using methods, techniques, and practices
acceptable to CAAV, when it has been disassembled, cleaned, inspected as permitted, repaired as
necessary, reassembled, and tested to the same tolerances and limits as a new item, using either new
parts or used parts that conform to new part tolerances and limits. This work will be performed by only
the manufacturer or an organization approved by the manufacturer, and authorized by the State of
Registry;
Repair: The restoration of an aircraft/aircraft component to a serviceable condition in conformity with
an approved standard. The restoration of an aircraft component to an airworthy condition to ensure that
the aircraft continues to comply with the design aspects of the appropriate air-worthiness requirements
used for the issuance of the Type Certificate for the respective aircraft type, after it has been damaged
or subjected to wear;
Reporting point: A specified geographical location in relation to which the position of an aircraft can
be reported.
Required Navigation Performance (RNP): A statement of the navigation performance accuracy
necessary for operation within a defined airspace.
Rime: (a rough white covering of ice deposited from fog at temperature below freezing). As the fog
usually consists of super-cooled water drops, which only solidify on contact with a solid object, rime
may form only on the windward side or edges and not on the surfaces. It can generally be removed by
brushing, but when surfaces, as well as edges, are covered it will be necessary to use an approved
de-icing fluid.
Runway incursion: Any unauthorized intrusion onto a runway, regardless
of whether or not an aircraft presents a potential conflict.
Runway visual range: The range over which the pilot of an aircraft on the centreline of a runway can
see the runway surface markings or the lights delineating the runway or identifying its centreline.
Runway: A defined rectangular area on a land aerodrome prepared for the landing and take-off of
aircraft.
Safe forced landing: Unavoidable landing or ditching with a reasonable expectancy of no injuries to
persons in the aircraft or on the surface.
Saturation: is the maximum amount of water vapour allowable in the air. It is about 0.5 g/m3 at - 30°C
and 5 g/m3 at 0°C for moderate altitudes.
Shear force: is a force applied laterally on an anti-icing fluid. When applied to a Type II, III or IV fluid,
the shear force will reduce the viscosity of the fluid; when the shear force is no longer applied, the anti-
icing fluid should recover its viscosity. For instance, shear forces are applied whenever the fluid is
pumped, forced through an orifice or when subjected to airflow. If excessive shear force is applied, the

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MANUAL 15 Mar 2017
thickener system could be permanently degraded and the fluid viscosity may fall outside the range set
by the manufacturer and tested for certification. Fluid degraded in this manner should not be used for
operational purposes.
SIGMET: is an information issued by a meteorological watch office concerning the occurrence, or
expected occurrence, of specified en-route weather phenomena which may affect the safety of aircraft
operations.
Sleet: is a precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as
light freezing rain.
Slush: Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be
displaced with a splatter; specific gravity: 0.5 up to 0.8.
Snow (Metar code SN): Precipitation of ice crystals, most of which are branched, star-shaped, or
mixed with unbranched crystals. At temperatures higher than about -5°C (23°F), the crystals are
generally agglomerated into snowflakes
- Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon
release; specific gravity: up to but not including 0.35. Dry snow is normally experienced when
temperature is below freezing and can be brushed off easily from the aircraft
- Wet snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball.
Specific gravity: 0.35 up to but not including 0.5.
- Compacted snow: Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into chunks if picked up; specific gravity: 0.5 and
over.
Snow grains (Metar code: SG) is a precipitation of very small white and opaque grains of ice. These
grains are fairly flat or elongated. Their diameter is less than 1 mm (0.04 inch). When the grains hit
hard ground, they do not bounce or shatter.
Snow pellets (Metar code: GS) is a precipitation of white and opaque grains of ice. These grains are
spherical or sometimes conical. Their diameter is about 2 to 5 mm (0.1 to 0.2 inch). Grains are brittle,
easily crushed; they bounce and break on hard ground.
Stabilised approach procedure: An approach procedure along the extended runway centreline with
a constant, in-flight verifiable descent gradient from the final approach altitude to the runway
touchdown zone. Except for offset-localizer approaches, an ILS approach is inherently a stabilised
approach procedure. Non-precision approaches can be constructed as a stabilised approach
procedure by choosing the FAF accordingly and by publishing a distance-versus-altitude (VOR+DME,
NDB+DME, LOC+DME) or waypoint-versus-altitude table (GPS) to be able to verify adherence to the
(imaginary) glide path.
Stabilised approach: An approach without speed and/or configuration changes during final descent.
State of Origin: The State in which dangerous goods were first loaded on an aircraft;
Supercooled water droplets is a condition where water remains liquid at negative Celsius temperature.
Supercooled drops and droplets are unstable and freeze upon impact.

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MANUAL 15 Mar 2017
Take-off and initial climb phase: That part of the flight from the start of take-off to 1500ft or until clear
obstacle clearance, if the flight is planned to exceed this height, or to the end of the climb in the other
cases.
Taxiing: Movement of an aircraft on the surface of an aerodrome under its own power, excluding
takeoff and landing.
Taxiway: A defined path on a land aerodrome established for the taxiing of aircraft and intended to
provide a link between one part of the aerodrome and another.
Technical instructions: The latest effective edition of the Technical Instructions for the Safe Transport
of Dangerous Goods by Air (Doc. 9284-AN/905), including the supplement and any addendum,
approved and published by decision of the Council of the ICAO. The term "Technical Instructions" is
used in this Chapter;
Technical log: A document carried on an aircraft that contains information to meet ICAO requirements;
a technical log contains at least two independent sections: a journey record section and an aircraft
maintenance record section.
The items must be double checked: Maintenance items and/or modifications that must be inspected
by a person other than the one performing the work, and include at least those that could result in a
failure, malfunction, or defect endangering the safe operation of the aircraft, if not properly performed or
if improper parts or materials are used.
Threshold: The beginning of that portion of the runway usable for landing.
Track: The projection on the earth's surface of the path of an aircraft, the direction of which path at
any point is usually expressed in degrees from North (true, magnetic or grid).
Transition altitude: The altitude at or below which the vertical position of an aircraft is controlled by
reference to altitudes.
Transition level: The lowest flight level available for use above the transition altitude.
Two step de-icing/anti-icing contains of two distinct steps. The first step, de-icing, is followed by the
second step, anti-icing, as a separate fluid application. After de-icing a separate overspray of anti-icing
fluid is applied to protect the aircraft’s critical surfaces, thus providing maximum anti-icing protection.
UN number: The four-digit number assigned by the United Nations Committee of Experts on the
Transport of Dangerous Goods to identify a substance or a particular group of substances.
Unit load device: Any type of aircraft container, aircraft pallet with a net, or aircraft pallet with a net
over an igloo. (An overpack is not included in this definition).
Visibility: The ability, as determined by atmospheric conditions and expressed in units of distance, to
see and identify prominent unlighted objects by day and prominent lighted objects by night.
Visible moisture: Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals or
when taxiways and/or runways are contaminated by water, slush or snow
Visual approach: An approach when either part or all of an instrument approach procedure is not
completed and the approach is executed with visual reference to the terrain.

Definitions
MANUAL 15 Mar 2017
Visual meteorological conditions: Meteorological conditions expressed in terms of visibility,

distance from cloud, and ceiling, equal to or better than specified minima.
Waypoint: A specified geographical location used to define an area navigation route or the flight path
of an aircraft employing area navigation.
Wet lease: Is when the aeroplane is operated under the AOC of the lessor (ACMI: Aircraft / Crew /
Maintenance / Insurance).
Wet runway: A runway is considered wet when the runway surface is covered with water, or
equivalent, less than or equal to 3 mm or when there is sufficient moisture on the runway surface to
cause it to appear reflective, but without significant areas of standing water.

Units conversion table Rev 00

FLIGHT OPERATIONS
MANUAL 15 Mar 2017
1.8 UNITS CONVERSION TABLE
Table 1.1 - Units conversion table
METRIC  US US  METRIC
LENGTH 1 mm = 0.0394 in 1 in = 25.4 mm

1 m = 3.281 ft 1 ft = 0.3048 m
1 m = 1.094 yd 1 yd = 0.914 m
1 km = 0.540 NM 1 NM = 1.852 km
1 km = 0.6215 statute mile 1 statute mile = 1.609 km
SPEED 1 m/s = 3.281 ft/s = 1.944 kt 1 ft/s = 0.3048 m/s
1 km/h = 0.54 kt 1 kt = 1.852 km/h = 0.514 m/s
WEIGHT 1 g = 0.353 oz 1 oz = 28.35 g
1 kg = 2.2046 lb 1 lb = 0.4536 kg
1 ton = 2 204.6 lb 1 lb = 0.0004536 t
FORCE 1 N = 0.2248 lb 1 lb = 4.448 N
1 daN = 2.248 lb 1 lb = 0.4448 daN
PRESSURE 1 bar = 14.505 PSI 1 PSI = 6892 Pa = 0.0689 bar
1 mbar = 1 hPa = 0.0145 PSI 1 PSI = 68.92 hPa = 68.92 mbar
1 mbar = 1 hPa = 0.02953 in Hg 1 in Hg= 33.864 hPa = 33.864 mbar
VOLUME 1 l = 0.2642 US Gallons 1 US Gallon = 3.785 l
1 m3 = 264.2 US Gallons 1 US Gallon = 0.003785 m3
1 l = 1.0567 US Quart 1 US Quart = 0.94635 l
MOMENTUM 1 m.daN = 88.5 lb.in 1 lb.in = 0.0113 m.daN
TEMPERATURE °C = 5/9 (°F - 32) °F = (°C x 1.8) + 32
°C = 5/9 (°F + 40) - 40 °F = 9/5 (°C + 40) - 40

CHƯƠNG 2
TỔ CHỨC VÀ TRÁCH NHIỆM
CHAPTER 2
ORGANIZATION AND RESPONSIBILITY
ORGANIZATION AND RESPONSIBILITY 2.1 /P 1

Operational Structure
MANUAL 15 Mar 2017
2.1 OPERATIONAL STRUCTURE

2.1.1 VNA organization chart
Figure 2.1 - VNA organization chart


Operational Structure
MANUAL 15 Mar 2017
2.1.2 Flight operation organization chart
Figure 2.2 – Flight Operation organization chart


Nominated Post holders
MANUAL 15 Mar 2017
2.2 NOMINATED POSTHOLDERS

a) Company has assigned persons, acceptable to the Authority, who are responsible for management
and supervision. – VAR 12.060(a)(b)
Table 2.1 – List of Nominated Post holders
Position/Area Name Email
Accountable thanhduongtri@vietna
Manager (President mairlines.com
& CEO)
Mr. Duong Tri Thanh

President & CEO
Flight Operations pxduc@vietnamairline
Post holder s.com
Mr. Phan Xuan Duc

Executive Vice President Flight Operations

MANUAL 15 Mar 2017
The Maintenance hoadn@vietnamairline

System Post holder s.com
Mr. Dang Ngoc Hoa

Executive Vice President Technical
Crew Training Post sonnt@vietnamairlines.
holder com
Mr. Nguyen Thanh Son

Deputy Director of Human and Resources
Ground Operations halehong@vietnamairli
Post holder nes.com
Mr. Le Hong Ha
Executive Vice President
Ground Operations and Services

MANUAL 15 Mar 2017
Safety Post holder trungnguyenthai@viet

namairlines.com
Mr. Nguyen Thai Trung

Executive Vice President
Safety
b) These persons shall have proven competency in civil aviation and be available and serving in their
positions during operations.
Note: Refer to QM 2.6.2 of for additional management personnel requirements.
c) When operational managers, including the nominated post holder are absent from the workplace,
he will delegate the responsibilities within the management system for flight operations to assure
managerial continuity as follows, but not limited to:
Table 2.2 – List of Authorized persons
Operational Managers Authorized persons
President & CEO Executive Vice President(s)
Flight operation post holder Operation Control Center Director
Technical post holder Technical Director
Ground operation post holder Marketing Services Director
Safety post holder Safety - Quality Director
Flight Crew Training post holder Human and Resources Director
Operation Control Center director Duty managers
2.2.1 Accountable Manager (President & CEO):
a) Is an Accountable Manager acceptable to the Authority who has primary responsibilities and
corporate authorities for ensuring that all flight operations, maintenance, ground operations are in
accordance with requirements of CAAV and other related authorities (ICAO, IATA, codeshare

MANUAL 15 Mar 2017
partners) and are carried out to the highest degree of safety standards required by the CAAV as
well as by Vietnam Airlines – VAR 12.060 (a).
b) Is responsible for ensuring necessary budget, human resources and other favorable conditions in
order that maintenance and flight operation of Vietnam Airlines’ aircrafts are implemented in
compliance with CAAV requirements - VAR 12.060 (a).
c) Is responsible for ensuring the necessary facilities, workspace, equipment and supporting services,
as well as work environment, to satisfy flight operations safety and security requirements.
d) Is responsible for the allocation of necessary resources to manage safety risks and aviation security
threats in the operation.
e) Has the highest authority over and responsibility for all activities of Quality management system
described in SMSM.
f) Is responsible for designating a Quality manager and 5 Post holders of Technical, Flight operation,
Ground operation, Safety and Crew training.
g) Is responsible for making decisions to improve effectiveness of Quality management system, based
on the safety quality reports and the results of management review.
h) In case of necessity, delegates management function to other assigned persons and ensures those
delegated functions are in compliance with regulations of CAAV as well as requirements of Vietnam
Airlines.
2.2.2 Flight Operations Post Holder – VAR 12.060 (b)(1), VAR 17.007
a) Responsibilities: Be the first person to be responsible to President and CEO for managing and
monitoring Flight operations of Vietnam Airlines relating to AOC to ensure safe and effective
operations that are in compliance with requirements of CAAV (specified in VARs) and other aviation
authorities, ICAO, IATA and Vietnam Airlines.
b) Duties:
1) Be responsible for the management and supervision of flight operations;
2) Direct the establishment, implementation and maintenance of policies, standards, procedures and
requirements on Flight Operations in accordance with Vietnam Aviation Regulations, other Aviation
Authorities, ICAO, IATA and Vietnam Airlines; monitor the implementation of those policies,
standards, procedures and requirements;
3) Ensure that the flight operation staffs received appropriate safety training to meet safety
requirements of Vietnam Airlines;
4) Ensure that corrective/preventive actions are taken effectively and in a timely manner; preside and/
or participate in safety investigations upon request;
5) Be responsible for ensuring necessary budget, human resources and other favourable conditions
required to meets Vietnam Airlines’ plans;
6) When necessary, authorize his executive responsibilities to the Director of Operation Control
Center, including the authority for the Director of Operation Control Center to delegate functions to

MANUAL 15 Mar 2017
his subordinates in order to fully comply with requirements of the Government Law and of Vietnam
Airlines provisions;
7) In addition, Flight operation Post holder has safety powers, responsibilities and obligations stated
in SMSM - Section 6.2.3;
8) Perform other duties assigned by CEO & President
2.2.3 Maintenance Post Holder - VAR 12.060 (b)(2)
a) Responsibilities: Be the first person to be responsible to President and CEO for the management
and monitor of Vietnam Airlines maintenance system relating to AOC to ensure safe and effective
operations that are in compliance with requirements CAAV (specified in VARs) and other aviation
authorities, ICAO, IATA and Vietnam Airlines.
b) Duties:
1) Organize and orient all operation of the technical discipline.
requirements in accordance with maintenance responsibilities of Vietnam Airlines as specified in
VARs, other Aviation Authorities, ICAO, IATA; monitor to ensure safety in technical discipline and
aircraft maintenance;
3) Ensure that aircrafts and its components are maintained and released to service by an approved
maintenance organization or equivalent maintenance system approved by CAAV in accordance
with VAR Part 5, except preflight inspection;
4) Ensure that all maintenance for aircraft, components are implemented by approved maintenance
organization and carried out in accordance with the contract;
5) Ensure for maintenance responsibilities, maintenance requirements and other maintenance
conditions specified in the Aircraft Lease Agreement to be deployed, monitored, controlled and
carried out in accordance with the contract;
6) Ensure all authorized functions for subordinate are in compliance with the provisions in VARs,
procedures, quality requirements of Vietnam Airlines, suitable with the field of the authorized
personels.
7) Take responsibility for monitoring and directing the payment of expenses related to the
maintenance of aircraft, aircraft equipment, and technical contracts;
8) Direct and monitor concerned departments/divisions to timely, effectively correct and prevent
against findings/recommendations from the Authorities, internal audits;
9) When necessary, authorize his executive responsibilities to Technical Director, including the
authority for the Technical Director to delegate functions to his subordinates in order to fully comply
with requirements of the Government Law and of Vietnam Airlines provisions;
10) Have safety powers, responsibilities and obligations stated in SMSM, Section 6.2.3;
11) Perform other duties assigned by CEO & President.
2.2.4 Ground Operation Post Holder- VAR 12.060 (b)(4)

MANUAL 15 Mar 2017
a) Responsibilities: Be the first person to be responsible to President and CEO for the management
and monitor of all Vietnam Airlines ground operation activities relating to AOC to ensure safe and
effective operations that are in compliance with requirements CAAV (specified in VARs) and other
aviation authorities, ICAO, IATA and Vietnam Airlines.
b) Duties:
1) Organize and orient all operation of the ground operation discipline;
requirements on Ground Operations in accordance with Vietnam Aviation Regulations and
regulations of other Aviation Authorities, ICAO, IATA; monitor the implementation of those policies,
standards, regulations and procedures;
3) Audit and select ground services providers for Vietnam Airlines flight based on criteria required by
CAAV and by Vietnam Airlines. Sign contracts with ground handling, catering and other ground
services providers under the President &CEO authorization;
4) Ensure that all ground services provided for Vietnam Airlines flights by ground service companies
meet the articles of contracts and standards of Vietnam Airlines;
5) Be responsible for ensuring necessary budget, human resources and other favourable conditions
in order that Vietnam Airlines flights follow CAAV regulations and Vietnam Airlines’ policies during
ground operation;
6) Be responsible for monitoring and settling payments relating to the flights’ ground handling
activities;
7) When necessary, authorize his executive responsibilities to Marketing Services Director, including
the authority for the Marketing Services Director to delegate functions to his subordinates in order
to fully comply with requirements of the Government Law and of Vietnam Airlines provisions;
2.2.5 Safety Post holder - VAR 12.060 (b)(5)
a) Responsibilities: Be the first person to be responsible to President and CEO for managing SMS,
over-sighting and solving safety matters regarding to AOC to ensure the compliance with
requirements of CAAV (specified in VARs) and other aviation authorities, ICAO, IATA and Vietnam
Airlines.
b) Duties:
1) Be responsible individual and focal point for the implementation and maintenance of an effective
SMS;
2) Give directions to develop safety policy and standards, regulations and procedures to meet
company policy, requirements of CAAV mentioned in VARs, aviation authorities, ICAO, IATA;
monitor the implementation of safety policy, standards, regulations and procedures;
3) Advise the President & CEO and assist Heads of divisions/departments on matters regarding
safety management;

MANUAL 15 Mar 2017
4) Maintain, manage the SMS implementation plan;

5) Monitor the effectiveness of mitigation actions;
6) Ensure that all staff thoroughly understand and be aware of stated safety policy, safety objectives
and safety performance indicators stated;
7) Ensure that Vietnam Airlines achieves the stated safety objectives, goals and safety performance
indicators;
8) Successfully develop safety culture within Vietnam Airlines in order to have a safe, effective and
reliable working environment in the company;
9) Ensure that the safety management processes are effective and adequate;
10) Perform other duties assigned by President and CEO.
2.2.6 Crew Training Post Holder - VAR 12.060 (b)(3)
a) Responsibilities: Be the first person to be responsible to President and CEO for managing and
monitoring crew training of Vietnam Airlines in compliance with requirements of CAAV (specified in
VARs) and other aviation authorities, ICAO, IATA and Vietnam Airlines.
b) Duties:
1) Direct the establishment, implementation of policies, standards, procedures and requirements on
crew training in accordance with requirements of VAR, ICAO, IATA and Vietnam Airlines;
2) Be responsible for maintaining and deploying the training programs of Vietnam Airlines’ flight crew,
cabin crew, flight dispatchers and flight instructor/examiner in accordance with training
requirements in order to ensure they could perform their assigned duties in a safe and effective
manner;
3) Be responsible for the control, examination and maintenance of the quality of Aviation Training
Organizations in-bound and out-bound including training facilities, training devices, course
materials, instructors, training syllabus, etc. that are used for Vietnam Airlines’ crew training in
compliance with Part 9 of VARs;
2.2.7 Quality Manager
a) Responsibilities: Be mainly responsible to President and CEO on managing, supervising quality
system and solving quality matters regarding to AOC, ensuring the compliance with requirements of
CAAV mentioned in VARs, other aviation authorities, ICAO, IATA and Vietnam Airlines’s policy.
b) Duties:
1) Be individually responsible for establishment, maintain, management the Quality System of
Vietnam Airlines;
2) Monitor and follow up the compliance of Quality System‘s requirements in accordance with
standards and regulations of CAAV, other authorities and relevant aviation organisations for flight

MANUAL 15 Mar 2017
operations, maintenance, ground operations and training to ensure safe operational practices and
aircraft airworthiness;
3) Ensure that all staff thoroughly understand and be aware of the company quality policy and
objective;
4) Maintain the Quality System documentation;
5) Ensure quality assurance program is developed and implemented effectively and strictly;
6) Monitor the promulgation, the adoption of requirements/procedures in the Quality system;
7) Raise recommendations to correct and prevent potential factors affecting to quality;
8) Be a representative of Vietnam Airlines to liaise with civil aviation authorities on all issues related
to quality system;
9) Establish a feedback system, directly report to President & CEO all issues related to quality to
ensure corrective action as necessary;
10) Perform other duties assigned by President & CEO.
FLIGHT OPERATIONS Responsibilities and duties of operations management Rev 00

MANUAL 15 Mar 2017
personnel
2.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS MANAGEMENT PERSONNEL

2.3.1 Operation Control Center Director
Operation Control Center Director reports to the Flight Operations Post Holder and is responsible for:
a) Mastering all new regulations, rules and instructions from Authorities, Manufacturer to support the
introduction to concerned units of new policies, rules, instructions and procedures; new aircraft
types, systems and fleet modifications/upgrades
b) Establishing operations procedures and regulations;
c) Supplying all necessary performance data and flight planning/navigation documentation for flight
crews before each flight;
d) Managing flight operations documentation system to ensure that all flight crew possess relevant and
updated Operations Manual, FCOM, Standard Operating Procedures, etc.
e) Submitting for CAAV’s approval of Air Operator Certificates, special operations, new aircraft type
operations; requesting Flight permission for regular and irregular flights.
f) Ensuring periodical regular evaluation and analyses of Company routes for the optimization the
Company's aircraft operation
g) Co-operating with other departments for the optimization of flight operations standards and
procedures;
h) Co-operating with Training Director in establishing the requirements and training programs for flight
operations personnel.
i) Coordinating with respect to safety issues on line operations policies, rules, instructions and
procedures, flight crew training (aircraft performance, navigation and infrastructure, equipment) with
the following: flight crew department, cabin crew department, engineering and maintenance, Flight
dispatch/Operational Control, Human Resources; Ground Handling, Cargo and Dangerous Goods;
manufacturers, regulatory agencies.
The coordination shall include: regulatory requirements; line operations policies, rules, instructions
and procedures; flight crew training; MEL/CDL; fleet and cross-fleet standardisation concerns;
cockpit layout.
2.3.2 Flight Crew Director
Flight Crew Director reports to the Flight Operations Post Holder and is responsible for:
a) Ensuring the availability of properly qualified flight crew members to operate all planned flights to the
highest possible standard together with cost-effective operational management;
b) Ensuring that flight operational standards and practices are in compliance with relevant national and
international regulations and of the AOC;
c) Training, checking, supervising and developing a contingent of competent and flight crew and flight
operations staff who is capable of safely and effectively carrying out their assigned duties including:
1) Line training;

MANUAL 15 Mar 2017
personnel
2) Base training;
3) Recurrent training;
4) Upgrade training;
5) Flight instructor training;
6) Special operations training (EDTO, CAT II/III, special weather operations).
d) Cooperating with the Flight Training Centre in order to arrange required flight crew training programs
including special operations and recurrent training in accordance with VAR (SEP, dangerous goods,
CRM, etc);
e) Establishing content and amendment of Standard Operating Procedures, checklists and Flight Crew
Division documentation;
f) Determining airports categorization into which the Company operates;
g) Maintaining flight crew records;
h) Establishing management regulations applied for Vietnamese and foreign flight crew personnel
including reward and disciplinary procedures.
i) Establishing and revising Standard Operating Procedures, checklists and Flight Crew Division
documentation including line operations policies, rules, instructions and procedures; and
j) Establishing and maintaining a comprehensive flight crew standardization program to ensure
continuous conformance with the SOPs and checklists. - VAR 12.167 (l)
k) Taking part in recruiting and appointing flight crew personnel.
2.3.3 Cabin Crew Director
Cabin Crew Director reports to the Flight Operations Post Holder and is responsible for:
a) Arranging sufficient cabin crews in accordance with Company operational requirements;
b) Ensuring that cabin crew standards and practices are in compliance with relevant national and
international regulations and of the AOC;
c) Establishing and revising CCOM and CCPM; ensure that they be provided to the cabin attendants
and passenger agents during their duty performance
d) Cooperating with the Flight Training Centre in order to arrange required cabin crew training
programs;
e) Maintaining cabin crew records
2.3.4 Safety - Quality Director
Safety - Quality Director reports to the President & CEO and is responsible for:
a) Developing and maintaining VNA safety - quality system in compliance with CAAV’s requirements,
aviation authorities and other related organizations

MANUAL 15 Mar 2017
personnel
b) Developing, maintaining and regularly updating safety - quality standards for all areas of VNA’s flight
operation, technical and ground operation
c) Developing safety - quality policy and objectives; monitoring and supervising the implementation of
the objectives; periodically reviewing the safety - quality policy and objectives to adjust as
appropriate.
d) Implementing the safety management program associated with the quality assurance program to
ensure that all aircraft’s operational activities and maintenance are in compliance with safety-quality
requirements of CAAV as well as of other related aviation authorities
e) Implementing audit plan to ensure Vietnam Airlines’ operation is carried out in compliance with
safety-quality policy, standards, procedures concerned to flight operation, ground operation,
technical, maintenance and training of VNA.
2.3.5 Aviation Security General Manager
Aviation Security General Manager reports to the President & CEO and is responsible for:
a) Developing and maintaining VNA security system in compliance with CAAV’s requirements, aviation
authorities and other related organizations
b) Developing, maintaining and regularly updating security standards for all areas of VNA’s flight
operation, technical and ground operation.
c) Developing security policy and objectives; monitoring and supervising the implementation of the
objectives; periodically reviewing the security policy and objectives to adjust as appropriate.
d) Implementing the safety management program associated with security program to ensure that all
aircraft’s operational activities and maintenance are in compliance with security requirements of
CAAV as well as of other related aviation authorities.
f) Implementing audit plan to ensure Vietnam Airlines’ operation is carried out in compliance with
security policy, standards, procedures concerned to flight operation, ground operation, technical,
maintenance and training of VNA.
2.3.6 Flight Training Director
Flight Training Director Reports to President & CEO and is responsible for:
a) Developing the Flight Training Center to be a CAAV approved Type rating training organisation in
accordance with VAR
b) The establishment and execution of pilot pre-initial training and co-ordination with Flight Training
Organization (FTO) to supervise the Pilot basic training
c) Conducting simulator training and safety and emergency training
d) The establishment of mandatory and other training courses for pilots, flight attendants, flight
operations personnel and instructors
e) Establishing training syllabi and check and training documentation
f) Maintaining all crew training records, flight operations personnel, including all examination results, in
a secure and orderly manner in compliance with VAR

MANUAL 15 Mar 2017
personnel
2.3.7 Human Resources Director

Human Resources Director Reports to President & CEO and is responsible for:
a) Developing and implementing strategies and plans for human resources development.
b) Implementing recruiting and training plans.
c) Managing and supervising the implementation of flight crew, cabin crew and flight operations
personnel training.
d) Developing and managing curricula, teacher standards, training quality in compliance with relevant
standards.
2.3.8 Cargo Planning and Marketing Director
a) Reports to the President & CEO and Cargo operation Post Holder to ensure maintenance and
development of cargo operation activities on the basis of compliance with regulations of authorities
and VNA to obtain safety, security and effectiveness for cargo operations.
b) Is responsible for updating cargo operations regulations of international organizations and of
Vietnam, establishing policies, standards of cargo operations, instructs and supervises the
implementation of issued standards and regulations.
c) Directly leads Cargo Marketing and Planning Department to fulfill duties in accordance with
responsibilities of the Department.
2.3.9 Marketing Services Director
The Director of Marketing Services Department reports to Executive Vice President Ground Operations and
is responsible for the following functions:
a) To work out the production and business plans for ground handling services for flights of Vietnam
Airlines and those of other carriers. To manage the implementation these plans after their approval.
b) To deliver ground services including: ramp services, passenger & baggage handling, cargo & mail
handling, cabin cleaning, weight & balance, loading supervision, maintenance of ground support
equipment and other services related to ground handling services for flights of Vietnam Airlines and
those of carriers.
c) To coordinate with Vietnam Airlines OCs to manage Vietnam Airlines aircraft operations on ramp.
d) To participate in establishing procedure, standards, norms of ground handling services for aircrafts,
to recommend to the concerned Departments to issue, to modify, to amend standards and norms of
ground handling services for aircrafts.
e) To collect passengers’ comments on the quality of services, coordinate with concerned Departments
to process feedback.
f) To ensure ground handling services to be supplied completely, timely and up to standards for daily
flight schedule, to cooperate with other operating organizations to serve passengers in a proper and
safe manner. To provide the ground handling services to VIP flights.

MANUAL 15 Mar 2017
personnel
g) To participate in making plans for recruiting and training of staff, to organize the implementation of
these plans after their approval, and to recommend an appropriate compensation and salary policy
for its managers and staff.

Authority, duty and responsibility of the PIC
MANUAL 15 Mar 2017
2.4 AUTHORITY, DUTY AND RESPONSIBILITY OF THE PIC – VAR 10.087(a); 10.090.
a) When qualified and current for the aircraft category as specified in Chapter 5 of this document, class
and type being operated, the PIC may conduct operations only within the privileges and limitations of
the type of valid license that he has been issued by the Authority – VAR 10.090.
b) The PIC assumes command of the aircraft when doors are closed. When an aircraft is being pushed
back or towed, the PIC retains authority and responsibility, except for avoidance of obstacles and for
proper operation of the ground tractor. VAR 10.110 (a)(1);
c) The PIC of each flight has authority to discharge all his statutory and company responsibilities for the
operation, the disposition and safety of the aircraft and the safety of all persons on board.
2.4.1 Authority
The PIC shall:
a) Have the authority for the release of all flights, in so far as operating conditions are concerned, is
vested in the PIC. Operational limitations require the exercise of operational judgment in
interpretation and this can be done only by the PIC operating the flight.
b) Have final authority as to the operation of the aircraft while he is in command, and have authority to
give all commands he deems necessary for the purpose of security and the safety of the aircraft and
of persons and property carried therein – VAR 10.110 (b).
c) Have authority to disembark any person, or any part of the cargo, which in his opinion, may cause a
potential hazard to the safety of the aircraft or its occupants;
d) Not allow a person to be carried in the aircraft who appears to be under the influence of alcohol or
drugs to the extent that the safety of the aircraft or its occupants is likely to be endangered
e) Have the right to refuse transportation of inadmissible passengers, deportees or persons in custody
if their carriage poses any risk to the safety of the aircraft or its occupants;
f) Not permit any crew member to perform any activity during critical phase of flight except those duties
required for the safe operation of the aircraft – VAR 10.147 (a)
g) Not permit a flight data recorder and cockpit voice recorder to be disabled, switched off or erased
during flight unless necessary to preserve the data for an accident or an incident investigation – VAR
10.173 (b)
h) In the event of an accident or incident, act to preserve the flight recorder records and recorded data
and ensure their retention in safe custody as determined by the accidents and incidents investigation
Authority as prescribed– VAR 10.173 (c)
i) May not permit a flight crew member to engage in any activity during a critical phase of flight which
could distract or interfere with the performance of their assigned duties – VAR 10.147 (b)
j) All lawful commands given by the PIC for the purpose of securing the safety of the aircraft and of
persons or property carried therein must be obeyed by all persons carried in the aircraft.
k) The PIC has the authority to apply greater safety margins, including airport operating minima, if he
deems it necessary.

MANUAL 15 Mar 2017
l) As stipulated in the Operations Manual, the PIC allocates the tasks to each crewmember. He may
delegate a part of his duties to specific crewmembers under his full responsibility – VAR 10.200 (d).
m) Allow a flight to continue toward any aerodrome of intended landing where commercial air transport
operations have been restricted or suspended if the conditions that are a hazard to safe operations
may reasonably be expected to be corrected by the estimated time of arrival; or there is no safer
procedure – VAR 10.380 (b)
2.4.2 Responsibilities
The PIC shall:
a) Be responsible for signing all flight papers and documents (See 8.1.12.3 for details) – VAR 10 283 (a) .
b) Be responsible for the security and safety of the aircraft and of persons and property carried, as soon
as he arrives on board, until he leaves the aeroplane at the end of the flight – VAR 10.293
c) Be responsible for the operation and safety of the aircraft from the moment the aircraft doors are closed
and the aircraft is first ready to move for the purpose of taxiing prior to take-off until the moment it finally
comes to rest at the end of the flight and the engine(s) used as primary propulsion units are shut down
– VAR 10.110 (a)(2), VAR 10.280 (b).
d) Ensure that all passengers are briefed on the location of emergency exits and the location and use of
the relevant approved seats, safety and emergency equipment – VAR 10.200 (a)(b)(d), 10.203(a).
e) Ensure that all operational procedures and checklists are complied with, in accordance with the
Operations Manual.
f) Ensure that those parts of the Operations Manual and the certificates (in item 8.1.12.1) which are
required for the conduct of flight are available and valid. – VAR 10.110 (c)
g) Ensure that the weather forecast and reports for the proposed operating area and flight duration
indicate that the flight may be conducted without infringing Company operating minima VAR 10.237 (a), (b1),
10.380 (a), 16.040 (a)
h) Satisfy himself that the aircraft has an appropriate current airworthiness certificate, is in an airworthy
condition, and meets the applicable airworthiness requirements for these operations, including those
related to identification and equipment. Configuration and equipment of aircraft are in accordance with
the CDL and the MEL and decide whether or not to accept an aircraft with items unserviceable allowed
by the CDL or MEL – VAR 10.023 (a) 10.160 (b), 10.173, 10.230 (a1,a2), 10.310 (a3) 16.033 (a), VAR APP 1 TO 12.170 (f)
i) Discontinue a flight as soon as practicable when an mechanical, electrical or structural condition occurs
that would make the aircraft airworthy. VAR 10.115 (c)
j) Ensure that the provisions specified in the Operations Manual in respect of fuel, oil and oxygen
requirements, minimum safe altitudes, aerodrome operating minima and availability of alternate
aerodromes, where required, can be complied with for the planned flight;
k) Ensure that fuel, oil and oxygen are loaded and usable in sufficient quantity to meet the requirements
for the proposed flight and that the type of fuel is correct – VAR 10.205 (b)
l) Take all reasonable steps to ensure that the load is properly distributed and safely secured and that the
aircraft mass and balance is within the calculated limits for the operating conditions VAR 10.273 (a), 16.050 (a)
m) Confirm that the aircraft performance will enable it to complete safely the proposed flight – VAR 10.275 (b)

MANUAL 15 Mar 2017
n) Satisfy himself that each crew member is familiar with all emergency procedures and the location and
use of emergency equipment on board and take all reasonable steps to ensure that before take-off and
before landing the flight and cabin crew are properly secured in their allocated seats;
o) Ensure that multiple occupancy of aircraft seats may only be allowed on specified seats and does not
occur other than by one adult and one infant who is properly secured by a supplementary loop belt or
other restraint device – VAR 10.197 (a)
p) Take all reasonable steps to ensure that whenever the aircraft is taxiing, taking off or landing, or
whenever he considers it advisable (e.g. in turbulent conditions), all passengers are properly secured
in their seats, and all cabin baggage is stowed in the approved stowage – VAR 10.197 (b)(d)
q) Ensure that the required documents and manuals are carried and will remain valid throughout the flight
or series of flights including for any diversion which may reasonably be expected – VAR 10.155 (a), 10.310 (a3)
r) Ensure that current maps, charts and associated documents or equivalent data are available to cover
the intended operation of the aircraft including any diversion which may reasonably be expected. This
shall include any conversion tables necessary to support operations where metric heights, altitudes
and flight levels must be used;
s) Ensure that the pre-flight inspection has been carried out;
t) Ensure that ground facilities and services required for the planned flight are available and adequate VAR
10.233 (s), 16.037 (a)
u) Ensure that in an emergency situation that requires immediate decision and action, he or the pilot to
whom conduct of the flight has been delegated may deviate from rules, operational procedures and
methods to take any action he considers necessary under the circumstances in the interest of safety;
v) Ensure that a continuous listening watch is maintained on the appropriate radio communication
frequencies at all times whenever the flight crew is manning the aircraft for the purpose of commencing
and/or conducting a flight and when taxiing; Ensure that the technical log is completed and signed – VAR
10.157 (a), 10.160 (a2), VAR 12.135(d)(A)(5), VAR APP 1 TO 12.153 (d)(4)(A)(5)
w) Ensure that relevant emergency equipment remains easily accessible for immediate use - VAR 10.230 (a3),
10.230 (b), VAR 10.283 (a3)
x) Within a reasonable time of being requested to do so by a person authorized by the Authority, produce
to that person the documentation required to be carried on the aircraft
y) May not allow an unqualified person to manipulate the controls of an aircraft during commercial air
transport operations – VAR 10.153 (a)
z) For all international flights, the PIC shall ensure the completion, safekeeping and delivery of the
General Declaration – VAR 10.155 (b)
aa) Ensure that no person may secrete himself or herself nor secrete cargo on board an aircraft; tamper
with, disable or destroy any smoke detector installed in any aircraft lavatory – VAR 10.193 (d)(g)
bb) Ensure that a flight is not commenced ì any flight crew member is incapacitated from performing duties
by any cause such as injury, sickness, fatigue or the effects of alcohol or drugs – VAR 10.117 (b).
cc) Be responsible for receiving/ handing over Government’s documents from/ to the VNA representatives
and keeping their safety on board.

MANUAL 15 Mar 2017
dd) When leaving the cockpit, the PIC must give proper instructions to his subordinates and get reports
immediately on his return.
ee) Ensure that all flight crew member licenses are endorsed for language proficiency in the English
language used for aeronautical radiotelephony communications. VAR 10.051 (b).
ff) Ascertain that the English language used by the flight crew for the operation of the aircraft is adequate
for those operations - VAR 10.051 (c).
gg) Ensure that qualified flight crew members are assigned to each required flight crew position and are at
their station before initiating the pre-start checklists. VAR 10.113 (b).
hh) Ensure that qualified cabin crew members are assigned to each required cabin crew position and are at
their station before initiating the pre-start checklists, but may delegate that responsibility to the Purser -
VAR 10.113 (c).
ii) Ensure that the flight crew: VAR 10.133

1) Has checklists for each phase of flight and emergencies available in the cockpit;
2) Uses these checklists prior to, during and after each phase of flight and emergencies;
3) Complies with the approved checklist procedures in detail when operating the aircraft.
jj) Ensure that all crew members understand and are capable of performing their assigned emergency
duties related to emergency evacuation and passenger safety. VAR 10.197 (g).
kk) Discontinue a flight as soon as practicable when a mechanical, electrical or structural condition occurs
that would make the aircraft unairworthy – VAR 10.015 (c).
ll) Not permit the boarding or serving of any person who appears to be intoxicated or who demonstrates,
by manner or physical indications, that the person is under the influence of drugs (except a medical
patient under proper care) – VAR 10.207 (a).
ORGANISATION AND RESPONSIBILITY 2.5 /P 1
FLIGHT OPERATIONS Duties and Responsibilities of Crew members Rev 00

MANUAL other than the PIC 15 Mar 2017
2.5 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS OTHER THAN THE PIC
2.5.1 General
a) The proper execution of any flight requires constant vigilance, cross-checking and sharing of
information.
b) If a crew member becomes aware of anything significant with which he disagrees or that causes him
concern, he must bring it to the attention of the PIC.
c) Each crew member must take all reasonable steps to:
1) Operate company aircraft safely, economically and punctually in accordance with the Operations
Manual(s);
2) Maintain familiarity with relevant air legislation, provisions of the Operations Manual(s) and
agreed aviation practices and procedures necessary to fulfil his function;
3) Support the PIC in the maintenance of a proper standard of professional expertise, crew
discipline, conduct and personal appearance;
2.5.2 First Officer
The First Officer is responsible to the PIC to assist in the safe and efficient conduct of the flight. In the
event of the incapacitation of the PIC, the First Officer will assume command. Responsibilities include the
followings:
a) To prepare the Operational Flight Plan and, when necessary, file the Air Traffic Services Flight Plan
with the appropriate Authority. If stored plans are used then he should ensure that the correct plan
has been activated;
b) To carry out such duties concerning the flight, in accordance with the Standard Operating
Procedures, including procedures, limitations and performance relating to the specific aircraft type,
as are allocated to him by the PIC;
c) To confirm the safe navigation of the aircraft, maintaining a continuous and independent check upon
both the geographical position of the aircraft and its safe terrain clearance;
d) Safely and properly conduct the flight in compliance with the current flight plan and the PIC's
instructions when the PIC is not at the controls. Any change to the current flight plan must be notified
to the PIC;
e) To provide such advice, information and assistance to the PIC, as may contribute favorably towards
the safe and efficient conduct of the flight;
f) To seek and receive such information and/or explanation from the PIC, as may be necessary to
enable the first officer to fulfil his function.
2.5.3 Second Officer (cruise relief pilot):
The Second Officer is responsible to perform pilot tasks during cruise flight, to allow the PIC or the First
Officer to obtain planned rest. Responsibilities include the followings:
a) To operate in the role of co-pilot in the cruise portion only
FLIGHT OPERATIONS Duties and Responsibilities of Crew members Rev 00

MANUAL other than the PIC 15 Mar 2017
b) To operate the aircraft in right hand seat only as PF or PNF/PM and provided that accompanied by a
captain/LTC/TRI/TRE
2.5.4 Cabin crew members
a) Cabin crew are required to be present on public transport flights to perform duties in the interest of
passenger safety and secondly to provide for passenger comfort. They must be well informed about
safety and policy of the Company.
b) All cabin crew are under the authority of the PIC. This authority is normally delegated to the Purser.
c) It is the duty and responsibilities of cabin crew to inform passengers on emergency and safety
procedures and to ensure the safety of passengers though all phases of flight and to manage any
emergency situation in accordance with Operations Manual(s) and PIC instructions. – VAR 10.203.
2.5.5 Chief Purser (Purser for short call in this manual)
A Chief Purser must be nominated for the flight whenever more than one cabin crewmember is assigned.
The Chief Purser shall:
a) Have overall responsibility for all cabin crew members under the operational command of the PIC;
b) Provide effective leadership to all operational cabin crew members on the particular flight;
c) Apply all safety and security standards as required by this manual and other Company
documentation and to ensure that other cabin crew members do likewise;
d) Have the responsibility to organise the replacement of any cabin crew member that demonstrates
inadequate knowledge of pre-flight safety briefing questions;
e) Act as the liaison between the flight deck and cabin crew;
f) Report to the PIC on any incidents and safety concerns of any person on board the aircraft and on
any situation that might affect the safety of the operation;
g) Complete and sign the Cabin Defect Log (as required) and to present to the PIC prior to arrival;
h) Sign Catering delivery document and other document if required.

Duties and responsibilities of operation staff
MANUAL 15 Mar 2017
2.6 DUTIES AND RESPONSIBILITIES OF OPERATION STAFF

2.6.1 Duty Manager
Duty Manager reports to the Executive Vice President on duty and is responsible for the following functions:
a) Delegating the authority for all pre-flight decisions regarding flight initiation, continuation, diversion or
termination, which is exercised in tight coordination with the PIC in the interest of aircraft safety.
b) After aircraft’s departure (after aircraft door closed), the PIC has sole responsibility for any decision.
c) Ensuring the coordination with departments concerning Flight Operations, Ground Operations,
Maintenance and Commercial in case of flight delay or cancellation, or any technical problem that
may arise.
d) Any decisions on operation made by Dispatcher must take into account the flight safety and its
effects on the operation of associated flights.
2.6.2 Flight Operation Dispatcher – VAR 16.023a.
Flight Operation Dispatcher reports to the Duty Manager and is responsible for:
a) Assisting Duty Manager in Operation control
b) Assisting PIC in flight preparation and providing required information
c) Preparing operational and ATC flight plans.
d) Signing the operational and ATC flight plans.
e) Submitting ATC flight plan to appropriate ATS unit.
f) Furnishing the PIC, while in flight, with appropriate information that may be necessary for the safe
conduct of the flight.
2.6.3 Flight Operations Officer
Flight Operation Officer is responsible for:
g) Making decision and recommendation in specific operational functions.
h) Supporting, briefing and/or assisting Duty manager, flight operation dispatcher or the PIC
i) Collecting and evaluating the operational documents or related data before its application.
j) Flights operations engineering functions (aircraft performance, flight plan database, flight operations
documentation such as MEL, Airport and airway manual, Weight and balance, RTOW…)
k) Aircraft assignment and scheduling through daily aircraft assignment and scheduling control based
on operation limitation, technical problem and commercial requirement. Flight authorization and
approval through requiring take off/landing/over flight permission for scheduled, chartered, ferry and
aircraft transferring flights
l) Updating aircraft movement information and following flight real time progress.
m) Managing crew member flight schedule, crew tracking and crew roistering.

Duties and responsibilities of operation staff
MANUAL 15 Mar 2017
n) Supervising and updating aircraft’s technical information and notifying duty manager and dispatchers
of any MEL application.
o) Upon schedule changes, supporting duty manager and dispatcher in order that all cargo and
passenger related issues are properly resolved.
FLIGHT OPERATIONS Departments’ responsibilities Rev 00

MANUAL 15 Mar 2017
2.7 DEPARTMENTS’ RESPONSIBILITIES

2.7.1 Operation Control Center
Operation Control Centre has the responsibilities:
a) Maintain updated information with respect to CAAV and other aviation authority laws, regulations,
rules, procedures, operational directives etc as they affect aircraft performance and navigation
requirements and to implement the necessary changes to Company documentation to ensure
compliance;
b) Obtain and analyze information from the aircraft maintenance bases, aircraft and equipment
manufacturers and from other sources relating to matters of aircraft performance, navigation and
equipment requirements;
c) Establish aircraft performance definitions for each aircraft type in the Company’s fleet and to produce
required performance documentation and to ensure its distribution to concerned departments;
d) Establish contact with regulatory authorities, aircraft and equipment manufacturers, other
operationally relevant external entities to receive updated guidelines, documents, etc;
e) Regularly review obstacle and other data and contact re-calculation of performance, as required;
f) Update operational documents software and send to the concerned departments/sections, as
required.
2.7.2 Technical department
Technical department has the following responsibilities:
a) Coordinate with the aircraft manufacturers and equipment vendors to obtain relevant documentation
such as Airworthiness Directives, Service Bulletins, etc;
b) Establish the procedures for the planning and implementation of the above Airworthiness Directives
and Service Bulletins;
c) Inform Operation Control Center of the action plan and time for completion of any Airworthiness
Directive or Service Bulletin that directly affects aircraft performance, navigation or flight deck system
operation.
2.7.3 Flight Crew Division
Flight Crew Division has the following responsibilities:
a) Update changes to Standard Operating Procedures, Route Manual and specific Training Manual;
b) Establish and implement any required pilot training program;
c) Inform Operation Control Centre of the action plan and time for completion of any training program.
2.7.4 Cabin Crew Division
Cabin Crew Division has the following responsibilities:
FLIGHT OPERATIONS Departments’ responsibilities Rev 00

MANUAL 15 Mar 2017
a) Update, print and distribute any changes to Cabin Crew Operation Manual and Cabin crew
Procedure Manual;
b) Establish and implement any required cabin crew training program;
2.7.5 Safety-Quality Department
Safety-Quality Department has the following responsibilities:
a) Update, print and distribute any changes to Quality Manual, SMS Manual
b) Coordinate with authority concerning Aircraft airworthiness
2.7.6 Aviation Security Division
Aviation Security Division has the following responsibilities:
a) Update, print and distribute any changes to Security Manual
b) Coordinate with authority concerning Aircraft security.
2.7.7 Fleet Development Planning
a) Liaises with Operation Control Center regarding the specification of any aircraft to be added to the
Company fleet, whether purchased or leased, new or previously owned, to ensure that Operation
Control Centre can coordinate with other concerned departments as to the degree of standardization
of these aircraft with respect to other aircraft in the Company’s fleet including such items as EFIS
display standardization, units of measurement standardization, etc.
b) Provides Operation Control Center with a copy of the detailed specification of such aircraft to ensure
a satisfactory assessment can be conducted. Operation Control Centre must advise Fleet
Development Planning of any additional requirements that may arise from such assessment.
2.7.8 Material and Supply Management Department
a) Advises to the Board of Management and CEO for policy in activities of providing aircraft spare parts
and materials, in managing the kind for all spare parts and materials of VNA
b) Builds economic and technique parameters to make the determination stock level of spare parts and
materials. Chair in analysing, identifying spare parts and materials, make adjustments
c) Develops annual budget plan, long – term, medium – term and short – term budget plan for activities
in supplying spare parts and materials.
2.7.9 Other Concerned Departments
Other concerned departments have the following responsibilities:
a) Update, print and distribute any changes to operational documentation;
b) Establish and implement any required training program;
c) Inform Operation Control Centre of the action plan and time for completion of any training such
program.
FLIGHT OPERATIONS Communication and Coordination Rev 00

MANUAL 15 Mar 2017
2.8 COMMUNICATION AND COORDINATION

2.8.1 Communication
Company shall provide a communication system that enables and ensures an effective exchange of
operationally relevant information throughout management system for flight operations and among
operational personnel.
2.8.2 Flight Operations Coordination on Flight Safety Issues
a) It is the responsibility of the operations management personnels to ensure that there is a high
degree of coordination between Flight Operations and the following functions (as appropriate) with
respect to flight safety issues:
1) Accident prevention and flight safety (flight risk analysis);
2) Flight crew, cabin crew;
3) Engineering and maintenance;
4) Operation engineering
5) Operations control/Flight dispatch
6) Human and resources;
7) Ground handling, cargo operation and dangerous goods;
8) Aircraft manufacturers (AFM/FM, FCOM, operational and safety communication);
9) Regulatory agencies or authorities
10) Suppliers
b) Such coordination includes:
1) Line operations policies, rules, instructions and procedures;
2) Flight crew training;
3) Technical operations material such as aircraft performance, navigation fleet configuration and
equipment (cockpit layout, MEL/CDL…),
4) Safety critical information including: Airworthiness Directives; operational directives,
manufacturer bulletins; flight crew bulletins or directives; NOTAMs; security alerts or bulletins;
any other safety critical information deemed appropriate by the Company or the Authority.
c) Coordination meetings must be convened between the relevant departments whenever there are
changes to policies and/or procedures to ensure that such changes are implemented in a safe and
coordinated manner.

MANUAL 15 Mar 2017
2.8.3 Safety coordination procedures between Operation Control Centre and other concerned
departments.
2.8.3.1 General
a) Aircraft Performance Definitions:
Operation Control Centre responsible to assess aircraft all engine and engine out takeoff, climb, en-
route and landing (including go-around) performance for each airport and flight routing which
Company operates and must undertake coordination meetings (as required) with Flight Crew
Division (line operations and training) with respect to safety issues that may arise during this
assessment process.
b) Navigation and Infrastructure:
Operation Control Centre is responsible for the preparation and updating of the navigation and
infrastructure data base and must undertake coordination meetings (as required) with Flight Crew
Division (line operations and training) with respect to safety issues with respect to any significant
changes of which flight crew members should be aware.
c) Equipment and Aircraft Definition:
1) During the definition of a new aircraft type or the addition of another aircraft variant to the
Company fleet, Operation Control Centre and Technical department are responsible to ensure
that there is a process, including coordination meetings (as required) regarding the following
items with respect to safety issues:
i) Flight Operations areas of concern;
ii) Flight crew, cabin crew;
iii) Engineering and maintenance;
iv) Operation engineering
v) Manufacturer(s);
vi) Regulatory agencies or authorities;
2) Such coordination shall include:
i) Regulatory requirements
ii) Line operations policies, rules, instructions and procedures;
iii) Flight crew training;
iv) MEL/CDL
v) Fleet and cross-fleet standardization concerns;
vi) Cockpit layout.
3) Operation Control Centre shall be responsible to maintain the minutes of such coordination
meetings and shall be responsible to ensure any "open" items are satisfactorily addressed.

MANUAL 15 Mar 2017
2.8.3.2 Responsibilities of departments in safety coordination procedure

See 2.7 for the description of departments’ responsibilities.
2.8.4 Security coordination procedures between Operation Control Centre and other
concerned departments.
a) For the gathering of aviation security information and for the conduction of aviation security
assurance measures, there shall be an effective coordination between Operation Control Center and
both internal relevant units and external concerned agencies.
b) General Manager of Aviation Security Division, with assigned duties and specific authority, are
responsible for such coordination.
c) Relevant units and concerned agencies include:
1) VNA Internal departments:
i) Operation Control Centre.
ii) Marketing Services Dept.
iii) Marketing & Development Dept.
iv) Cargo Marketing & Planning Dept.
v) Technical Dept.
vi) Emergency Response Centre
vii) IT Dept.
viii) Human and Resources Dept.
ix) Finance Department
x) Planning and Investment Dept.
xi) Offices & Corporate Affairs
xii) Legal Dept.
xiii) Flight Crew Division
xiv) Cabin Crew Division
xv) Flight Training Centre
xvi) Aircraft Engineering Company (VAECO)
xvii) VIAGS
xviii) Northern Regional Office
xix) Middle Regional Office
xx) Southern Regional Office
xxi) Noibai Operation Centre

MANUAL 15 Mar 2017
xxii) Tansonnhat Operation Centre

xxiii) Danang Operation Centre, Middle Regional Office
xxiv) VNA representative or branch office at domestic and foreign airports
2) External agencies concerned:
i) Civil Aviation Administration of Vietnam
ii) Airport authorities
iii) Airports Security Committee
iv) Airlines Operation Committee.
v) Special Departments of Police Ministry and National defense Ministry
vi) Aviation security departments of other airlines
vii) Aviation administration of other nations concerned
viii) AAPA Security Committee and others aviation security organizations in the world.
d) Responsibilities of the above listed units are described in Aviation Security Program (ASP).
CHƯƠNG 3
GIÁM SÁT VÀ KIỂM SOÁT CÁC HOẠT ĐỘNG KHAI THÁC
CHAPTER 3
OPERATIONAL CONTROL AND SUPERVISION
OPERATIONAL CONTROL AND SUPERVISION 3.1 /P 1
Flight Operations Supervision
MANUAL 15 Mar 2017
3.1 GENERAL – VAR 12.197(a)

a) The operational management is responsible for the safety of the flight. In this scope the operational
management is in charge of:
1) The supervision of the operations
2) The control of the operations
b) The operational supervision of the whole operation is ensured by – VAR 16.013(a)(1):
1) Appointing an Accountable Manager in charge to manage the financing and the organization
of operational activities
2) Nominating persons responsible for the management and supervision of the following
operational areas: “Maintenance”, “Flight Operations”, “Crew Training”, “Ground Handling” and
“Safety”.
3) Establishing the organisation, the policies, procedures and instructions
The operational management has to:
i) Define organisation, responsibilities and procedures in the Operations Manual or in the
associated manuals
ii) Put in place a system of promulgation of additional operational instructions and information
4) Maintaining competence of the staff – VAR 16.013 (a)(3), VAR 16.035 (a)
i) Ensure that operational staffs are competent to perform their tasks
ii) Ensure that operational staffs are trained to perform their tasks
iii) Ensure that licences/qualifications of crewmembers, and when applicable of the operational
staff, are valid – VAR 10.153(b).
iv) Provide enough qualified personnel at each dispatch centers to ensure proper operational
control of each flight. – VAR 12.197(c)
5) Performing the operations within the authorized limits
i) Ensure that the Company holds an AOC for the operations being conducted and complies
with terms and conditions of its AOC. Company shall, at all times, continue in compliance
with the AOC terms, conditions of issuance, and maintenance requirements in order to hold
that certificate. The additional or replacement aircraft of a type for which it is currently
authorised may not be operated unless it can show that each aircraft has completed an
evaluation process for inclusion in the Company’s fleet. – VAR 12.010(a)(c), VAR 12.130(b)(c).
ii) Ensure the compliance with the regulatory requirements.
iii) Ensure that aircrafts are airworthy – VAR 12.130(a), VAR 16.013(a)(2)
iv) Ensure that airports and routes are operated in compliance of:

MANUAL 15 Mar 2017
- The AOC
- The operations manual (Policy, procedures, instructions)
- The aircraft flight manual,
- The MEL and the CDL,
- The licences / qualifications of the crews – VAR 10.153(b).
- The flight / duty time limitations and the minimum rest periods of the crewmembers.
6) Implementing corrective or mitigating actions when:
i) Deviations from the standard are identified.
ii) Safety levels of the operations have to be improved.

MANUAL 15 Mar 2017
3.2 FLIGHT OPERATIONS SUPERVISION

The Executive Vice President - Flight Operations is responsible for the overall supervision of flight
operations. He co-ordinates and supervises the operational departments.
3.2.1 Means of supervision
The supervision of the flight operations is achieved through:
c) Putting in place an organizational structure suitable to the scale and the scope of the operations
d) Defining the functions and the responsibilities within this organization
e) Defining in the Operations Manual, the policies and the procedures to ensure that the operations
comply with the content of the granted AOC and its associated Operations Specifications - VAR 12.010(b).
f) Ensuring that aircrafts are operated in accordance with the Operations Manual and within the
approved limitations contained in its Airplane Flight Manual.
g) Ensuring that aircrafts are operated in accordance with the terms of the Certificates of Airworthiness
and with the approved Minimum Equipment Lists.
h) Setting up operational procedures and instructions for all types of operations both on ground and in
flight, which define duty for ground staff and crewmembers.
i) Setting up a checklist system to be used by crewmembers under normal, abnormal and emergency
situations.
j) Training ground staff, managers and crewmembers on the procedures, instructions and checklist
associated to their tasks.
k) Ensuring licence and qualification validity of crewmembers, and competence of operational staff.
l) Promulgating additional operational instructions and information when needed.
m) Monitoring flight time, duty time and rest period of each crewmember and thus ensuring their
compliance with regulatory requirements.
n) Ensuring adequate facility are available to support and conduct the flight
o) Ensuring that the ground handling facilities allow the safe handling of the flight at arrival, during the
turn around, and the departure – VAR 16.013 (a)(3).
p) Checking, analysing flight and maintenance records, pilots and cabin crew reports as well as
passenger complaints.
q) Storing these records during the statutory periods.
r) Putting in place an Operational Control Centre to supervise and manage all operational daily events in
respects of the safety, the efficiency of the operations and the satisfaction of passenger. In this aim,
the OCC ensures with the Maintenance Control Centre (MCC) that maintenance actions can be
performed or planned in accordance with the aircraft flight planning to ensure the airworthiness of the
aircraft during daily operations.

MANUAL 15 Mar 2017
3.2.2 Supervision of Operational Documentation – VAR 12.165, VAR 12.187 (b)(c)(d)

Operation Control Center shall carry out regular supervision to ensure:
a) The content of operations manuals is in accordance with the complexity of the operation and of the
type and number of aircraft operated.
b) All flight operations personnel have an easy access to a copy of each part of the Operations Manual,
which is relevant to their duties. In addition, the crewmembers must be provided with either paper or
electronic personal copy of, or relevant sections from Parts A, B, C and D of the Operations Manual
for personal study – VAR 12.163(d); VAR 12.170(a)(d); VAR 12.173(b).
c) The operations manuals should be such that:
1) all parts of the manual are consistent and compatible in form and content;
2) the manual can be readily amended; and
3) the content and amendment status of the manual is controlled and clearly indicated.
d) The operation manuals should include a description of its amendment and revision process
specifying:
1) the person(s) who may approve amendments or revisions;
2) the conditions for temporary revisions and/or immediate amendments or revision
3) changes required in the interest of safety; and the methods by which operator personnel are
advised of the changes.
e) Operation manuals and/or documentation received from an external sources are monitored to ensure
that revisions are received in accordance with the normal revision cycle and that such documentation
is distributed in a timely manner. These manuals and documentation include, but not limited to:
1) Regulations from Vietnam and other states relevant to operations, as applicable
2) ICAO International Standards and Recommended Practices, as applicable;
3) IATA rules and regulations;
4) Airworthiness Directives;
5) Aeronautical Information Publications, including NOTAMS; Airway manual
6) State approved or accepted Aircraft Flight Manuals (AFM/FM);
7) Manufacturer’s aircraft operating manuals, including performance data, weight and balance
data/manual, checklists, MMEL/CDL, bulletins;
8) Other manufacturer’s operational communications, as applicable
9) Aeronautical Information Circular (AIC), Aeronautical Information Regulation and Control
(AIRAC),
10) Other information sources prescribed by the CAAV.

MANUAL 15 Mar 2017
f) The aeronautical data information system is capable to provide aeronautical information essential for
the safety, regularity and efficiency of air navigation to the flight crew and operational personnel at any
aerodrome authorized in the AOC and VAR.
3.2.3 Competence of operations personnel
a) Company shall ensure that all personnel assigned to, or directly involved in, ground and flight
operations are properly instructed, have demonstrated their abilities in their particular duties and are
aware of their responsibilities and the relationship of such duties to the operation as a whole.
b) Operations personnel competency monitoring:
1) For crewmembers: A training and checking program ensures that each crewmember is
competent. The monitoring of the validity of the licences and qualification ensures that
crewmember without valid required licences or qualifications cannot be nominated as
crewmember on a flight. Line checks also allow assessing flight crewmembers competence
and adherence to airlines policies and procedures.
2) For ground personnel: The managers of ground personnel must ensure that they have
received the adequate training and that they are competent to perform their tasks. The
managers may conduct appropriate checks. For certain positions (e.g. dispatchers), a specific
license or qualification may be required by CAAV to ensure that the required competence is
fulfilled.
3.2.4 License and qualification validity
a) The supervision of crewmembers’ license and qualification validity is performed by the Flight Crew
Division and Cabin crew Division. The crew-scheduling officer must check to ensure that medical
certificate, flight license and rate qualification of crewmembers designed to fly are valid and
appropriate to the scheduled flights.
b) Each license entitles its holder to exercise its privilege as long as it remains valid. Nevertheless, at the
end, it is the holder’s responsibility to not perform a flight without having the valid licenses and
qualifications required for the flight.
3.2.5 Flight Operations Schedules
3.2.5.1 Crew Scheduling
a) Crew scheduling department must continually monitor and adapt crew rostering to eliminate
situations where it is apparent that undue fatigue may be occurring. There are some general
considerations that will impact fatigue that may necessitate that the Company’s scheduling provide
additional time for rest, such as the:
1) Number of sectors planned;
2) Local time at which duty begins;
3) Pattern of resting and sleeping relative to the crew member’s circadian rhythm;
4) Organization of the working time; and
5) Augmentation of the flight crew.
b) Although the supervision of flight duty time and rest time is ensured by crew scheduling department, it
is the crew members’ responsibility to not perform a flight without complying:
MANUAL 15 Mar 2017
1) With maximum Flight/ Duty time requirements or with its authorized excess.
2) With minimum rest time or with its authorized reduction.
c) Any excess of flight duty or reduction of rest period must be reported to the Company.
3.2.5.2 Aircraft Scheduling – VAR 12.070
a) In establishing flight operations schedules, Company shall:
1) Allow enough time for the proper servicing of aircraft at intermediate stops, and
2) Consider the prevailing winds en-route and cruising speed for the type of aircraft.
b) The cruising speed used for these schedules may not be more than that resulting from the specified
cruising output of the engines.
3.2.6 Operated Airports, routes and areas of operations
a) Company shall only authorize the use of aerodromes that are adequate for the type(s) of aircraft and
operation(s) concerned.
b) An adequate aerodrome is an aerodrome which the operator considers to be satisfactory, taking into
account the applicable performance requirements and runway characteristics; at the expected time of
use, the aerodrome will be available and equipped with necessary ancillary services such as ATS,
sufficient lighting, communications, weather reporting, nav-aids and emergency services.
c) Company shall ensure that operations are conducted in accordance with any restriction on the routes
or the areas of operation, imposed by the Authority.
d) Flight crew must have current and suitable airport and route documentation to perform their flight and
if needed, flight crew must be specifically trained and qualified to operate specific airports, routes or
areas.
e) Company must provide:
1) The list of airports or of airport procedures adequate for the operations. This list must be kept
updated and take account of NOTAM.
2) Any operational restrictions to Flight dispatch and Flight crew if required by the technical
status of the aircraft.
3) The performance computations. They must update them to take account of new operational
constraints. Runway and obstacles data have a direct impact on take-off and landing
performance and must be especially monitored. For that AIP and NOTAM can be used. But
due to the difficulty to obtain all AIP, Company subcontract this monitoring of runway/obstacles
to Jeppesen.
3.2.7 Control analysis and storage of documents
Flight documents, records, reports are used for the supervision of the operations.
3.2.7.1 Documents used for the preparation and execution of the flight – VAR 10.283
a) Flight documents to be carried for each flight are listed in 8.1.12.1 – note (2).

MANUAL 15 Mar 2017
b) By examining and signing these documents, the PIC certifies that he is satisfied with the flight
preparation.
c) Flight documents to be retained on ground for at least the duration of the flight are:
1) A copy of the operational flight plan (hard copy of computerised flight plans needs not to be
retained if it may be re-issued)
2) Copies of the relevant parts of the aircraft Technical Log
3) Route specific NOTAM documentation if specifically edited by the VNA
4) Load sheet
5) Special loads notification
d) These documents shall be retained until they have been duplicated at the place at which they will be
stored mentioned in 3.2.7.6.
e) CAAV may permit the information detailed above, or parts thereof, to be presented and retained in a
form other than on printed-paper.
3.2.7.2 Records and Reports
a) After each flight the PIC shall ensure the completion of the Technical Log, which contains: aircraft
registration, flight number, date, place and time of departure and arrival, crewmembers’ names and
duty assignments.
b) He shall also reports all occurrences to Safety-Quality Department and/or Aviation Security Division
as required in Chapter 11 - Handling of accident and occurrences.
c) As appropriate, Air Safety Report or Confidential Report may also be submitted to Safety-Quality
Department and/or Aviation Security Division.
3.2.7.3 Flight data recorders
a) Each aircraft shall be equipped with a Flight data recorder (FDR):
1) The FDR shall be capable of recording the last 25 hours of aircraft operation, at a minimum.
The FDR shall be capable of recording time, altitude, airspeed, normal acceleration and
heading, at a minimum.
2) Aircraft with a maximum certificated take-off mass in excess of 27,000 kilograms shall be
equipped with a Type I FDR.
3) FDRs use a digital method of recording and storing data.
b) The FDR shall not be reactivated before their disposition is determined by the investigating Authority –
VAR 10.173(d).
c) Following an accident or incident for which reporting to the Authority is required the original recorded
data pertaining to that occurrence shall be preserved as retained by the recorder for a period of 60
days unless otherwise directed by the investigating authority – VAR 12.120(a)(2), VAR 12.120(b).
d) Company shall, within a reasonable time after being requested to do so by the Authority, produce any
recording made by a flight recorder, which is available or has been preserved – VAR 12.120(a)(2).

MANUAL 15 Mar 2017
e) The operational checks and evaluations of flight recorder recordings must be conducted to ensure the
continued serviceability of the recorders – VAR 120(a)(1).
f) The flight data recorder recordings may not be used for purposes other than for the investigation of an
accident or incident subject to mandatory reporting except when such records are:
1) Used by the operator for airworthiness or maintenance purposes only; or
2) De-identified; or
3) Disclosed under secure procedures.
g) Effective 1 January 2018, any aircraft shall be equipped with an FDR that has a securely-attached
automatically-activated underwater locating device that operates at a frequency of 37.5 kHz and,
once activated, operates for a minimum of 90 days.
3.2.7.4 Cockpit Voice recorder data
a) Each aircraft shall be equipped with a CVR that records the aural environment on the flight deck
during flight time and is capable of retaining recorded information for the last 120 minutes of its
operation, as a minimum.
b) CVR data may not be used for purposes other than for the investigation of an accident or incident.
3.2.7.5 Record system – VAR 12.081(a), VAR 15.008(d)
a) Company management and control system for the retention of current records is used to ensure the
content and retention of such records are in accordance with the requirements of CAAV, and to
ensure operational records, including fulfillment of flight crew and dispatcher qualification, training
requirements and evaluations, are subjected to standardized processes for – VAR 12.083(a)(b); VAR 12.090(a);
VAR 12.093(a); VAR 12.100:
1) Identification;
2) Legibility;
3) Maintenance;
4) Retention and retrieval;
5) Protection and security;
6) Disposal, deletion (electronic records) and archiving.
b) Company shall ensure that all records required are completed – VAR 12.080(a):
1) For qualification and experience of that personnel or airworthiness, prior to the use of the person,
aircraft or component in commercial air transport operations.
2) For all other records, as the necessary information is provided to the person designated to
complete the record.
c) Company shall ensure that its procedures for providing information to the persons designated to
complete a specific record are provided in a timely way so that the record is continuously up-dated
and available for consideration for the planning and conduct of commercial air transport operations –
VAR 12.080(b).

MANUAL 15 Mar 2017
d) The person(s) designated to complete a specific record shall be given that designation in writing and
provided training and written policy guidance for the completion of the document with respect to timing
and accuracy – VAR 12.080(c).
e) Each person designated to complete and/or sign a record required shall make the required entries
accurately and in a timely manner so that the record used for planning and conducting commercial air
transport reflects the true situation at the time of use – VAR 12.080(d).
f) Each record required for Company operations and maintenance purposes shall be completed in ink or
indelible pen, unless otherwise approved by CAAV – VAR 12.080(e).
3.2.7.6 Document storage period – VAR 16.030(b)(c)(d); VAR 12.055(c3); VAR 10.283(d), VAR 15.008(d)
a) Flight operations documentation is to be retained in safe custody and stored in a format acceptable to
the CAAV in accordance with the following tables:
Table 3.1 - Pre-Flight Information
Document Period Place Remarks

Communications records 30 days OCC, TOC,
NOC, DOC
Dispatch release, flight plans/ enroute 3 months OCC, TOC, VAR 12.115(f), VAR 10.283 (d)
amendment flight plans, flight weather NOC, DOC VAR Appendix 1 to 12.081
briefings
Aircraft technical log 24 months VAECO VAR 12.103(f), VAR 12.104(c),
after the VAR 10.283 (d), VAR Appendix 1
to 12.081
date of the
last entry
Route specific NOTAM/AIS briefing 3 months OCC, TOC, VAR 12.115(f), VAR 10.283 (d)
documentation if edited by the operator NOC, DOC
Fuel and oil records 3 months OCC, TOC, VAR 12.104 (c), VAR
NOC, DOC 12.115(f), VAR 10.283 (d), VAR
Appendix 1 to 12.081
Mass and balance documentation 3 months VIAGS, VAR 12.113(e), VAR 10.283 (d)
(NBA,/DAD/
TSN braches)
NOC/DOC/
TOC
Notification of special loads including 6 months Ground VAR 10.283 (d)
dangerous goods Handling Agent
Cargo manifest, General Declaration and 3 months Ground VAR 10.283 (d)
passenger manifest Handling Agent

MANUAL 15 Mar 2017
Table 3.2 - Reports
Reports Period Place

Journey log 3 months Flt Crew Div
Flight report(s) for recording details of any occurrence or any event 3 months Safety- Quality
which the PIC deems necessary to report/record Department
Reports on exceedance of duty and/or reducing rest periods 3 months Flt Crew Div
Table 3.3 - Flight Crew Records
Record Period Place Remarks

Flight order including Flight crew 02 years Flt Crew Div VAR Appendix 1 to
names and duty assignment. 12.081
Flight, duty and rest time

License and medical certificate Until 12 months after the flight crew Flt Crew Div VAR Appendix 1 to
member has left the employment of the 12.081
operator
Conversion training and checking Until 12 months after the flight crew Flt Crew Div
member has left the employment of the
operator
Command course (including Until 12 months after the flight crew Flt Crew Div
checking) member has left the employment of the
operator
Recurrent training and checking Until 12 months after the flight crew Flt Crew Div
operator
Training and checking to operate 3 years Flt Crew Div
in either pilot’s seat
Recent experience (Chapter 5.0 15 months Flt Crew Div
– E. Recent Experience)
Route and Airport competence Until 12 months after the flight crew Flt Crew Div
(Chapter 5 – D. Route and member has left the employment of the
Airport Competency) operator
Training and qualification for Until 12 months after the flight crew Flt Crew Div
specific operations. member has left the employment of the
operator
Dangerous goods Until 12 months after the flight crew Flt Crew Div
operator
Flight order 3 months Flt Crew Div
Personal Details Until 12 months after the flight crew Flt Crew Div
operator

MANUAL 15 Mar 2017
Table 3.4 - Cabin Crew Records
Flight, duty and rest time 02 years Cabin Crew Div VAR Appendix 1 to
12.081
Initial training, conversion As long as the cabin crew Cabin Crew Div
differences training (include member is employed by the
checking) operator.
Recurrent training, refresher Until 12 months after the cabin Cabin Crew Div
and checking crew member has left the
employment of the operator.
Dangerous goods training Until 12 months after the cabin Cabin Crew Div VAR Appendix 1 to
crew member has left the 12.081
Personal Details Until 12 months after the cabin Cabin Crew Div VAR Appendix 1 to
crew member has left the 12.081
Table 3.5 - Records for Flight Operation Officer/Dispatcher

Until 12 months
Licenses, training/qualification of other Operations Units VAR Appendix 1
after an to 12.081
personnel for whom an approved training FOO/FOD
programme is required, initial training and has left the
specific training employment of
the operator.
Until 12 months
Annual recurrent training, annual Operations Units VAR Appendix 1
after an to 12.081
competency evaluation records, flight desk FOO/FOD
familiarization records, OJT training of other has left the
personnel for whom an approved training employment of
programme is required the operator.
Until 12 months
Personal Details Operations Units VAR Appendix
after an
FOO/FOD 1 to 12.081
has left the
employment of
the operator.

MANUAL 15 Mar 2017
Table 3.6 - Other Records
Record Period Place
Quality system records 5 years Safety - Quality Department

b) In case records, documentation and data are stored on computer a secure back-up system must be
implemented to preclude the loss of records due to hardware or software failures. An electronic
system is programmed to create back-up files on a schedule that ensures records are never lost.
Typically, an electronic system is provided for file back-up on a daily basis.
c) All personnel records shall be retained by the Company in safe custody for at least six months after
the individual has left the employment by VNA – VAR 12.083(e).

MANUAL 15 Mar 2017
3.2.7.7 Safety Oversight of Outsourced Functions – VAR 12.068

In the situation where the Company decides to outsource any function that affects safety or quality (e.g. to
contract in wet lease operations, to outsource maintenance activities or pilot training, etc) the Safety -
Quality Department is responsible to ensure that suppliers of such outsourced service(s) meet all required
standards prior to service provision and on a continuing basis whilst supplying these service(s) to the
Company.
3.2.7.8 Flight Operations Review
The Executive Vice President - Flight Operations is responsible for convening a Flight Operations Review
meeting at least once every six months which must undertake a review of the followings:
a) Operations during the previous period with emphasis on any safety issues that arose during the
period;
b) An assessment of current operations to determine areas for improvement;
c) An assessment of future needs particularly with respect to check and training personnel; and
d) Whether there should be any changes to the management system to ensure quality and safety
standards are maintained.

OPERATING PROCEDURES 3.3 /P 1
MANUAL Operational control 15 Mar 2017
3.3 OPERATIONAL CONTROL

3.3.1 General – VAR 12.197(a), VAR 12.200(a)
a) Company shall establish and maintain a method of exercising operational control approved by CAAV;
and exercise operational control over any flight operated under the terms of his AOC – VAR 16.010(a); VAR
10.277.
b) Operational control means the exercise by the Company, in the interest of safety, of responsibility for
the initiation, continuation, termination or diversion of a flight – VAR 16.010(b); VAR 12.003(a)(7).
c) The following methods are established to exercise operational control:
1) Flight-following: This method of flight supervision ensures timely communication of
departure and arrival times via Netlines system – VAR 16.025(a)(2)
2) Flight locating: This method of flight supervision ensures that the aircraft and crew are
located after the completion of a flight (upon confirmation by movement message) or after a
specified maximum time without contact by crew members to OCC – VAR 16.025(a)(1)
3) Flight watch: The method of flight supervision that ensures active monitoring by the
Operation Control Center of the conditions that may affect the flight and the ability to
communicate with the flight(s) while en-route. This is done via Hermes, SITA AIRCOM
system. – VAR 16.025(a)(3)
d) Company shall ensure the three above methods are followed, with flight-following considered as the
primary method of flight supervision. – VAR 16.013(a)(5), VAR 16.025(c)(d)
e) Company maintains a 24-hour flight supervision with adequate back-up solutions in case of failure of
automate system (Netlines).
f) Company provide manual access to LFM55, ACARS, SATCOM, VHF, HF, SITA, AFTN..., or security
camera system which provides the PIC with any information having an operational impact or with
information requested by the PIC. This facility should be used as an information source, particularly in
the event of non-routine occurrences such as a diversion to alternate, etc – VAR 12.200.
g) Although the PIC and Flight Dispatcher are jointly responsible for all pre-flight decisions, functions,
duties or tasks associated with the operational control of a flight, the PIC has sole responsibility during
the flight. Where the PIC’s decision differs from the Dispatcher’s recommendation, the Dispatcher
shall make a record of the associated facts – VAR 16.010(c); VAR 16.020(a)(b)
h) Any information regarding the control of flight operation that may arise after aircraft’s departure (after
aircraft door closed) shall be provided by Flight Dispatcher to the ATS in order to be informed to the
PIC for his further decision.
i) The priority policy in aircraft operations is as follows:
1) Safety
2) On-time
3) Passenger comfort
4) Economy

3.3.2 Operation Control Procedure – VAR 12.187(c)

Operational control functions are performed by qualified pilot or flight dispatcher at operations base by
strictly following operation control procedure – VAR 16.015(b):
a) Initiation of the flight:
1) OCC coordinates latest information on the planned flight and take the necessary decisions to
ensure the flight or to cancel it.
2) The flight operation dispatcher who prepares and provides all related flight document to the
flight crew shall: – VAR 16.040
i) Check the flight permission
ii) Gather and check all concerning operational information (Meteorological information on the
departure/en-route/emergency/ destination and alternate airports, MEL, Payload, NOTAM
etc…) – VAR 16.037(b), VAR 10.280(c)
iii) Prepare the Computerised flight plan – CFP (If the flights are delayed for more than 4
hours, a new flight plan will be issued), submit ATC flight plan to ATC and distribute
operational CFP to the relevant airport where the Company flight dispatcher is not
stationed – VAR 16.013 (a)(4), VAR 10.280(d)
iv) Brief flight crew with security information or threat to VNA (if noticed by Aviation Security
Division) before flight.
3) The operational flight plan, all related flight documents and any changes of these documents
must be checked and determined to be complete and accurate by flight crew and flight
operation dispatcher. The operation flight plan shall be reissued if necessary upon changes in
related flight documents. Latest operational flight plan must be approved by the PIC and flight
operation dispatcher by signing in the Flight Release before departure to ensure that the flight
can be safely completed.– VAR 16.030 (a), VAR 16.035 (a), VAR 10.280(a)(b).
4) Station manager supervises all airport activities (passenger, ground handling, loading). He
coordinates also with OCC and the PIC of the flight. The station manager is responsible of the
flight until the PIC takes the responsibility of the flight (door closed).
5) It is the responsibility of the PIC to initiate the flight.
b) Once the flight has commenced:
1) The authority to dispose of the aircraft rests with the PIC.
2) Pilots are responsible for monitoring weather at destination airport, en-route alternates (if
applicable), destination alternates if applicable (VOLMET or other appropriate service),
NOTAM’s etc…during the flight to be updated with the latest changes to ensure the safety of the
operation.
3) In the event of changed conditions at the destination or alternate airport due to weather or some
other factor the PIC must take the responsibility as to the appropriate course of action.
4) In the case where a flight diversion becomes necessary or is anticipated the PIC should contact
the ATC as well as the dispatchers to keep all parties informed of his plan of action.

5) The flight operation dispatchers are responsible to have current and accurate information
available, to allow informed decision-making on completing the mission – VAR 16.013(a)(6):
i) Meteorological information en-route, at destination and alternate airports, analyse such
information and furnish the Flight crew of the significant weather with the relevant advisory.
ii) ATS status, navigation aids, used route and destination, alternate airport facilities, check
the latest NOTAM, AIP and ATS notice
iii) Aircraft position, endurance and routing basing on the CFP or the equipped facilities
iv) Fuel supply, including actual en route consumption compared to planned consumption, as
well as the impact of any changes of alternate airport or additional en route delays
v) Aircraft equipment that becomes inoperative, which results in an increased fuel
consumption or a performance or operational decrement, is to be considered and planned
for, to ensure the aircraft makes a safe landing at an approved airport.
vi) Security issues that could affect the routing of the flight or its airport of intended landing.
vii) Communicate the flight crew in - flight progress via the Company means of air/ ground
communication such as: VHF ACARS, HF, VHF, SATCOM ... if available operating
procedures – VAR 12.203 (a)(b).
viii) Readily support the flight crew in calculating CFP amendment in case of re-routing,
diversion and re - dispatch. This task will be coordinated and verified through the recorded
agreement of the PIC.
ix) Timely report the operational irregularities information and the flight crew requirement to
the Operation Control Supervisor for the necessary assistance
x) Monitor MVT message, inform ETA to Operation Control Supervisor forwarding to
concerned sections (NOC,TOC,DOC, Vietnam Airlines representative at airports, Ground
handling) when appearance any ab-normal for flight, divert to alternate airport or return to
departure airport.
6) Each person transmitting operational instructions to an aircraft involving a change to a flight
plan should coordinate those changes with the appropriate ATS unit prior to transmission to the
flight – VAR 16.027.
c) After the flight
1) The PIC must report to the Flight Crew Director and the Safety-Quality Department Director any
operational procedure deviation and any event providing useful information for the
enhancement of flight safety.
2) The Flight Operation Dispatcher must check movement message (MVT) to identity the flight has
been completed.
d) In emergency situation
In the event of an emergency situation that endangers the safety of the aircraft or persons, and which
becomes known first to VNA, the Flight Operation Dispatcher, Flight Operation Officer or other delegated
person assigned responsibility for implementation of action shall:

1) Initiate an emergency procedure as described in corporate FOM and ERP, while avoiding taking
any action that would conflict with ATC procedures. – VAR 16.023(a5)
2) Convey to the PIC, by any means, safety related information that may be necessary for the safe
conduct of the flight including information relevant to any amendment of the flight plan that
becomes necessary in the course of the flight.
3) Notify appropriate managers and authority of the situation without delay. – VAR 16.023(c)
4) Request the assistance from Civil Authority, ATS or other department(s) if required.
5) Company shall remain, at all times have available for immediate communication to rescue
coordination centres, lists containing information on the emergency and survival equipment
carried on board any of their aircraft. This information shall include, as applicable, the: – VAR
10.185(a)(b)
i) Number, colour and type of life rafts and pyrotechnics,

ii) Details of emergency medical supplies,
iii) Water supplies, and
iv) Type and frequencies of the emergency portable radio equipment.

3.3.3 Contacts and Responsibilities

Flight operation and dispatch is carried out and controlled by 4 units – VAR [16.015(b)]; VAR 12.197(b):
No Unit Contact Responsibility
1 Operation Control Duty manager OCC
Center (OCC) TEL: 04.38271539
-200 Nguyen Son, FAX: 04.38272916
Long Bien, Ha Noi SITA: HDQOOVN Operation control and dispatch, document
Dispatcher OCC preparation, flight watch provision
TEL: 04.38720884
FAX: 04.38272916
SITA: HDQOVVN
Maintenance controller at OCC
TEL: 0913203225
FAX: 04.38728974
Cockpit crew controller at OCC
TEL: 04.38728058
FAX: 04.38272916
Cabin crew controller at OCC
TEL: 04.38728053
FAX: 04.38272916
2 Noibai Operation Dispatcher Flight operation supervision and pre - flight
Center (NOC) TEL: 04.35844362 briefing to crew, post flight procedures (for flights
Noi Bai International FAX: 04.35844330 departing from HAN)
Airport SITA: HANOOVN
NOC Controller
TEL: 04.35876535
FAX: 04.35876564
SITA: HANOAVN
3 TanSonnhat Dispatcher Flight operation supervision and pre - flight
Operation Center TEL: 08.38441896 briefing to crew, post flight procedures (for flights
(TOC) FAX:08.38456172 departing from TSN)
TanSonnhat SITA: SGNEFVN/ SGNEEVN
International Airport VHF: 129.7
4 Danang Operation Dispatcher Flight operation supervision and pre - flight
Center (DOC) TEL: 0511.3828346 briefing to crew, post flight procedures (for flights
TanSonnhat FAX: 0511. 3749093 departing from DAD)
International Airport SITA: DADOOVN/ DADAOVN
3.3.4 Compliances with State Laws – VAR 10.115.

a) Persons performing the operational control duties shall avoid taking any action that would conflict with
the procedures established by Air traffic control, meteorological service, communications service and
by VNA – VAR 16.023(b).
b) For aircraft registry of Vietnam, the jurisdiction of CAAV will apply with respect to flight crew licensing,
safety of operation and airworthiness even whilst operating in foreign territory.
c) All pilots shall be familiar with the laws, regulations and procedures pertinent to the performance of
their duties, prescribed for the:
1) Areas, airspaces, states to be traversed,

2) The aerodromes to be used; and

3) The air navigation facilities relating to them.
d) All other members of the crew, managers and other staffs shall be familiar with the laws, regulations
and procedures as are pertinent to the performance of their respective duties in the operation of the
aircraft – VAR 10.115(a); VAR 10.290; VAR 10.295; VAR 10.460(b), 14.040 (b)(3)
e) The PIC must notify the appropriate local Authority without delay in the event of any emergency
situation that necessitated action in violation of local regulations and/or procedures and, if required by
the State of occurrence, submit a report to the appropriate local Authority and also the CAAV within
10 calendar days using the report form in Chapter 13 – VAR 10.115(c).
3.3.5 Negligent or reckless operations of the aircraft – VAR 10.293
No person may operate an aircraft in a negligent or reckless manner so as to endanger life or property of
others.
3.3.6 Inadequacy of Facilities
Cockpit crew or ground personnel must report to the responsible Authority without undue delay any facilities
associated with the safety of flight observed during the course of operations that are performing
inadequately. Such information must also be immediately distributed to applicable operating areas within
the Company.

System of promulgation of
additional operational instructions and information
MANUAL 15 Mar 2017
3.4 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONS AND

INFORMATION
Promulgation of information that may be of an operational nature but supplementary to that contained in the
Operations Manual, is made by an internal operator information system.
3.4.1 Company Information System
a) Operational information or instructions are promulgated through the Company information system. It
may consist to dispatch them via official notices on paper format, by internal electronic mail and/or
through the Company web site. An acknowledgement that the information or the instruction has been
read by the end-user must complete their dispatch.
b) A good practice is to have the copy of these notices sorted by categories/dates on paper format or on
digital format (e-briefing) at the flight dispatch. An updated list of these notices must also be available
at the flight dispatch to ensure that the crewmembers can easily check that they don’t miss any
information or instruction.
c) The concerned department responsible for issuance of information or instruction is also responsible
for its follow-up and cancellation.
d) When applicable, the information/instruction must state the issue date along with the beginning and
end dates of its applicability. If applicability period cannot be stated, the statement “Valid Until Further
Notice” shall be used.
e) Operation and Administrative Notices to Cockpit Crew and/or Cabin Crew may be issued to alert crew
members to a temporary situation. Such Notices must be sequentially numbered, issued to each crew
member and registered in a master book.
f) On a regular basis Operation and/or Administrative Notices must be reviewed and either rescinded or
incorporated in an applicable manual.
3.4.2 Aircraft manufacturer information
The available technical, operational and safety data are provided by Aircraft Manufacturer. After the
concerned departments have validated and assessed its interest for the operation, this information shall be
promulgated as internal Company information.

Power of authority
MANUAL 15 Mar 2017
3.5 POWER OF AUTHORITY

a) The Authority has the power to deliver the right to operate commercial flights by means of an Air
Operator Certificate (AOC)
b) An AOC may be varied, suspended or revoked if the Authority is no longer satisfied that the operation
is safe.
c) The Authority has the privilege to grant an exemption from any requirement prescribed in VAR. In
such a case, the Authority is responsible for ensuring that an acceptable level of safety can be
maintained.
d) The Accountable Post holder, the Maintenance Post holder, the Flight Operations Post holder, the
Ground Operations Post holder, the Training Post holder and the Quality Manager must be
acceptable to the Authority.
e) The Authority has the right to interview any nominee or call for additional evidence of his suitability
before deciding upon his acceptability.
f) The Authority has the power to:
1) Determine the adequacy, relevance and consistency of the AOC holder’s compliance with the
requirements;
2) Assess the efficiency of the operator’s internal monitoring procedures and confirm the availability
of sufficient resources and proper processes, as documented by the AOC holder’s Quality
System;
3) Verify by means of inspections, compliance with the requirements and the effectiveness of the
AOC holder’s Quality System;
g) The Authority has the power to conduct tests and inspections, at any time or place, to determine
whether VNA is complying with the applicable laws, regulations and AOC terms and conditions – VAR
12.055(b).
h) The Authority has the power to assess the continued competence of an AOC holder’s by inspection
and monitoring of:
1) Infrastructure
2) Manuals
3) Training
4) Crew records
5) Maintenance
6) Ramp
7) Equipment
8) Pre-flight preparation
9) Release of Flight/Despatch
10) Flight
11) Ground
Power of authority
MANUAL 15 Mar 2017
12) Dangerous Goods

13) Quality System and results of operator’s Quality audits
i) In order for the Authority to implement its power and privileges, VNA must ensure:
1) Any time such an inspection is conducted in the premises of the company, a competent member
of the department inspected and a representative of the Safety-Quality Department must
accompany the member of the Authority.
2) For flight inspections, any person authorised by the Authority must be:
i) permitted at any time to board and fly in any aircraft operated in accordance with an AOC
issued by that Authority and to enter and remain on the flight deck – VAR 12.053(a)(3)
ii) provided with a forward observer’s position on each aircraft from which the flight crew’s
actions and conversations may be easily observed – VAR 12.053(b)
iii) provided with a seat in the cabin crew in the event that the forward observer’s seat described
in (ii) above is determined not to be operational by the Authority. In this case, VNA must
make necessary repairs to the forward – VAR 12.053(c)
3) The PIC shall, within a reasonable time of being requested to do so by a person authorised by an
Authority, produce to that person the documentation required to be carried on board.
4) However, at any time, the PIC may refuse access to the flight deck if, in his opinion, the safety of
the aircraft would thereby be endangered.
5) The Authority is granted access to and co-operation with any organization or facilities that VNA
has contracted for services associated with commercial air transport operations and maintenance
or services..– VAR 12.053 (a)(2)
6) The forward observer’s position (seat, oxygen mask and interphone system) shall be operational
at all times. In the event that the seat is determined not to be operational by CAAV, VNA will
make the necessary repairs to the forward observer’s position within three days. – VAR 12.053 (c)(2)

CHƯƠNG 4
THÀNH PHẦN TỔ BAY
CHAPTER 4
CREW COMPOSITION
CREW COMPOSITION 4.1 /P 1
Rev 00
FLIGHT OPERATIONS
Method for determining crew composition
MANUAL 15 Mar 2017
4.1 METHOD FOR DETERMINING CREW COMPOSITION - VAR APP 1 TO12.153 (d)(4)(A)(11)
4.1.1 General principles
The following criteria, as a minimum, are to be considered in determining the crew composition:
a) Type of aircraft being used;
b) The area and type of operation being undertaken (e.g. long range, EDTO, MNPS, AWO, Polar, etc…)
c) Type of flight (revenue, non-revenue)
d) The phase of the flight;
e) The minimum crew requirement and flight duty period;
f) Flight crew qualification and experience;
g) The designation of the PIC and Purser and, if necessitated by the duration of the flight, the procedures
for their relief;
h) The number of on-duty mechanics, dispatchers, load control staffs on board (if required).
4.1.2 Flight crew composition determination instruction
4.1.2.1 Minimum flight crew composition
a) The minimum flight crew is specified in the AFM/FM and in the Limitations section of the Standard
Operating Procedures – VAR 10.040(a).
b) Flight crew is composed of two pilots (including at least one Captain) when the cockpit is arranged and
certified for a two-member crew operation – VAR 10.040(b).
c) The flight crew shall include additional flight crew member when required by the type of operation
and/or the flight duration and/or flight time limitations.
d) Male pilot between the age of 60 and his 65th birthday or female pilot between the age of 55 and her
60th birthday in commercial aircraft shall be accompanied by a male flight crew member under 60 or by
a female flight crew member under 55, respectively. The number of duty pilots between 60 and 65 (for
male pilot) and between 55 and 60 (for female pilot) must not exceed:
1) 1 pilot for flight crew consisting of 2-3 pilots
2) 2 pilots for flight crew consisting of 4 pilots
e) The flight crew includes additional flight crew members when required by the type of operation, and is
not reduced below the number specified in the Flight Operations Manual. – VAR 10.040(c).
4.1.2.2 Relief of flight crew member – APP 2 to VAR 10.125
A flight crewmember may be relieved in flight of his duties at the controls by another suitably qualified flight
crewmember.
a) Relief of the PIC
1) The PIC may delegate the conduct of the flight to:
i) Another qualified PIC; or
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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
ii) During the en-route cruise portion of the flight, a qualified pilot who - APP 1 to VAR 10.125 (a)(1):
- Is the holder of a valid Airline Transport License;
- Has completed conversion training and checking (including Type Rating training) course;
- Has completed all re-current checking and training and received training in the practice of
drills and procedures which would not normally be the relieving pilot’s responsibility;
- Meets recent experience requirements specified in 5.2.3 Flight Crew Qualification
Requirement;
- Meets pilot in command route competence qualifications as per 5.2.5 Route and
Aerodrome Competency;
2) The PIC must make a positive statement that the command for the flight has been transferred to
the relief PIC. This statement must be clearly understood, accepted and acknowledged by both
pilots.
b) Relief of the co-pilot
The co-pilot may be relieved by:
1) Another suitably qualified pilot; or
2) Second officer (cruise relief co-pilot operating in cruise only) qualified as detailed in Part D1 -
Training Policy.
4.1.2.3 Inexperienced flight crew member
a) VNA must ensure that procedures are established and acceptable to CAAV, to prevent the crewing
together of inexperienced flight crew members;
b) A pilot is considered inexperienced following completion of Type Rating or command course, and the
associated line flying under supervision, until he has achieved on the type either:
1) 100 flying hours and flown 10 sectors within a consolidation period of 120 consecutive days; or
2) 150 flying hours and flown 20 sectors (no time limit).
c) Crewing together of inexperienced flight crew is not authorised. However, a lesser number of flying
hours or sectors, subject to any other conditions which the CAAV may impose, may be acceptable to
CAAV when:
1) Company introduces a new aeroplane type; or
2) Flight crew members have previously completed a type conversion course with the same
Operator.

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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
4.1.2.4 Augmented Crew Operations

The following rules apply to augmented crew operations:
a) All pilots must be present at pre-flight briefing;
b) The augmented crew members shall carry out such additional duties as requested by the PIC;
c) In-flight crew rest shall be in accordance with Flight Operations Manual requirements;
d) On handover between crew members, a situational awareness briefing must comprise, as a minimum:
1) Current position, controlling ATC and radio frequency and next required position or scheduled call;
2) The position of any Cb activity and planned avoidance, clear air turbulence and any other weather
hazards;
3) Applicable safety altitude, drift down capability, escape route (if applicable), en-route alternate(s)
fuel situation, oxygen situation and any abnormal or unusual situation.
4.1.3 Cabin Crew composition determination instruction
4.1.3.1 Cabin crew composition principle
a) It must be ensured by both VNA and the PIC that the minimum number of required and licenced cabin
crew members are allocated for each flight to ensure: - VAR 13.010 (a),(c).
1) A safe and expeditious evacuation of the aircraft; and - VAR 13.010 (a)(1)
2) A successful completion of the necessary functions to be performed in an emergency or a
situation requiring emergency evacuation – VAR 13.010(a)(2)
b) The minimum number of cabin crew members (minimum safety crew) is determined as:
1) One cabin crew for every 50 or fraction of 50 passenger seats.
2) Total cabin crews is not less than the number of cabin crews who actually participated in the cabin
evacuation demonstration or analysis required during aircraft certification - VAR 13.010 (d)(1)(2).
c) In long-range over water flights, the number of cabin crew members shall not be less than the number
of life rafts carried - VAR 13.010 (d)(3).
d) When passengers are on board a parked aircraft, the minimum number of cabin crew members shall
be: - VAR 13.010 (e).
1) One-half that required for the flight operation. Where one-half would result in a fractional number, it
is permissible to round down to the next whole number. Those persons shall be spaced
throughout the cabin to provide the most effective assistance for the evacuation in case of an
emergency. - VAR 13.010 (e)(1).
2) But never less than one cabin crew member (or another person qualified in the emergency
evacuation procedures for the aircraft).
e) In unforeseen circumstances (i.e. in the event of incapacitation or unavailability of cabin crew), the
required minimum number of cabin crew many be reduced provided that the followings are ensured
(applicable to aircraft located outside main base): - VAR 13.010 (e)(1)

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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
1) The number of passengers is adjusted against cabin crew number to observe the principle of one
cabin crew for every 50 passenger seats or 50 passengers.
2) A Chief Purser for the flight is nominated (in case Chief purser is missing on board)
3) Passengers and cabin crews are relocated with due regard to exits and other applicable aeroplane
limitations.
4) A report is submitted to CAAV after the completion of the flight - VAR 13.010 (e)(2).
4.1.3.2 Minimum number of cabin crew for revenue flights
a) Minimum number of cabin crew for revenue flights is specified in Table 4.1 bellow:
Table 4.1 - Minimum number of cabin crew required for VNA revenue flights
Long-range
A/c Type overwater Other flights
flights
B787 8
B777 8
A350 8
A330 8
08C/195Y 6 5
A321 16C/162Y
5 4
16C/168Y
ATR 72 2
b) Cabin crew composition in excess of the above minimum cabin crew requirements is allowed based on
Flight Time Limitations or on particular operation.
c) In the event of sickness of (a) cabin crew member(s) when the replacement is not provided or when the
replacement may delay the flight, the PIC has the authority to approve a reduction in the number of
cabin crew down to the above minimum cabin crew requirements.
4.1.3.3 Number of cabin crew required for VNA non-revenue flights
See 8.7 for cabin crew composition of non-revenue flights.

Rev 00
FLIGHT OPERATIONS
Designation of the PIC & chief purser
MANUAL 15 Mar 2017
4.2 DESIGNATION OF THE PIC & CHIEF PURSER

4.2.1 General principles
For each comercial passenger flight, the scheduling unit will designate a PIC and a Chief Purser - VAR 10.113
(a).
4.2.2 Instruction for the nomination of PIC and Chief Purser

4.2.2.1 Designation of the PIC
a) The PIC is selected from a Captain seniority list which is defined by Flight Crew Director based on the
following criteria:
1) Tittle (Inspector, Examiner, Type rating Instructor, Line-training Captain); - VAR 10.057 (a).
2) Total flight duty time as a Captain on the aircraft type; and
3) Total flight duty time as a Captain in general.
b) The PIC of a flight must be a flight crew member of that flight. He may delegate the conduct of the flight
to a relief pilot (who is called Relief Pilot), but remains the PIC of that flight.
c) When the aircraft operating crew includes more than one Captain one will be nominated as the “PIC”.
In a multi-sector two-captain operation a change of PIC can take place under the following
circumstances:
1) A new flight plan (for the particular sector) is prepared
2) New PIC is nominated.
3) The load statement carries the name of the new PIC, and
4) The change of PIC must be acknowledged by both captains.
d) The PIC may in exceptional circumstances (e.g. unfit) design another Captain as PIC for the remainder
of the flight. Any such change in command shall be reported as soon as possible to the dispatch office
and the ATC
4.2.2.2 PIC nomination in case of special crewing
a) Special crewing means another flight crew composition than the basic one: Captain + First Officer.
b) Special crewing happens in all training and checking situations or when not enough first officers are
available and thus two captains have to fly together. If two Captains have to fly together, the Captain
operating on the right hand seat has to be adequately qualified as prescribe in the 5.2.4.4 - Pilot
qualification to operate in either seat.
c) In case of special crewing, the following table should be used to determine who has to take the
responsibility of the flight.

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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Table 4.2 - Flight crewmembers responsibility in case of special crewing
Left hand seat Right hand seat Observer Remarks

CPT FO TRE Crew Line check
CPT TRE/TRI/LT CPT CPT line check
TRE/TRI/LT
FO FO line check
CPT
Line Training
AOC change
CPT/T LT CPT
or checking training flight
situations
UOE or AOC
CPT/T TRE/TRI
change training
Commercial
flights Safety IOE or AOC
LT CPT FO/T Additional change training
Pilot (1) flight
CPT FO Standard crew
CPT TRE Lack of FO
No training or CPT TRI and no CPT
checking qualified on the
TRE TRI right hand seat
CPT CPT (2)
TRE or TRI FO/T (OBS) Restriction to apply
Base training
CPT/T TRE or TRI (OBS) Restriction to apply
Special flights (3) Designated by the Flights Operations Vice President
Remarks:
(1) Safety additional pilot as required by national regulation or Airline initiative during Initial Line Training
(Initial Operating Experience).
(2) Airline Captain trained on the right-hand seat, LTC, TRI, TRE, designated to be the First Officer for this
flight (See remark hereafter).
(3) Special flights = maintenance check (test flight), ferry flight …
CPT = Captain
LT CPT = Line Training Captain
FO = First Officer
CPT/T = Captain on Training
TRE/DPE = Type Rating Examiner
FO/T = First Officer on Training
TRI/DPI = Type Rating instructor
OBS = Observer
(4) The Grey Box indicates the crewmember, who is designated to be the PIC of the flight.
(5) Each time a TRE/DPE or TRI is operating as Pilot Flying or Pilot non-Flying, he has to take the
responsibility of the flight.

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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
4.2.2.3 Designation Of The Chief Purser

The Chief Purser is selected from a list of Chief Purser which is defined by Cabin Crew Director based on
the following criteria:
a) Qualification on the aircraft type;
b) Total flight duty time as a Chief Purser.

Rev 00
FLIGHT OPERATIONS
Flight Crew Incapacitation
MANUAL 15 Mar 2017
4.3 FLIGHT CREW INCAPACITATION

4.3.1 Flight procedures in case of flight crew incapacitation
See 8.3.14 for detailed procedure.
4.3.2 Succession of command in case of incapacitation of the PIC
a) Flight Crew Composed of Two Pilots
1) The second pilot takes the authority over all persons on board the aircraft.
2) Each cabin crewmember must be trained in the procedure for flight crewmember incapacitation
and shall operate the seat and harness mechanisms. Training in the use of flight crew members’
oxygen system and of the flight crew members’ check lists, where required in SOPs, shall be
conducted by a practical demonstration.
b) Flight Crew Composed of More Than Two Pilots
1) The second pilot takes the authority over all persons on board the aircraft until a more senior pilot
(if any) takes the authority after having been informed by the second pilot and having
acknowledged the overall situation.
2) If the PIC cannot continue his command of the flight, the flight will not depart from the airport
where it has landed or, if occurring in flight, from the next airport where it lands, unless another
suitable qualified PIC is included in the crew.
c) Particular cases
1) Presence on board of a VNA Captain with adequate type rating qualification: The Captain stands
in for the PIC and takes the responsibility of the flight.
2) Presence on board of an VNA First Officer with adequate type rating qualification: The functioning
Co-pilot on the flight takes the responsibility for the flight and the function of Pilot Flying. The First
Officer, who was passenger, takes the left-hand seat and the function of Pilot Monitoring (Pilot
non-Flying).
3) Presence on board of a Captain with adequate type rating qualification, not being a member of
VNA: The functioning Co-pilot may, if he considers it necessary, appeal to the Captain not being
member of VNA after having checked his qualification and validity. The functioning Co-pilot shall
not use this help if there is a language problem.

Rev 00
FLIGHT OPERATIONS
Operation on more than one type
MANUAL 15 Mar 2017
4.4 OPERATION ON MORE THAN ONE TYPE

4.4.1 Flight crew
a) A flight crew member shall not operate more than one type or variant unless he/she is competent to do
so (see Part D1 - Training Policy for details).
b) When considering operations of more than one type or variant, aircraft differences as well as
similarities shall justify such operations, taking account of the followings:
1) The level of technology;
2) Operational procedures;
3) Handling characteristics.
c) A flight crew member operating more than one type or variant shall comply with all requirements for
each type or variant unless the CAAV has approved the use of credit(s) related to the training, checking
and recent experience requirements.
4.4.2 Cabin crew
Each cabin crewmember may operate all types of aircraft which VNA is operating provided that he/she has
completed training specified in Part D1 - Training Policy.

CHƯƠNG 5
MỘT SỐ QUY ĐỊNH CHUNG VỚI TỔ BAY
CHAPTER 5
OPERATING PROCEDURES & GENERAL CREW REGULATIONS
QUALIFICATION REQUIREMENTS& 5.1 /P 1
GENERAL CREW REGULATIONS
MANUAL General
15 Mar 2017
5.1 GENERAL
5.1.1 Licences/Qualification/Competency - VAR 10.039, VAR 10.080, VAR 10.092, VAR APP 1 TO 12.153 (d)(4)(a)(38)
a) Details of the required licences, rating(s), qualification/competency, experience, training, checking and
regency for operations personnel to conduct their duties are provided in Part D1 – Training Policy - VAR
10.043 (a).
b) Each flight crew member must be provided with a current summary record showing their completion of
initial and recurrent qualification requirements – VAR 12.090 (b).
c) The pilots have the responsibility to submit the Log Book at the request of CAAV representative or any
other authorized person.
d) All crewmembers have to carry with them the required licences/certificates with appropriate rating(s)
and Log Book to exercise their duties (as issued/accepted by the CAAV) - VAR 10.070 (b).
e) No person may exercise the privileges of an airman licence issued by CAAV for more than 30 calendar
days after they have changed their official mailing address unless they have provided written
notification of the following information to CAAV: - VAR 10.047
1) Full name
2) Pilot certificate number
3) House number, street address, and PO Box number
4) City (for a Vietnam Address)
5) City, State, Postal Code and Country (for a foreign address)
6) Telephone number (including Country Code)
5.1.2 Recurrent training and checking
The Company shall not use a person as a flight crew member and a person shall not serve as flight crew
member unless within the preceding 12 calendar months he/she has completed the recurrent ground and
flight training and checking in accordance with training curricula approved by CAAV.
5.1.3 Conversion course
a) Flight crew member shall complete the conversion training course before commencing
unsupervised line flying when:
1) upgrading from one seat position to another seat position in the same aircraft.
2) transitioning in the same seat position in one type of aircraft to another type of aircraft.
3) joining VNA.
b) The conversion training course shall include training on the equipment installed on the aircraft as
relevant to flight crew members’ roles.
c) The conversion training must be conducted in accordance with training programs approved by the
CAAV. These programs are available in Part D1 – Training Policy. The amount of training required for

QUALIFICATION REQUIREMENTS& 5.1 /P 2
MANUAL General
15 Mar 2017
the conversion course can vary, taking into account the crew member's previous training and
experience.
5.1.4 Pilot recruitment Policy
VNA pilot recruitment policy with respect to prospective flight crew, regardless of whether such flight
crew is recruited directly by the VNA or by a flight crew leasing company, shall take into account the
followings:
a) Technical competencies and skills;
b) Aviation experience;
c) Credentials and licenses;
d) Interpersonal skills;
e) Medical fitness including psychoactive substances, and
f) Security background;
g) English proficiency: Flight crew must be able to effectively communicate with air traffic control and
other crew members.

QUALIFICATION REQUIREMENTS & 5.2 /P1
MANUAL Flight crew
15 Mar 2017
5.2 FLIGHT CREW – VAR 10.090

5.2.1 General - VAR 10.045 (a)(1)
5.2.1.1Licencing – VAR 10.060, VAR 10.063 (a) (b), VAR 10.065 (a)(1)(2), VAR 10.067 (a)(1), VAR 10.090 (b) VAR 10.092 (a((2), VAR 10.093, VAR
10.095 (a)(3)(ii) (b) (c), VAR 14.080, VAR 16.035 (a)
a) Each flight crew member must have valid license, type rating, emergency procedures and dangerous
goods qualifications and medical certificate applicable for the aircraft type and the nature of operation
including engine-out operations. Licenses shall be issued by the Authority; or in the case of licenses
issued by other authorities, the pilot must have an Authority Certificate of Validation. - VAR 10.055 (a),(b).
b) The holder of a license or rating shall conduct operations only within the general privileges and
limitations of the type of valid licence that he has been issued by CAAV – VAR 10.087 (a).
c) Any changes to a flight crew member’s qualifications must be informed to the scheduling department in
order to ensure that such flight crew members only undertake those flight duties for which they are
qualified.
d) The validity of the licence is determined by the validity of the ratings therein and the medical certificate.
e) Flight crew members must carry their licenses, medical certificates, logbooks with them when on duty. -
VAR 10.070 (b)
f) License requirements: - VAR 10.050 (a), 10.057 (b).

1) PICs must hold an Airline Transport Pilot License (ATPL) with a valid instrument rating;
2) First officers must hold a Commercial Pilot License (CPL) with a valid instrument rating;
3) First officers qualified for pilot-in-command relief duties must hold an ATPL
5.2.1.2 Type Rating
a) The holder of a pilot license must not act in any capacity as a pilot, except as a pilot undergoing skill
testing or dual training, unless the holder has a valid and appropriate type rating.
b) The Company type rating training program is approved by CAAV and, upon satisfactory completion of
the appropriate documentation, will be submitted to the CAAV for inclusion of the type rating on the
flight crew member’s license.
(Refer to Part D1-Training Policy Section 2.6 - Initial, Conversion and Upgrade Training, for details on
type rating training requirements)
c) There is no limit to the number of ratings that may be held, but there are restrictions concerning the
number of ratings that can be exercised at the same time.
(See 5.2.2 operation on more than one type or variant)
d) A flight crewmember shall complete a Type Rating / Transition course which satisfies the requirements
applicable to the issue of Flight Crew Licences.
e) In order to change to a different variant of the same aeroplane type, further differences training or
familiarisation are required.

MANUAL Flight crew
15 Mar 2017
f) When changing from one type of aeroplane to the other, for which a different type is required, a flight
crewmember shall complete:
1) Differences Training: refer to 2.10.1 Part D1 – Training Policy.
2) Familiarisation Training: refer to 2.10.2 Part D1 – Training Policy
g) CAAV issues type rating (qualification) after the candidate has successfully passed the check.
h) Type ratings are valid for one year from the date of issue, or the date of expiry if revalidated within the
validity period.
i) For revalidation of type ratings, the pilot shall complete:
1) A proficiency check in the relevant type of aircraft. The proficiency check shall be made in
accordance with the provisions in 5.2.10 within three (3) months immediately preceding the expiry
date of the rating; and
2) At least ten (10) route sectors in the relevant type of aircraft or one (1) route sector as pilot of the
relevant type flown with an examiner during the period of validity of the rating.
5.2.1.3 Medical Certificate Requirements - VAR 10.053 (a)(1), (b)
a) The maximum age applied is 65 for male pilot and 60 for female pilot.
b) Pilot shall not operate as a crew member unless he/she had passed the medical examination:
1) Annually for all pilots;
2) Every six months for pilots at or above 40 years of age who exercise the privileges of an ATPL; or
3) As specified by the CAAV.
c) The validity of a medical certificate shall begin on the date the medical examination is performed and
end on the last day of the expiry month. - VAR 10.053 (c)
d) The period of validity shall be in accordance with period of validity of specific licence privileges being
exercised for periods not greater than 12 months for the commercial pilot licence. - VAR 10.053 (d)(2)(3)(4)
5.2.1.4 Logbook - VAR 10.070 (a), (d); VAR 10.073
a) Upon the request of an authorised CAAV representative or a law enforcement officer, the pilot shall
provide their logbook to that person.
b) Each person shall enter the following information for each flight or lesson logged:
1) General
i) Date;
ii) Total flight time; (pilot time, PIC flight time, FO flight time) - VAR 10.075 (a), (b)
iii) Location where the aircraft departed and arrived, or for lessons in an approved flight simulator
or an approved flight training device, the location where the lesson occurred.
iv) Type and identification of aircraft, approved flight simulator, or approved flight training device,
as appropriate.
MANUAL Flight crew
15 Mar 2017
v) The name of a safety pilot, if required.

2) Type of pilot experience or training:
i) PIC (Captain)
ii) First Officer
iii) Flight and ground training received from an authorised instructor. - VAR 10.067 (a)(2)
iv) Training received in an approved flight simulator or approved flight training device from an
authorised instructor.
3) Conditions of flight:
i) Day or night;
ii) Actual instrument;
iii) Simulated instrument conditions in flight, an approved flight simulator, or an approved flight
training device.
c) Instruction for flight time logging and training: - VAR 10.075.
1) The pilot shall log the:
i) Training and experience used to meet the eligibility requirements for a license, rating and/or
authorization prescribed by CAAV (refer to VAR - Part 7); and
ii) The experience required to show recent flight experience prescribed by Parts 10, 11 or 14 of
VAR.
2) The pilot shall be authorized to credit the logged flight time toward a higher grade of pilot license
as prescribed by CAAV Appendix 2 of 10.075 of VAR.
5.2.2 Operation of more than one type or variant
5.2.2.1 General
a) A flight crew member shall not operate more than one type or variant unless he/she is competent to do
so.
b) When considering operations of more than one type or variant, aircraft differences as well as
similarities shall justify such operations, taking account of the followings:
1) The level of technology;
2) Operational procedures;
3) Handling characteristics.
c) A flight crew member operating more than one type or variant shall comply with all requirements for
each type or variant unless the Authority has approved the use of credit(s) related to the training,
checking and recent experience requirements.

MANUAL Flight crew
15 Mar 2017
5.2.2.2 Mixed Fleet Flying (MFF)

a) Credits related to the training, checking, and recent experience requirements have been demonstrated
and approved for A320 and A330 pair of Airbus aircraft types. This defines the Mixed Fleet Flying
(MFF).
b) Difference training (Cross Crew Qualification-CCQ/STAR) is required between the various types of
aircraft.
c) Details of the CCQ/STAR training are included in Part D1 – Training Policy.
d) For each pairs of aircraft types that require the endorsement of 2 type-ratings, the MFF allows that the
Operator Proficiency Check for one type revalidates the Operator Proficiency Check for the other type.
5.2.2.3 Single licence endorsement
a) Mixed Fleet Flying (MFF) must not be confused with the operation on several variants of one type of
aircraft that requires only one type rating endorsement (Ex: A318, A319, A320 and A321)
b) Qualification between the variants is done through familiarisation training. (See definition in 5.2.1.2).
c) Training, checking and recent experience requirements may be done on any variant, valid for all.
d) Details of the familiarisation training are specified in 2.10.2 Part D1 – Training Policy.
5.2.2.4 Different license endorsement
a) Operation of more than one type or variant – different license endorsement (Ex: A320 and A330)
b) Difference training (Cross Crew Qualification-CCQ/STAR) is required between the various types of
aircraft.
c) Details of the CCQ/STAR training are included in Training – Part D1.
5.2.3 Flight Crew Qualification Requirements – VAR 14.110.
5.2.3.1Captain – VAR 10.057 (a1), VAR 10.067 (a1)
a) Must hold an applicable and valid license acceptable to the CAAV with IFR and type rating
b) Must hold a valid medical certificate
c) Must have successfully completed the command course (Refer to 2.15 Part D1 – Training Policy).
d) Recency of experience:
1) A pilot shall not be assigned to operate an aeroplane as part of the minimum certified crew, either
as pilot flying or pilot non-flying, unless he/she has carried out at least three take-offs and three
landings in the previous 90 days as pilot flying in an aircraft or an approved flight simulator. For
night operations, pilot must carry out at night condition.
2) A pilot who does not hold a valid instrument rating shall not be assigned to operate an aeroplane
at night as the PIC unless he/she has carried out at least one landing at night in the preceding 90
days as pilot flying in an aircraft or an approved flight simulator.

MANUAL Flight crew
15 Mar 2017
3) The 90-day period may be extended up to a maximum of 120 days by line flying under supervision
of a Type Rating Instructor (TRI/DPE) or Examiner (TRE/DPE).
4) For periods beyond 120 days, the regency requirement is satisfied by a training flight or use of a
Flight Simulator of the aeroplane type to be used.
5) No person may act as PIC under IFR, nor in IMC, unless he or she has, within the preceding 6
calendar months:
i) Logged at least 6 hours of instrument flight time including at least 3 hours in flight in the
category of aircraft; and
ii) Completed at least 6 instrument approaches
5.2.3.2 Co-pilot: - VAR 10.057 (a2).
a) First Officer:
1) Qualification:
i) Applicable and valid licence acceptable to CAAV with IFR and type rating
ii) Valid medical certificate
2) Recency of experience:
i) At least three take-offs and three landings in the previous 90 days as pilot flying should be
carried out in an aircraft or an approved flight simulator
ii) The 90-day period may be extended up to a maximum of 120 days by line flying under
supervision of a TRI/DPI or TRE/DPE
iii) For periods beyond 120 days, the regency requirement is satisfied by a training flight or use of
a Flight Simulator of the aeroplane type to be used
b) Second officer:
1) Qualification:
i) Valid Commercial Pilot Licence with Instrument Rating
2) Recency of experience:
i) Conversion training and checking, including Type Rating training except the requirement for
take-off and landing training
ii) All recurrent training and checking (except the requirement for take-off and landing training)
iii) Flight Simulator regency and refresher flying skill training to include normal, abnormal and
emergency procedures and practice of approach and landing procedures at intervals not
exceeding 90 days. This refresher training may be combined with the training prescribed
for recurrent training and checking
5.2.3.3 Relief Pilot
Qualification & Recency of experience: Same as for PIC

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15 Mar 2017
5.2.3.4 Pilot qualification to operate in either seat

a) Pilots, whose duties also require them to operate in the other seat, shall complete additional training
and checking as approved by the CAAV(refer to 2.6.3.1.7 In-Flight Relief Crew Training and 2.14 Pilot
Qualification To Operate In Either Pilot’s Seat of Part D1 – Training Policy).
b) Other seat checking may be concurrent with the operator proficiency check.
c) When engine out manoeuvres are carried out in an aircraft, the engine failure shall be simulated.
5.2.3.4.1Captain operating on the right-hand seat
a) The additional training must include at least the following:
1) An engine failure during take-off
2) A one engine inoperative approach and go-around
3) A one engine inoperative landing
4) A captain who is NOT a LTC/TRI/TRE/DPE, operates aircraft on right hand seat as PNF/PM only.
5) A captain who is a LTC/TRI/TRE/DPE can operate aircraft on right hand seat as PF or PNF/PM.
b) When operating in the right-hand seat, the checks required by CAAV for operating in the left-hand seat
must, in addition, be valid and current.
5.2.3.4.2Pilot operating on the left-hand seat
a) A pilot relieving the PIC must have demonstrated practice of drills and procedures which would not
normally be the relieving pilot’s responsibility.
b) A pilot other than the PIC occupying the left-hand seat must have demonstrated practice of drills and
procedures, which would normally be the PIC’s responsibility when acting as PNF/PM.
c) Where the differences between left and right seats are not significant (in autopilot) practice may be
conducted in either seat.
d) A first officer on the left hand seat operates as PNF/PM only from 20,000ft and above.
5.2.4 Other qualifications requirements
5.2.4.1 All weather operations (AWO) - VAR 10.057 (a)(1)(2), VAR 14.080(b)
a) Qualification:
Qualification for AWO is specific to the Company operations and the aircraft type.
b) Training and experience:
1) Flight crewmembers with no Category II or III experience must complete the full training
programme (which is traditionally achieved during initial conversion course):
i) Ground training
ii) Flight Simulator training and/or flight training
iii) Conversion training to conduct Low Visibility Take-off and Category II and III Operations.
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15 Mar 2017
iv) The simulator part of the course on a flight simulator approved for CAT II/III training and
checking.
1) Flight crewmember with Category II or III experience with another operator may undertake an
abbreviated ground training course.
2) Flight crewmembers who are already Company qualified for Category II or III may undertake an
abbreviated ground, simulator and/or flight training course which must include at least:
i) Ground training as appropriate to the level of experience,
ii) A minimum of 3 approaches and landings using approved CAT III/ CAT III procedure during
the previous six-month period, at least 1 of which must be conducted in the aircraft.
c) Minimum experience for Captain:
1) After initial qualification for Category II approach minimums, a PIC may not plan for or initiate an
instrument approach when the ceiling is less than 300 feet and the visibility less than 1 mile until
he or she has 15 flights performing PIC duties in the aircraft type (which included 5 approaches to
landing using Category II procedures).
2) After initial qualification for Category III approach minimums, a PIC may not plan for or initiate an
approach when the ceiling is less than 100 feet or the visibility is less than 1200 RVR until he or
she has 20 flights
3) 50h and 20 sectors as PIC on the same type, including line flying under supervision
4) 250h cross-country as PIC in total
5) 100m must be added to the applicable CATIII RVR minima until a total of 100h or 40 sectors on
the type including line flying under supervision is completed, unless he has previously qualified for
CATII/III.
d) Minimum experience for F/O:
1 auto-land in aircraft.
5.2.4.2 EDTO
The EDTO course is a combination of academic knowledge and practical application (Refer to 5.4 of the
Part D 1- Training Policy). The content of the training is part of the granted operation approval.
5.2.4.3 TCAS
The TCAS course requires academic knowledge and is fully integrated in the type rating course (Refer to
2.5.3(g) Part D1 – Training Policy.
5.2.4.4 FANS
a) The FANS course is an academic and knowledge related course (See 8.3.2.7 FANS-CNS/ATM)
b) The content of the training is part of the granted operation approval (Refer to Part D 1 - Training
Policy).

MANUAL Flight crew
15 Mar 2017
5.2.5 Route and Aerodrome Competence - VAR 14.103, VAR APP 1 TO 12.153 (d)(4)(A)(24)
a) Prior to being assigned as PIC or as pilot to whom the conduct of the flight may be delegated by the
PIC, the pilot must have obtained adequate knowledge of the route to be flown and of the aerodromes
(including alternates), facilities and procedures to be used.
b) The period of validity of the route and aerodrome competence qualification shall be 12 calendar
months in addition to the remainder of:
1) The month of qualification; or
2) The month of the latest operation on the route or to the aerodrome.
c) Route and aerodrome competence qualification shall be revalidated by operating on the route or to the
aerodrome within the period of validity prescribed in subparagraph (b) above.
d) If revalidated within the final 3 calendar months of the validity of the previous route and aerodrome
competence qualification, the period of validity shall extend from the date of revalidation until 12
calendar months from the expiry date of that previous route and aerodrome competence qualification.
5.2.5.1 Route competence training
a) Route competence training includes knowledge of:
1) Terrain and minimum safe altitudes
2) Seasonal meteorological conditions
3) Meteorological, communication and air traffic facilities, services and procedures
4) Search and rescue procedures
5) Navigational facilities associated with the route along which the flight is to take place
b) Depending on the complexity of the route (as assessed by the Company) the following methods of
familiarisation are used:
1) For less complex routes: self-briefing with route documentation, or by means of programmed
instruction; or
2) For more complex routes: in addition to the self-instruction, in-flight familiarisation under
supervision or familiarisation in an approved simulator using a database appropriate to the route
concerned.
5.2.5.2 Aerodrome competence training
a) Aerodrome competence training includes knowledge of:
1) Obstacles, general topography, lighting approach aids, minimum safety altitudes
2) Arrival, departure, holding and instrument approach procedures, as well as any procedure
applicable to flight path over heavily populated areas.
b) Depending on the complexity, aerodrome are classified into categories from A to C. Category A is
given to the least demanding aerodromes, Category B aerodromes are more demanding and Category
C aerodromes are applied to most demanding aerodromes.
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15 Mar 2017
See 8.1.2.5 - Usability of aerodromes - Aerodrome categories and to 8.1.2.6 - Use of aerodrome
category B and C.
5.2.6 Crew resource Management (CRM)
a) CRM is the effective utilisation of all available resources (e.g. crewmembers, aeroplane systems, and
supporting facilities) to achieve safe and efficient operation.
b) The objective of CRM is to enhance the communication and management skills of the flight crew. The
emphasis is placed on the non-technical aspects of flight crew performance.
c) It is a Company requirement that the principles of Crew Resource Management are applied by all
operational personnel. The Company shall conduct regular training for flight deck crew, cabin crew and
dispatch personnel to ensure CRM competence in the following areas:
1) Communications;
2) Situational awareness (flight deck crew);
3) Problem solving;
4) Planning and decision making;
5) Team work
5.2.6.1 Crew Resource Management (CRM) Training
a) Initial CRM
1) Any flight crewmember not having completed initial CRM training must complete an initial CRM
training course. Newly employed flight crew must complete initial CRM training within their first
year of joining VNA.
2) If the flight crew member has not previously been trained in Human Factors then a theoretical
course, based on the human performance and limitations programme for the ATPL (see the
requirements applicable to the issue of Flight Crew Licences) shall be completed before the initial
Company’s CRM training or combined with the initial CRM training.
3) Initial CRM Training shall be conducted by at least one CRM trainers acceptable to the Authority
who may be assisted by experts in order to address specific areas.
b) CRM recurrent training
Refer to 2.8.1 Part D1 – Training Policy.
5.2.6.2 Assessment of Crew Resource Management (CRM) skills
a) Assessment of CRM skills is implemented to:
1) Provide feedback to the flight crew and the individual concerned, and to identify if retraining
is needed; and
2) Improve CRM training system.

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15 Mar 2017
b) If the proficiency check is combined with the Type Rating revalidation/renewal check, the assessment
of CRM skills will satisfy the Multi Crew Co-operation requirements of the Type Rating
revalidation/renewal.
c) This assessment will not affect the validity of the Type Rating.
d) Methodology of CRM skills assessment:
1) Company should establish CRM training program including an agreed terminology. The
assessment of a training program must take account of the training time, training method and
training effectiveness.
2) A standard human resource training program must be established.
3) Assessment principles:
i) Assess only observable, repetitive behaviours.
ii) The assessment should positively reflect any CRM skills that result in enhanced safety,
iii) Assessments should include behaviour which contributes to a technical failure, such technical
failure being errors leading to an event which requires debriefing by the person conducting the
line check,
iv) The crew and, where needed, the individual are orally debriefed.
4) De-identified summaries of all CRM assessments will be used to provide feedback to update and
improve the CRM training
5.2.7 Emergency and safety equipment training
a) Each flight crewmember shall undergo training and checking on the use and location of all emergency
and safety equipment carried. Emergency and safety equipment training is part of the conversion and
recurrent training
b) Annual recurrent emergency and safety equipment training program is specified in 2.8.1 Part D1 –
Training Policy.
c) Every-three-year recurrent training program is specified in 2.8.1 Part D1 – Training Policy.
d) The period of validity of an Emergency and Safety Equipment check is 12 calendar months from the
expiry date of the previous emergency and equipment check.
e) Emergency and Safety equipment training will be in conjunction with that training of cabin crew.
f) Co-ordinated procedures and two-way communication between the flight deck and the cabin must be
emphasized
g) Emergency and safety equipment training may be combined with emergency and safety equipment
checking and shall be conducted in an aeroplane or a suitable alternative training device.

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15 Mar 2017
5.2.8 Dangerous goods training

a) Each flight crewmember must have received training that covers at least the following:
1) General philosophy
2) Limitations on dangerous goods in the air transport
3) List of Dangerous Goods
4) Package marking and labelling
5) Storage and loading procedures, restrictions on loading and segregation
6) Provision of information to the PIC
7) Dangerous goods in passengers' baggage
8) Emergency procedures
b) Recurrent training must take place within an interval of 02 years.
5.2.9 Security training
The crewmembers must be trained to take appropriate action to prevent acts of unlawful interference and to
minimize the consequences of such events should they occur. The training program must be compatible
with the National Aviation Security program and specified in Part D1 – Training.
5.2.10 Recurrent training - Recurrent checking
a) Each flight crewmember shall undergo recurrent training and checking relevant to the type or variant of
aeroplane on which the crewmember operates.
b) The recurrent training and checking program must be approved by CAAV
5.2.10.1 Recurrent training
The recurrent training program consists of:
a) Ground and Refresher training:
1) Each flight crewmember must undergo ground and refresher training at least every 12 calendar
months.
2) Contents:
i) Aircraft systems review
ii) Operational procedures and requirements including ground de-/anti-icing and pilot
incapacitation
iii) Accident/incident and occurrence review
iv) A questionnaire or another suitable methods to verify knowledge of the ground and refresher
training

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15 Mar 2017
b) Aeroplane/STD training
1) The aeroplane/STD training program is established to cover all major failures of aircraft systems
and associated procedures over a period of 3 years.
2) Details are provided in Part D1 – Training Policy.
3) Each flight crewmember must undergo aeroplane/flight simulator training at least every 12
calendar months.
4) Aeroplane/flight simulator training may be combined with the operator proficiency check.
c) Emergency and Safety Equipment training (See to 5.2.7)
d) CRM training (See 5.2.6)
5.2.10.2 Recurrent checking
a) The recurrent checking program consists of:
1) A questionnaire or another suitable methods to verify knowledge of the ground and refresher
training
2) Operator proficiency checks (See 5.2.10.3)
3) Emergency and Safety Equipment checks (See 5.2.7)
4) Line checks (See 5.2.10.4)
b) Each flight crewmember undergoes an operator proficiency check to demonstrate his competence in
carrying out normal, abnormal and emergency procedures. The proficiency check is valid for 6
months.
c) Each flight crewmember undergoes training and checking on the use and location of all emergency
and safety equipment carried. The Emergency and Safety Equipment check is valid for 12 calendar
months
d) Each flight crewmember undergoes a line check on the aeroplane to demonstrate his competence in
carrying out normal line operations. The line check is valid for 12 calendar months (Refer to 2.8.2.3.1
Part D1 – Training Policy)
Remarks:
(1) Line checks, route and aerodrome competency and recent experience are intended to ensure
the crew members’ ability to operate efficiently under normal conditions, whereas other checks
and emergency and safety equipment training are primarily intended to prepare the crew
members for abnormal/emergency procedures.
(2) When a flight crewmember undergoes an operator proficiency check or line check, CRM skills
are included in the overall assessment.
5.2.10.3 Operator proficiency checks – VAR 14.080(b), VAR 14.105
a) The period of validity of an operator proficiency check shall be 6 calendar months in addition to the
remainder of the month of issue. If issued within the final 3 calendar months of validity of a previous

MANUAL Flight crew
15 Mar 2017
operator proficiency check, the period of validity shall extend from the date of issue until 6 calendar
months from the expiry date of that previous operator proficiency check.
b) Since the beginning of the 6th calendar month before that service, that pilot has demonstrated
competency in instrument flight operations in a proficiency check prescribed by the CAAV.
c) One of the operator proficiency checks will usually be combined with the check required by the
licensing requirements for renewal of a licence or rating.
5.2.10.4 Line checks
a) Each flight crewmember shall undergo a line check to demonstrate his competence in carrying out
normal line operations. The check is conducted by suitably qualified PICs nominated by the Company
and acceptable to the CAAV. A line check valid for 12 calendar months (Refer to Part D1 – Training
Policy 2.8.2.3.1)
b) Line checks, completed in an aircraft, are a test of a flight crewmember's ability to satisfactorily
perform a complete line operation, including pre-flight and post-flight procedures and to use the
equipment provided. The check provides and an opportunity for an overall assessment of his ability to
perform other duties required.
c) The line check is also an assessment of the flight crewmember’s CRM skills. The methodology used
for this assessment is approved by the CAAV.
d) The route chosen is such that represents the scope of a pilot's normal operation.
5.2.11 Refresher policy in case of flight interruption
Refer to Part D1 – Training Policy.

OPERATING PROCEDURES & 5.3 /P1
MANUAL Operation personnel
15 Mar 2017
5.3 OPERATION PERSONNEL

5.3.1 Dispatchers
a) Dispatchers shall have demonstrated a comprehensive knowledge in the use of Operations Manual,
aviation legislation and laws, aviation regulations, ATC procedures, meteorology, aircraft general,
performance and planning, computerised flight plan, navigation, radio communication, and in the
English language.
b) Details of training for operations personnel are provided in Part D 1 - Training Policy.
5.3.2 Other Operation personnel
All personnel assigned to, or directly involved in, ground and flight operations shall:
a) Be properly trained to be competent at tasks assigned on each aircraft type and variant before
receiving assignment.
b) Have demonstrated their abilities in their particular duties, and
c) Be aware of their responsibilities and the relationship of such duties to the operation as a whole.

MANUAL Crew appearance
15 Mar 2017
5.4 CREW APPEARANCE

5.4.1 General
a) Crew appearance and uniforms are initial image of an Airlines to its customers. The crew, therefore, is
requested to keep an all-time neat and polite appearance.
b) Crew members are requested to wear uniform while on duty or when requested by the management.
c) It is the responsibility of the PIC to ensure every crew member comply with Company crew
appearance’ policy:
1) Wear standard uniform (worn-out and dis-ironed uniform is not accepted).
2) Not use old and worn-out baggage and accessories.
3) Not use baggage and accessories which are not provided by the Company.
4) Keep in line when walking in the terminal and other public area.
5.4.2 Flight Crew Uniforms
5.4.2.1 Summer Uniforms
a) Include short-sleeve shirt, tie, tie-pin, cap, black shoes and socks, epaulets, pilot wing.
b) Are used for all turnaround flight duties.
5.4.2.2 Winter Uniforms
a) Include long-sleeve or short-sleeve shirt, tie, tie-pin, cap, black shoes and socks, epaulets, pilot wing,
jacket
b) The jackets are requested:
1) To be worn while on duty for over-night international flights.
2) Not essentially to be worn in summer time. However, flight crew members should all either put on
or remove jackets.
5.4.2.3 Uniform wearing instruction
a) Wear uniform cap when in view of passengers or in public area.
b) Jackets must be attached with pilot-wing and must be buttoned.
c) Do not keep tie loosened.
d) Do not hold or keep the jackets in hands/arms.
5.4.3 Cabin crew uniform
5.4.3.1 Summer uniform
a) Female uniform: Vietnamese traditional dress (ao dai), apron, black leather shoes (3-7cm), skin-color
socks

MANUAL Crew appearance
15 Mar 2017
b) Male uniform: Shirt and trousers, waist coat, tie, tie-pin (gold/steel color), formal black shoes (don't use
shoes with shoelace) and socks.
5.4.3.2 Uniform wearing instruction for summer uniform
a) Uniforms should be wear as instructed.
b) Waist coat/apron should only be worn during in-flight meal service with name tag. The waist coat
should be buttoned.
c) Long sleeves should not be rolled up.
d) Leather belt should not be attached with cellphone or key.
e) Trouser porkets should not be filled with cell phone or other items.
f) Soft or flat plain shoes could be used by female cabin crew during medium/long range flights after
meal service.
5.4.3.3 Winter uniform
a) Female uniform: Cloak, vest, body wear, scarf
b) Male uniform: Cloak, vest, scarf
5.4.3.4 Uniform wearing instruction for winter uniform
a) Cloak: To be used for flights to destinations of cold weather with all buttons; not for use while in in-
flight duty.
b) Vest: To be used for flights to destinations of cold weather with name tag while in flight; not for use
during safety equipment demonstration or when serving passengers.
c) Scarf: Only use with jackets or vest in a gentle and polite style
d) Body wear use is advised in flights to cold-weather destination.
5.4.4 Lines up
Crew members should keep walking in line (single or double) when walking in the terminal or public areas in
the following orders:
a) Flight crews (single line: Captain - F/O)
b) Female cabin crews (Female Purser keep behind Flight crew)
c) Male cabin crews.

MANUAL Custom and immigrations procedure for crew
15 Mar 2017
5.5 CUSTOM AND IMMIGRATIONS PROCEDURE FOR CREW

a) All crew members must comply with Customs, Immigration and security regulations as prescribed local
authorities.
b) All crew members’ baggage shall be checked by Airport Security and by Customs, if required. These
procedures are issued by VNA to ensure that biochemical contamination threats against the airlines are
efficiently handled with the highest consideration for the safety of passengers and crew.

OPERATING PROCEDURES & 5.6 /P 1
MANUAL Smoking on board
15 Mar 2017
5.6 SMOKING ON BOARD

All Vietnam Airlines’ flights (both revenue and non-revenue) are non-smoking flights. Crew members are
prohibited to smoke in the aircraft cockpit and cabin areas.

OPERATING PROCEDURES & 5.7 /P 1
MANUAL Discipline
15 Mar 2017
5.7 DISCIPLINE
5.7.1 General
a) The Company will investigate all cases of crew members or operational personnel violating Company
regulations or are charged with insubordination or indiscretion.
b) Crew members or operational personnel deliberately violating Company operational safety standards,
regulations or laws will be stood down from their operational duties and their actions will be subject to
investigation by a panel composed of the applicable Department Manager(s) and such other personnel
as the Department Manager(s) may include on this panel. The investigation panel shall determine the
appropriate disciplinary action, remedial training (if required) and when the person concerned can
resume normal duties.
5.7.2 Discipline
A crew member or operational personnel will be subjected to disciplinary actions, if he/she:
a) Is found carrying any contraband, controlled substance, smuggling of goods or any other illegal action;
b) Refuses a flight or duty assignment without a valid written excuse;
c) Fails to ensure that travel documents and all required personal operational documentation are in order.
If as a consequence of incorrect documentation a flight is delayed, the crew member concerned may
be subject to disciplinary action;
d) Fails keep all Company manuals on personal issue in good order and up-to-date with the latest
revisions or bulletins;
e) Whilst in uniform adopts an appearance or behaviour that could reflect adversely on the corporate
image of the Company;
f) Displays tardiness or absence (without valid reason);
g) Does not comply with any Flight Operations, safety and security regulations.
h) The followings applied for crew members:
i) Violates regulations in Chapter 6 para 6.1.1.2 with regard to the consumption of alcohol or narcotics;
j) Violates regulations set out in Chapter 7 para 7.4.3 Medical Leave and indiscriminately uses medical
certificates or medical excuses to cover tardiness or absence;
k) Uses an unauthorised uniform or an incomplete uniform;
5.7.3 Penalties
Flight crew members or operational personnel shall be penalised based on the facts of the individual case
and may be fined according to Vietnam Airlines regulations and internal stipulations of related units.

CHƯƠNG 6
CÁC BIỆN PHÁP BẢO VỆ SỨC KHỎE
CHAPTER 6
CREW HEALTH PRECAUTIONS
CREW HEALTH PRECAUTIONS 6.1/P 1
FLIGHT OPERATIONS General Health Requirements Rev 00

MANUAL 15 Mar 2017
6.1 GENERAL HEALTH REQUIREMENTS

6.1.1 General
6.1.1.1 Statutory Requirements – VAR 10.120(b) (1)(2)(3)
a) All Company personnel performing safety related work must be physically and mentally fit for their
assigned duties.
b) No person may serve as a flight crew member knowing that he/she has a physical deficiency or
mental condition that would render him/her unable to meet the requirements of his current medical
certificate, to discharge his responsibilities to a safe standard or could endanger the safety of the
aircraft or its occupants. As part of the dispatch or flight release, each flight crew member must
affirmatively state he or she is fit for duty prior to commencing flight.- VAR 10.117(a), VAR 15.008 (d)
c) Crewmembers should not undertake flying duties whilst under the influence of alcohol or drugs. - VAR
10.120(a)(2)
d) These drugs include narcotics or any medicine that is not approved by the medical department for
use by crewmembers, such as sleeping tablet.
e) Company will test the blood alcohol/ drug level of operation staffs without prior notice when finding
any suspicion.
f) Crewmembers shall, on request of a law enforcement officer or the Authority, yield to a test to
indicate the presence of alcohol or psychoactive substances in the blood at any time - VAR 10.120(b):
1) Up to 8 hours before acting as a crew member;
2) Immediately after attempting to act as a crew member, or
3) Immediately after acting as a crew member
g) Each crew member must report for any flight duty period rested and prepared to perform his or
her assigned duties - VAR 15.008 (a).
6.1.1.2 Use of Psychoactive Substances
a) Crew members and dispatchers must conform to the requirements of the Authority. Crew members,
dispatchers and any personnel who might be assigned responsibility for operational control must not
perform their duty whilst under the influence of any psychoactive substance. They are prohibited the
problematic use of psychoactive substances. – VAR 10.120(a3)©
b) Crew members and dispatchers that are identified as engaging in any kind of problematic use of
psychoactive substances, including alcohol, shall be removed from duty. Do not reinstate the crew
members or dispatchers that using illegal drug to any safety-critical duties.
c) A psychoactive substance that can produce mood changes or distorted perceptions in humans, to
include alcohol, opiates, cannabinoids, sedatives and hypnotics, cocaine, other psycho-stimulants,
hallucinogens and volatile solvents. Coffee and tobacco are excluded.
d) Problematic Use of psychoactive Substances is the use of one or more psychoactive substances by
aviation personnel in a way that:
1) Constitutes a direct hazard to the user or endangers the lives, health or welfare of others, and/or

MANUAL 15 Mar 2017
2) Causes or worsens an occupational, social, mental or physical problem or disorder.

6.1.1.3 Illness or incapacitation whilst on duty - VAR 10.117(b1)
a) A crew member who becomes ill or incapacitated while on flight duty or during a stopover period at
an out station must report the matter to the PIC at the earliest opportunity.
b) PICs shall be aware that a sudden deterioration in health could be an indication of the onset of a
dangerous or infectious complaint. Carriage of a flight crew or cabin crew who is ill could prejudice
the Company's position in several ways:
1) Violation of International health regulations;
2) Liability to the cabin crew concerned, should a serious illness ensue;
3) Invalidation of the insurance of the aircraft;
c) PICs or Company representatives must therefore ensure that a doctor is called at the earliest
opportunity to examine the crew member concerned and a certificate must be obtained stating
whether the individual is fit for duty, or alternatively for travel. PICs are authorised to arrange any
tests necessary to ascertain the condition of the individual concerned.
d) A written report must be submitted by the PIC and the crew member as soon as practicable after
return to the main base. PICs should arrange for the arrival time of the crew member at the main
base to be notified to the Company Medical Officer.
e) PICs have an overall responsibility for ensuring that all of the crew are fit for duty, even if a report of
sickness is not received. Where any doubt exists, a PIC must ensure that the individual concerned
seeks medical attention and that a report from the doctor is forwarded to the main base, if possible
on the flight concerned or, failing this, at the earliest opportunity.
f) In the case of a PIC being incapacitated the normal devolution of command to the first officer (or the
most senior pilot) applies (see 4.3).
g) Procedures to be followed in case of crewmember incapacitation are detailed in section 8.3.14.
6.1.1.4 International regulations
a) The PIC must report all cases of illness on board aircraft (excluding cases of airsickness and
accidents) on landing at an airport. The details are to be given in the appropriate part of the Aircraft
General Declaration. Cases of ill passengers disembarked during the flight must also be reported
on arrival.
6.1.1.5 Quarantine regulations
a) When a passenger on board shows symptoms which might indicate the presence of a major
disease, the PIC of an arriving flight must ensure that the airport medical or health authority have
been informed.
b) It is the responsibility of the airport medical or health authority to decide whether isolation of the
aircraft, crew and passengers is necessary.


MANUAL 15 Mar 2017
c) On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to
off load cargo or catering until such time as authorised by the airport medical or health authority.
d) Each station, in conjunction with the airport medical or health authorities have plans implemented,
when necessary, for:
1) The transport of suspected cases of infectious diseases by selected ambulance to a
designated hospital.
2) The transfer of passengers and crew to a designated lounge or waiting area where they can be
isolated from other passengers until cleared by the airport medical or health authorities.
3) The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation
lounges used by passengers or crew suspected of having infectious diseases.
6.1.2 General Alcohol and other intoxicating liquor – VAR 10.120(a1)
a) Under no circumstances may any crewmember consume alcohol in any form within 8 hours of
commencing flight duty or standby until the end of the flight duty or standby.
b) Crewmembers must not commence a flight duty period with a blood alcohol level in excess of 0.2
grams per litre.
c) Furthermore alcohol of any type may not be consumed while in uniform in public places.
6.1.3 Narcotics
a) The consumption of narcotics is not allowed for crewmembers unless approved by the medical
department.
6.1.4 Drugs, sleeping tablets and pharmaceutical preparations
a) Crewmembers should not undertake flying duties while under the influence of any drug that may
adversely affect performance.
b) Pilots should know that many commonly used drugs have side effects liable to impair judgement and
interfere with performance.
c) Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots
should contact the medical department to establish whether medication being taken precludes flight
duties or not.
d) The following are some of the types of medication in common use which may impair reactions. There
are many others and when in doubt a pilot should consult the medical department.
1) Hypnotic (Sleeping Tablets)
Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow
reactions.
2) Antihistamines
All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth.
Quite commonly they are included in medication for treatment of the common cold, hay fever
and allergic rashes or reactions. Some nasal sprays and drops may also contain antihistamines.


MANUAL 15 Mar 2017
3) Tranquilliser, Antidepressants and Psychotic Drugs

All these types of drugs preclude crewmembers from flight duties because of the underlying
condition for which they are being used as well as the possible side effects resulting from them.
Flight duties should not be resumed until treatment with these types of drugs has been
discontinued and until the effects of the drugs have entirely worn off. This can take several days
in some instances.
4) Antibiotics
The underlying condition for which antibiotics are being taken may prevent a pilot from flying.
However, most antibiotics are compatible with flying. Obviously, where any hypersensitivity is
feared, the suspect antibiotic must not be used. A pilot should have previous experience of the
antibiotic prescribed, or, alternatively, have a trial of it for at least twenty-four hours on the ground
before using it during flight duties.
5) Analgesics (Pain killers)
With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or
haemorrhage. Ideally doctor’s advice should be sought before using them.
6) Steroids (Cortisone, etc.)
Use of steroids, with few exceptions, precludes flight duties.
7) Anti-malarial
Most anti-malarial preparations used for prevention and taken in recommended dosage are
considered safe for flight duties.
8) Anti-diarrhoeas
As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause
sedation, blurring of vision, etc., great care must be exercised in their usage by crewmembers. In
most cases grounding for a time may be necessary.
9) Appetite Suppressants
These preparations can affect the central nervous system and should not be taken during flight
duties.
10) Anti-hypertensives (Drugs for treating blood pressure)
Certain therapeutic agents are compatible with flying activity. They should be prescribed only by
a doctor experienced in aviation medicine. Sufficient time must be allowed to assess the
suitability and the possible side effects before resuming flight duties.
11) Alcohol
Alcohol, combined with most of the types of medication is a most undesirable and dangerous
combination.


MANUAL 15 Mar 2017
6.1.5 Deep diving

a) A crew member shall not perform duties on an aircraft following deep sea diving except when a
reasonable time period has elapsed.
b) Flying in pressurised aircraft after deep diving can result in the bends (decompression sickness). A
crewmember should not practice deep diving to a depth exceeding 10 metres within 48 hours before
a flight assignment.
6.1.6 Blood donation
a) A crew member shall not perform duties on an aircraft following blood donation except when a
reasonable time period has elapsed.
b) Following a blood donation the volume of blood lost is made up in a matter of some hours but the
cellular content can take some weeks to return to the previous level. Crewmembers should not
volunteer as blood donors whilst actively flying.
c) A crewmember should not donate blood within 24 hours before a flight assignment.
6.1.7 Meal precautions prior to and during flight
a) Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation
of flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the
commonest threat to flight safety.
b) No other illness can put a whole crew out of action so suddenly and so severely, thereby
immediately and severely endangering a flight, as food poisoning.
c) Any food, which has been kept in relatively high ambient temperatures for several hours after
preparation, should be regarded with extreme suspicion. This applies particularly to the cream or
pastry, which is commonly part of a set aircraft meal. The re-heating process usually used in aircraft
for the main course of a meal rarely destroys food poisoning organisms and the toxins they produce.
These toxins are tasteless and cause no unpleasant odours.
d) Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after
contaminated food is eaten, common sense rules should be observed as far as practicable in
respect of meals taken within 6 hours of a flight.
e) For any crewmember, before and during flight it is essential to avoid eating easily perishable foods
as well as foods and drinks served cold. This is most important with milk and cream products,
mayonnaise, sauces, salads, meat pies and other meat products.
f) In order to eliminate, as far as possible, the risk of food poisoning, the captain and first officer must
not partake of the same dishes before or during a flight. The followings must be taken into
consideration when serving flight crew members occupying the crew member’s seat:
1) Flight crew member must not be served at the same time and with the same dishes (except for
light refreshments and beverages);
2) Flight crew on diet may request a special meal instead of the regular crew meal. The order
should be made at least 24 hours prior departure through ground dispatcher, ground handling
representatives or OCC


MANUAL 15 Mar 2017
g) Symptoms and treatment of poisoning

The character and severity of the symptoms depend on the nature, the dose of the toxin and the
resistance of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting, abdominal
cramps, intestinal gurgling, diarrhoea and varying degree of prostration may be experienced. Bed
rest with convenient access to bathroom, commode, or bedpan is desirable. Severe cases should be
hospitalised. Treatment is mostly symptomatic and all cases should be seen by a medical doctor.
6.1.8 Sleep and rest
a) Although the controls on flight and duty periods are intended to ensure that adequate opportunities
are provided for crewmembers to obtain rest and sleep, individuals should ensure that proper
advantage is taken of such opportunities.
6.1.9 Surgical operations
Aero-medical advice should be sought prior to returning to flying duties following any surgical operation.
6.1.10 Vision correction - VAR 10.127 (d) VAR 10.130
a) All flight crewmembers who are required by the licensing authorities to wear corrective lenses in
order to satisfy visual requirements laid down for the granting of licences, are required to carry a
spare pair of spectacles with them on all occasions whilst operating their licence.
b) 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
correction should ideally be carried out by an examiner with some understanding of the problems of
vision in aviation.
c) Near vision correction
Where the only correction necessary is for reading, pilots should never use full lens spectacles while
flying - because the pilot's task requires frequent changes from near to distant vision and the latter is
blurred by reading glasses. Half-moon spectacles or lower segment lenses with a neutral upper
segment should be used in these circumstances.
d) Near and distant vision correction
Where correction for both near and distant vision is required, bifocal lenses are essential and pilots
should discuss with their medical examiner the shape and size most suitable for each segment.
Where triple correction is necessary for reading, the instrument panel range and distant vision, then
specialist advice is required.
e) Eye protection
1) Sun glasses
i) Under some circumstances sunglasses can reduce the vision drastically, therefore they
should only be used when necessary. Each pilot crew member wearing sunglasses will
ensure that any sunglasses worn during the exercise of pilot privileges are non-polarizing and
of a neutral gray tint.
ii) The use of sunglasses is prohibited during take- off and landing phase.


MANUAL 15 Mar 2017
2) Night vision
Before and during take-off, climb-out, approach and landing, the use of bright cockpit lights
should be restricted so as to favour the eye adoption to darkness.
6.1.11 Ear Protection
a) Flight personnel are recommended to use suitable earplugs:
1) In noisy environment.
2) While on duty (e.g. on the tarmac conducting walk around inspections).
3) During noisy private activities.
6.1.12 Humidity
a) The relative humidity of cabin air is much lower in flight than that to which we are accustomed.
Coffee and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects of
reduced humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and throat
and general tiredness.
6.1.13 Diurnal rhythm
a) It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our
chemical, psychological and physiological activity are high during our normal waking hours, and are
low during our normal sleeping hours. They reach the lowest point at about 4 a.m. When we fly
across time zones, that is either east-west or west-east, we may interrupt our diurnal cycle. However,
there is no proof that this is harmful to our health.
b) To minimise the tiring effects of interruption to our day-night biological cycle we should:
1) When away from home adhere as much as possible to the home time for sleeping, eating and
bowel function
2) Take adequate rest before flight
3) Eat light snacks at three or four hourly intervals to increase alertness.
6.1.14 Fatigue
a) A crewmember shall not commence a flight duty or continue a flight duty and the Company shall not
require or permit crew members to operate an aircraft:
1) after an intermediate landing if he is aware that he is too fatigued or will be too fatigued before
next landing
2) if the flight crew member has reported for a flight duty period too fatigued to safely perform his or
her assigned duties.– VAR 15.008 (b)
3) the crew member has reported him or herself too fatigued to continue the assigned flight duty
period. VAR 15.008 (c).
b) The basic responsibility in fatigue management rests with the individual crewmember who should
report for duty in a reasonably rested state and in an emotionally fit state to perform his expected


MANUAL 15 Mar 2017
duty. This includes attention to such factors as sleep, personal fitness and health, life-style and
activities prior to flight.
c) Due allowance for any adverse effects of these factors should be taken into account to ensure that
fatigue which would significantly affect operating performance is not encountered during flight duties.
6.1.15 Pregnancy
a) Pregnancy entails unfitness for flight crew duties.
b) Any crewmember who becomes pregnant must immediately, upon becoming aware of such
pregnancy, notify her management.
c) Certification of "unfitness to fly" shall be in writing from the attending physician and shall indicate the
expected date of delivery.
d) Upon receipt of such a notice, the crewmember will be removed from flying duties.
e) If obstetric evaluation indicates a completely normal pregnancy the pilot may be assessed as fit
until the end of the 26th week of gestation. Licence privileges may be resumed upon satisfactory
confirmation of full recovery following confinement or termination of pregnancy by a Medical Agency
appointed by VNA.

FLIGHT OPERATIONS Cosmic Radiation Rev 00

MANUAL 15 Mar 2017
6.2 COSMIC RADIATION

Company may take account of the in-flight exposure to cosmic radiation of all crewmembers while on duty
(including positioning) if necessary and shall take the following measures for those crew liable to be subject
to exposure of more than 1 millisievert (mSv) per year.
a) Assess their exposure.
b) Take into account the assessed exposure when organising working schedules with a view to reduce
the doses of highly exposed crewmembers.
c) Inform the crewmembers concerned of the health risks their work involves.
d) Ensure that the working schedules for female crewmembers, once they have notified the operator
that they are pregnant, keep the equivalent dose to the foetus as low as can reasonably be achieved
and in any case ensure that the dose does not exceed 1 mSv for the remainder of the pregnancy;
e) Ensure that individual records are kept for those crewmembers who are liable to high exposure.
These exposures are to be notified to the individual on an annual basis, and also upon leaving the
operator.
6.2.1 Assessment of cosmic radiation
Assessment of exposure level can be made by the method described below or other method acceptable to
the Authority.
Table 6.1 - Hours exposure for effective dose of 1 millisievert (mSv)
Hours at latitude
Altitude (feet) Altitude (km) Hours at equator
60o N
27 000 8.23 630 1330

30 000 9.14 440 980
33 000 10.06 320 750
36 000 10.97 250 600
39 000 11.89 200 490
42 000 12·80 160 420
45 000 13·72 140 380
48 000 14·63 120 350
a) Table 6.1, published above for illustration purposes, is based on the CARI-3 computer program; and
may be superseded by updated versions, as approved by the Authority.
b) The uncertainty on these estimates is about ± 20%. A conservative conversion factor of 0.8 has been
used to convert ambient dose equivalent to effective dose.
c) Doses from cosmic radiation vary greatly with altitude and also with latitude and with the phase of the
solar cycle. Table 1 gives an estimate of the number of flying hours at various altitudes in which a
FLIGHT OPERATIONS Cosmic Radiation Rev 00

MANUAL 15 Mar 2017
dose of 1 mSv would be accumulated for flights at 60° N and at the equator. Cosmic radiation dose
rates change reasonably slowly with time at altitudes used by conventional jet aircraft.
d) Table 1 can be used to identify circumstances in which it is unlikely that an annual dosage level of 1
mSv would be exceeded. If flights are limited to heights of less than 8 km (27 000 ft), it is unlikely that
annual doses will exceed 1 mSv. No further controls are necessary for crewmembers whose annual
dose can be shown to be less than 1 mSv.
e) For a pregnant crewmember, the effective dose is a reliable estimate of the equivalent dose received
by the conceptus.
6.2.2 Record keeping and working schedules
a) Company shall maintain records which would allow the total cosmic radiation dose received by their
crew members over the previous 12 calendar months to be determined – VAR 12.097.
b) Where in-flight exposure of crewmembers to cosmic radiation is likely to exceed 1 mSv per year
Flight Crew Division should arrange working schedules, where practicable, to keep exposure below 6
mSv per year. For the purpose of this regulation crewmembers who are likely to be exposed to more
than 6 mSv per year are considered highly exposed and individual records of exposure to cosmic
radiation should be kept for each crewmember concerned.

CHƯƠNG 7
GIỚI HẠN THỜI GIAN BAY VÀ THỜI GIAN NGHỈ
CHAPTER 7
FLIGHT TIME LIMITATIONS AND REST PERIODS
FLIGHT TIME LIMITATIONS AND REST PERIODS 7.1 /P 1

Definitions
MANUAL 15 Mar 2017
7.1 DEFINITIONS – VAR 15.001

Actual flight operation: Actual flight operation starts at the reporting time and ends when the crew goes
off duty.
Adequate facilities: A quiet and comfortable place not open to the public.
Augmented Flight Crew: A flight crew which comprises more than the minimum number required for
operation of the aircraft and in which each flight crew member can leave his post and be replaced by
another appropriately qualified flight crew member.
Block time: Total time from "wheel chocks away" for taxiing out from the tarmac at the airport of departure
to "wheel chocks on" at the tarmac of the arrival airport. Whenever a push-back is necessary, the block
time is counted at the beginning of this procedure.
Break time: A period free of all duties, which counts as duty, being less than a rest period.
Calendar day (day for short): The period of elapsed time using UTC time or local time that begins at
midnight and ends 24 hours later in the next midnight.
* Remarks: UTC time is applied in duty time calculation. Local time is applied in rest time calculation.
Calendar month: One of the twelve periods into which a year is divided, each has 28 or 29 to 31 days.
Calendar quarter: The calendar period of 3 months which begins from 1st January, 1st April, 1st July and
1st October.
Calendar year: the period of 12 calendar months that begins in January and ends in December.
Double Crew: Consists of two (2) single crews.
Duty: Any task that a crew member is required to carry out and which is associated with the business of
Company:
a) Flight duty
b) Training (on ground or in flight)
c) Instruction
d) Checks (simulator or in aircraft)
e) Standby
f) Break (see 7.3.6 Split duty)
g) Positioning
h) Meetings scheduled by the Flight Crew Division or Cabin Crew Division
i) Periodical health examination required by the Company
j) Office work assigned by the Company
k) Other duties assigned by the Company
Duty Time: The total time from the moment a crew member begins (immediately subsequent to a rest
period) any work on behalf of the Company until that crew member is relieved of all duties.
Flight: The period from take-off to landing, referred to as “sectors”.
Flight duty period (FDP): The total time from the moment a crew member commences duty, immediately
subsequent to a rest period and prior to making a flight or a series of flights, to the moment the crew
member is relieved of all duties having completed such flight or series of flights. Crew member is
considered to be on flight duty if they are performing any tasks on behalf of Company, whether scheduled,
requested or self-initiated – VAR 15.033(b)

Definitions
MANUAL 15 Mar 2017
a) FDP begins at reporting time (specified in 7.3.1) and ends 15 minutes after the final chock-on time.
b) FDP consists of the parts below:
1) Block time
2) Pre-flight and post-flight duties (1 hour before ETD and 15 minutes after chock-on time)
3) Transit time if suitable resting accommodation is not available
4) Positioning time before beginning a flight duty (FDP will be taken into account from departure
time of the positioning flight)
5) Standby if suitable resting accommodation is not available.
Home/Main Base: The place nominated by the Company to the crew member from where the crew
member normally starts and ends a duty period and at which place, under normal conditions, the Company
is not responsible for accommodation of the crew member concerned. Hanoi, Danang and Hochiminh cities
are designated as 3 home/main bases.
Notification time: The period of time that the Company allows between the time a crew member on
standby receives a call required him/her to report for duty and the time he/she is required to report for that
duty.
Operating crew member: A crew member who carries out duties in an aeroplane during the flight or
during any part of the flight.
Positioning: the transferring of a non-operating crew member from place to place as a passenger at the
behest of the operator.
Reporting time: The time at which a crew member is required by the Company to report for any duty. The
reporting time is expressed in the local time at the reporting place.
Rest period: A period free of all restraint, duty or responsibility for Company conducting commercial air
transport operations
Single Crew: A complements of two (2) pilots, one Captain and one First Officer (and may be an engineer
or a navigator according to the type of aircraft).
Split duty: A flight duty period which consists of two duties separated by a break.
Standby duty: A defined period of time during which a crew member has not been assigned to any duty,
but during which he/she is required by the Company to be available to receive an assignment for duty
without an intervening rest period.
Suitable accommodation: A suitably furnished room, with single occupancy if required by the crew
member, which is subject to minimum noise, is well ventilated and should have the facility to control the
levels of light and temperature.
Time difference: The number of hours separating local standard time at two locations (disregarding
daylight saving time).
Travelling: All reasonably planned travelling time spent by a crew member in transit between his/her place
of rest provided by the Company and the place of duty and vice-visa.
Week: A period of 7 consecutive days.

Responsibility
MANUAL 15 Mar 2017
7.2 RESPONSIBILITY – VAR 16.035 (a)

7.2.1 Company’s responsibility
The Company will publish and issue crew rosters in accordance with the Company policy described in this
Chapter, and in compliance with limitations of flight time and rest period approved by CAAV. Requirements
on flight duty limitations and rest periods specified in this Chapter shall be applied for both flight crew
members and cabin crew members. – VAR 12.157 (b)(1), VAR 15.020(a)(d), VAR 15.010 (b), VAR 15.012.
a) Flight time and duty period limitations as well as a rest period scheme for crewmember shall ensure
that:
1) A person must not be permitted to act as a crewmember if he knows or suspects that he is
suffering from such fatigue as may endanger the safety of the flight – VAR 15.007 (b).
2) Fatigue occurring in one flight, successive flights or accumulated over a period of time does not
endanger the safety of flight operations – VAR 15.007 (b).
b) Crew rosters will be issued sufficiently in advance for crew members to have sufficient time for an
adequate rest period prior to the commencement of their next duty period – VAR 15.050 (a)(1).
c) A flight duty period shall not be initiated if foreseeable circumstances indicate that the scheduled flights
cannot be fulfilled within the crew flight time limitations –VAR 15.033 (a)
d) In the planning stage, a number of reserve crew members will be available for possible daily
irregularities and shall be included in the roster preparation.
e) Duty and free day assignment shall be made to ensure the most possible equal distribution amongst
all crew members. The distribution of routes shall, as far as possible, be made in such a way that:
1) Consecutive hours of duty are assigned according to these limitations and are followed at least by
the respective number of free hours.
2) Crew changes by means of dead heading travel are kept to a minimum.
3) Free weekends, holidays are distributed equally.
f) Days-off of crew member assigned in published roster shall be kept unchanged. Should the
company intend to change the assigned day-off which falls into the period of 7 days from the date of
intention, changes should be negotiated and agreed upon between flight crew members and Flight
Rostering.
g) Exceptions:
1) The limits on flight duty may be increased and the rest periods may be reduced when the flight is
scheduled and normally terminated within the prescribed limitations, but fails to reach the
destination within the scheduled time due to unforeseen circumstances. If unforeseen operational
circumstances arise after take-off that are beyond the operator's control, a flight crew member
may exceed the maximum flight time and the cumulative flight time limits to the extent necessary
to safely land the aircraft at the next destination airport or alternate, as appropriate.– VAR 15.023(a).
2) Extension of FDP by more than 6 hours is not allowed. Extension of FDP by 03-06 hours must be
reported to and accepted by Executive Vice President – Flight Operation.
3) Any excess of flight duty or reduction of rest period must be accepted by the PIC upon his briefing
to all crew members, and reported to the Company. The report must provide information on crew
members affected, their scheduled time period, actual time period experienced, reason for the
exception, relevant factors, PIC’s recommendation for future roster adaptation to avoid this
situations, and Company’s decision regarding the need for adaptation of the roster to preclude re-
occurrence. The report must be retained for 180 calendar days.

Responsibility
MANUAL 15 Mar 2017
Any increase of a flight duty period or reduction of a rest period exceeding 1 hour, or any flight
time exceeding the maximum flight time limits permitted by CAAV, a copy of the report, to which
the Company must add his comments, must be sent to the CAAV no later than 10 days after the
event. The report must contain a description of the extended flight time limitation and the
circumstances surrounding the need for the extension. – VAR 15.023 (b)(c), VAR 15.025 (b), VAR 15.050 (b).
4) If special events call for flight requirements beyond normal Company routine operation or non-
routine operations, the Executive Vice President Flight Operation may establish temporary
regulations that may differ from those given in this manual. Such temporary regulations require
CAAV approval.
The CAAV will consider a person in compliance with prescribed FDP limitations, if he or she
exceeds those limitations during an emergency or adverse situations beyond the control of
Company. – VAR 15.033 (e).
5) The daily, monthly, quarterly flight time limitations and flight duty time limitations and rest period
may be infringed in the following cases: - VAR10.085(a)(2)
i) Emergency flights for search and rescue
ii) VIP flights
iii) Flights for public services are required by the Government
iv) Flights delayed due to technical or weather reasons.
h) Company shall not schedule any flight crew member if that crew member’s total flight time, total flights
or duty aloft will exceed the limitations prescribed by the CAAV – VAR 12.020(f)
7.2.2 Crewmembers’ responsibility
Every crewmember has the responsibility to comply with Company policy on flight duty and rest period
limitations specified in this Chapter:
a) Crew members shall not operate an aircraft and unless:
1) At the start of any duty period, the Company has provided the opportunity for, and the crew
member has, taken adequate rest and sustenance as prescribed by CAAV – VAR 15.050 (a)(1).
2) At the start of any duty, the crew member is free of any fatigue, illness, injury, medication or drug
which could impair the safe exercise of the crew members’ responsibilities and endanger the
safety of the flight. – VAR 15.007.
Each flight crew member must affirmatively state he/she is fit for duty prior to commencing flight.
Any person (including flight crewmember himself/herself) who suspects that a flight crew member
is not fit for duty will fill in the Pre-flight medical information form – VAR 15.008 (d).
(See Health monitoring process for pilot for details).
b) Crew members must not accept an assignment to any duty during required rest period – VAR 15.050 (a)(2).
c) Crew members must not accept an assignment for flight time if:
1) Crew member’s uninterrupted flight time will exceed the limitations prescribed by CAAV. – VAR
15.020(a)
2) Crew member’s total flight time, total flights or duty aloft will exceed the limitations prescribed by
CAAV – VAR 15.020 (f)
d) Crew member who breaks assigned schedule shall not require originally assigned days off to be fixed.
The original schedule can be adjusted by Crew roster.

Responsibility
MANUAL 15 Mar 2017
7.2.3 Duty time and rest period record keeping – VAR 15.013; VAR 12.095
a) Duty time and rest period records are stored in a Crew Rostering, Recording and Tracking Software
that is:
1) Approved by CAAV and installed in servers in Ho Chi Minh City home base
2) Accessible to the CAAV at all times during the operations of aircraft.
3) Secured by persons identified to the CAAV
b) The Software is operated so that records for tracking flight and duty times and rest periods are
maintained, updated and available and each crew member can ensure the required records have been
updated before his/her first flight of the day.
1) The rostering and recording system will be backed-up automatically and manually every day.
2) Records (including electronic files) are kept for 3 years.
3) Flight Operation Officers (Roster) are responsible for recording accurate flight and duty times and
other relevant information in the system as soon as practicable after each flight and not more than
24 hours after the flight has been completed.
4) Crew members are required to maintain a personal record of their daily flight time.
5) Crew members will be trained in the rostering and recording software as part of their fatigue
knowledge training and can ask for the assistance from his/her … in order to track their duty time
and rest period records.
6) If a crew member becomes aware of any errors in rostering (or the possibility of exceeding
cumulative limits) these must be brought to the attention of the Rostering Departments as soon as
possible.
a) Contents of planning & tracking records
The crew duty and flight time records for each flight and cabin crew member contains:
1) Company name
2) The crew member’s full name and identification number
3) A running summary of number of hours flown in the past:
i) 12 months;
ii) 28 days;
iii) 10 days
iv) 7 days;
v) 24 hours; and
vi) A running summary of the landings in the past 24 hours.
4) If the flight time is scheduled more than 24 hours in advance, a daily record by date, of the
assigned duty times, flight times and projected rest periods;
5) A daily record by date, with an hourly display of the actual time spent showing the beginning and
the end of each period of:
i) Duty, including duty aloft;
ii) Flight time in commercial air transport, aerial work activities; and any other activity that
required the application of the crew member's commercial or airline transport pilot privileges.
iii) Required rest.

Responsibility
MANUAL 15 Mar 2017
6) A provision for the certification of at least each 30 calendar days of records by the crew member
and the person making the assignments and entries.
(See Crew Rostering, Recording and Tracking Software User Instruction Manual for details)
FLIGHT TIME LIMITATIONS AND REST PERIODS 7.3 /P1

Duty time limitations - crew members
MANUAL 15 Mar 2017
7.3 DUTY TIME LIMITATIONS – VAR 15.063 (b)(1), VAR 15.063 (b)(2), VAR 15.063 (b)(3)
7.3.1 Reporting time
a) Regular flights
1) Flight crew, dispatchers: 1 hour before ETD at the Dispatch office or where he can receive
computerize flight plan and other flight information.
2) Cabin crew, mechanics: 1 hour before ETD at aircraft (in case the aircraft ground time is less than
1 hour, they must present at the aircraft as soon as the aircraft available)
Remark: Local circumstances may require a longer pre-flight period
b) VIP flights: Crew members are requested to report 1 hour 30 minutes before ETD at aircraft for
domestic flights, 2 hours pre-flight before ETD for international flights.
c) Training flights: Crew members are requested to report 1 hour 30 minutes before ETD at the
Dispatch office or where he can receive computerize flight plan and other flight information.
d) Reporting time change
When a crewmember is informed of delay to the reporting time due to a changed schedule before leaving
the place of rest, flight duty time shall be calculated based on the revised reporting time
7.3.2 Commuting time
Time spent in transit between the Company assigned place of rest and the place of reporting for duty is
NOT normally counted as duty, even though it is a factor contributing to fatigue. All time above 45 minutes
in transit must be considered as a part of the subsequent duty period AC 15-001 9.4.
7.3.3 Flight Duty Period
7.3.3.1Flight Duty Period limitation
Table 7.1 Flight duty period limitation – VAR 15.033 (a):
Maximum number of landings
Reporting time (LT)
1,2 3 4 5 6 or over
0700-1759 1300 1200 1130 1100 1000
1800-2159 1230 1200 1130 1100 1000
2200-0459 1200 1130 1100 1000 0900
0500-0659 1230 1200 1130 1030 0930
7.3.3.2 Maximum number of flights and Block time limitations
a) The maximum number of flights/ total block time of the flight on which an individual flight crew member
is assigned as an operating crew member do not exceed:
1) 7 flights during any duty period or 18 consecutive hours, whichever occurs first. – VAR 15.020 (b).
2) 100 hours in any 28 consecutive days – VAR 15.020 (c).
3) 1000 hours in any 12 consecutive months period – VAR 15.020 (d).
b) Maximum uninterrupted block times to which a flight crew may be assigned in one flight duty period
shall not exceed:
1) The limitations in the following table if the operation is conducted with 02 crew members – VAR
15.020 (b)(1):

MANUAL 15 Mar 2017
Table 7.2 Maximum uninterrupted block times

Reporting time (local time) Maximum uninterrupted block times
0700-1359 11 hours
1400-1759 10 hours
1800-0459 09 hours
0500-0659 10 hours
2) 13 hours if the operation is conducted with 03 crew members – VAR 15.020(b)(2)
3) 17 hours if the operation is conducted with 04 crew members – VAR 15.020(b)(3)
7.3.3.3 Cumulative duty period
The cumulative duty period to which a flight crew member is assigned shall not exceed – VAR 15.030 (a):
a) 55 hours in any 7 consecutive days. - VAR 15.030 (a)(3)
b) 190 hours in any 28 consecutive days - VAR 15.030 (a)(2)
c) 1800 hours 12 consecutive months- VAR 15.030 (a)(1)
7.3.3.4 Augmented Flight Crew
a) The assignment involving the use of an augmented flight crew to increase the length of a FDP is not
allowed unless there are adequate rest facilities approved by the CAAV available on board the aircraft
for all resting flight crew members - VAR 15.040 (c).
b) With an augmented flight crew, irrespective of the reporting time, the flight duty period does not exceed:
1) 18 hours - if a flight crew comprising at least two pilots is augmented in order to increase the flight
duty period derived from Table 7.1 above, in such way that every flight crew member can leave his
post for at least 50% of the total block time of all flights within the flight duty period. Adequate rest
facilities approved by CAAV must be available onboard the aircraft for all resting flight crew
members. – VAR 15.040 (a)(1); VAR 15.040 (c).
2) 16 hours - if flight crew augmentation is less than in (1) above, in such way that every flight crew
member can leave his post for at least 25% of the total block time of all flights within the flight duty
period. Adequate rest facilities approved by CAAV must be available onboard the aircraft for all
resting flight crew members – VAR 15.040 (a)(2); VAR 15.040 (c).
3) An augmented flight crew is scheduled to carry out no more than – VAR 15.040 (b):
i) 02 landings within a flight duty period; or
ii) 03 landings provided that the block time for one sector ≤ 3 hours and the rest period
immediately following this flight duty period is increased by 6 hours.
c) All time spent on an aircraft as an assigned or relief flight crew member, whether resting or performing
tasks, are shall be included in FDP – VAR 15.033 (c).
d) Block time calculation method for flight crew member:
Block time of a sector of flight x 2
Block time for each flight crew member =
Number of flight crew members on duty

MANUAL 15 Mar 2017
7.3.3.5 Extension of allowable flight duty period for cabin crew

Irrespective of the reporting time, the flight duty time derived from Table 7.1 may be increased up to – VAR
15.035 (a):
a) 14 hours – if each crew member is free off duty for 1 hour

b) 18 hours - if each cabin crew member is free of duties for a period of time equal to one quarter (1/4) of period
calculated by subtracting one hour for each planned block time from the total block time in the flight duty
period; and rest facilities are available on board for resting cabin crew members. No more than 2 landings
are carried out within a flight duty period.
Remark: The period free of duty should be consecutive
7.3.3.6 Augmented Cabin Crew
a) All time spent on an aircraft as an assigned or relief cabin crew, whether resting or performing tasks, are
included in FDP – VAR 15.033 (c).
b) Block time calculation method for cabin crew member:
Block time of the flight sector(s) x number of cabin crew required for safety
Block time for each cabin crew member =
number of cabin crew member on duty
7.3.4 Positioning period
a) Positioning shall be included as part of the FDP (but shall not count as a sector) provided that the flight
crew member is assigned to flight duty no later than 10 hours after positioning.
b) All the time spent on positioning is counted as duty – VAR 15.050 (d)(e).
c) If crew members are required to engage in positioning for more than 4 hours, one half of that time
shall be included in the calculation of FDP – VAR 15.033(d), VAR 15.033(d)(1), VAR 15.033(d)(2)
d) A positioning sector immediately following operating sector will be taken into account for the
calculation of minimum rest – VAR 15.050 (d)(e).
7.3.5 Standby – VAR 15.045
a) The following limits on standby period for crew members is applied:
Notification time Maximum standby
0 – 5 hrs 59 12 hrs
6 hrs or more 18 hrs
b) Ensure that suitable accommodation is provided if:
1) A crew member is required to be on standby away from the home base; or
2) Standby is undertaken at an airport
c) Ensure that following are accounted towards the total duty period prescribed in 7.3.3.3:
1) 50 % of the amount of standby (excluding the first 4 hours of any standby undertaken at home)
and
2) If notified for duty, 50 % of any notification time of less than 10 hours.
d) Ensure that when a crew member completes standby without being called for duty he completes a rest
period of at least 10 hours before commencing a subsequent duty or standby period.

MANUAL 15 Mar 2017
7.3.6 Split duty – VAR 15.037

a) The allowable FDP can be increased through the application of the split-duty. When split-duty is applied,
the following must be complied with:
1) The FDP shall not consist of more than 2 periods of duty;
2) There shall be a single break of sufficient length;
3) The crew member is notified in advance;
4) Adequate facilities shall be provided;
5) Suitable accommodations shall be provided:
i) If the break is 6 hours or more;
ii) Covers 3 hours or more of the period 2200- 0600 local time at the place where it occurs.
b) Crew scheduling involving a split-duty assignment must not be accepted unless:
1) Parts of the FDP before. and after the break do not exceed 10 hours; and
2) The total FDP does not exceed 20 hours.
c) If the total travelling time in both directions between the place of duty and the adequate facilities or
suitable accommodation exceeds one hour, any travelling time in excess of 1 hour total is deducted
from the break for the purpose of calculating the increased FDP.
d) Split-duty shall not be combined with the provisions for an augmented flight crew or, for cabin crew,
extension of the allowable FDP.
e) With regard to the cumulative duty periods prescribed in 7.3.3.3, if the break is less than 8 hours the
full period of break is accountable. If the break is 8 hours or more, 50 % of the period break is
accountable – VAR 15.030(b)
f) The time difference between the place of the beginning of the duty and the place of break is not
greater than 2 hours.
g) When split duty is applied, the allowable planned FDP prescribed in Tables 7.1 can be increased as
follows:
Consecutive Hours added to allowable planned Flight Duty Period
hours break
0000-0259 NIL
0300-0659 1/2 length of break
0700-1059 2/3 length of break; or
1 ½ length of break if at least 8 hours of the break fall between 2000-0800 local
time where the break occurs
7.3.7 Mixed flying types of operation: flight simulator and conversion/recurrent training flight – VAR
15.043
a) An assignment for mixed types of operation, such as flight simulator, conversion/recurrent training
flights prior to commercial air transport flights must be approved by CAAV.
b) When a flight crew member carries out either flight simulator or training flight prior to a commercial air
transportation flight within the same flight period, the duration of flight simulator or training flight must
be double for the purpose of calculating flight duty period limits. Simulator flying does not count as a
sector, but the flight duty period is calculated from the report time of the simulator.

Rest period - crew members
MANUAL 15 Mar 2017
7.4 REST PERIOD - VAR 15.063 (b)(1), VAR 15.063 (b)(2), VAR 15.063 (b)(3)
a) Time spent in transit to a place of rest following completion of the post-flight duties is normally counted
as a part of the rest period. However, all time of more than 30 minutes in transit must be added to the
prior duty period to compute the actual start time for the rest period – AC 15-001 10.3; VAR 15.050 (c).
b) The minimum rest period which must be provided before undertaking a flight duty period shall be at least as
long as the preceding duty period, and not less than 11 hours – VAR 15.053 (a); VAR 15.053 (a)(2)
c) The minimum rest period following a flight duty period in which split duty credit has been used shall
be at least as long as the total flight duty period including the break, except that, if suitable
accommodation was provided, the duration of the break need not be included in the rest period
calculation – VAR 15.053 (b). VAR 15.053 (a)(1)
d) The rest period calculated in accordance with subparagraph (b) and (c) above may be reduced by
not more than 3 hours but not less than 11 hours, subject to the following conditions – VAR 15.053 (c):
1) The previous rest period must have been completed in accordance with (a) above; VAR 15.053(c)(1)
2) The amount by which the rest period is reduced must be added to the next rest period which
cannot be reduced; VAR 15.053 (c)(2)
3) The amount of time by which the rest period is reduced must be deducted from the subsequent
allowable Flight Duty Period; VAR 15.053 (c)(3)
e) To compensate for cumulative fatigue, crewmembers shall be provided a rest period of either – VAR
15.055:
1) minimum 36 consecutive hours within any 168 consecutive hours; or

2) minimum 60 consecutive hours within any 240 consecutive hours
When defining 168-consecutive-hour or 240-consecutive-hour period, the reference point (R.P) is
the point at which a crewmember reports for duty or finishes his/her duty.
Figure 7.1 Minimum rest within any 168 consecutive hours

f) If the flight duty time exceeds 18 hours including positioning, crew member shall have one night rest.
g) If the crew members are called out for duty when on standby, minimum rest time shall be actual
standby duty (excluding the first 4 hours of any standby undertaken at home) plus positioning (if
applicable) and flight duty time.
h) The company shall provide suitable accommodation when rest periods are required away from the
home base. If there is a long distance from the Company provided accommodation to the airport, a
closer accommodation must be arranged in order to be sure the rest time of crew member is enough
and present at airport within 1h30 before flight when is required.
Rev 00
FLIGHT OPERATIONS Time zone difference
MANUAL 15 Mar 2017
7.5 TIME ZONE DIFFERENCE (TD) – VAR 15.047.

If the time difference of local time between the beginning and the end of a flight duty period is 4 hours or
more:
a) 4 hours  TD  6 hours: the subsequent rest period is at least as long as the preceding flight duty
period or 14 hours, whichever is greater.
b) TD > 6 hours: the subsequent rest period is at least as long as the preceding flight duty period or 16
hours, whichever is greater.

Day off, vacations and medical leave requests
MANUAL 15 Mar 2017
7.6 DAYS OFF, VACATIONS AND MEDICAL LEAVE REQUESTS

7.6.1 Number of days-off
a) Minimum time free of all duty and standby which are notified in advance are 118 days per calendar
year.
b) This 118 days include annual leave, day-off away from main base, medical leave and other required
rest periods provided by the Company in compliance with requirements in 7.4.
c) Days-off must be scheduled to ensure:
1) At least 7 days per calendar month (which may include required rest periods); and
2) At least 24 days per calendar quarter (which may include required rest period).
7.6.2 Requests for day(s)-off
A flight crew member may request days off in a block of up to a maximum of 3 days for during a roster
period. A maximum of 6 request for the day(s) off per year shall be accepted. Requests for days off must be
submitted to Crew Rostering in writing by the 10th day of the month preceding the month where the request
for days off is requested. Every attempt will be made to accommodate such requests, subject to the flying
program.
7.6.3 Request for annual vacations
When crew members are due for leave their request for leave and the duration of the leave must be
submitted to Crew Rostering by the 10th day of the month preceding the month where leave is
requested.
Crew Rostering will advise, in writing, whether leave requests can be accommodated within the flying
program and if refused will offer the crew member alternative dates.
7.6.4 Medical Leave
a) Flight crew members have to inform the Crew Rostering or Briefing Office of medical status by check
in time: 4 hours before ETD and 12 hours at stopovers. Exceptional: Crew members are advised
to inform the Crew Rostering immediately when they fall ill so as to enable the standby crew to be
called up.
b) Exept for cases of accident or emergency, crew members must report their medical status at offices
with certification by doctors (at Flight crew Division or Cabin crew Division).
c) Irrespective of the number of days, the crew member will have to furnish a medical certificate from an
authorised Hospital or Health care unit within 3 working days since reporting time. Also the crew
member may be required to provide his/her address to Flight crew Division and Cabin crew Division.
d) The crew member is requested to have medical check if he/she was ill for 20 days or more.
7.6.5 Roster request
a) Flight crew members may submit request for a specific flight or flight rotation.
b) Requests shall be submitted to Crew Rostering in writing by the 10th day of the month preceding the
roster is issued. Every attempt will be made to accommodate such requests, subject to the flying
program.
7.6.6 Requests for schedule change
a) A mutual change between 2 crew members can be done provided that:
1) Both crew members agree to change

Day off, vacations and medical leave requests
MANUAL 15 Mar 2017
2) The change involves only 2 crew members

3) The change is within limits of flight duty regulation and qualifications
4) The change is agreed by the Crew Rostering and made known at least 2 days in advance
b) If for any reason, a flight crew member wishes to be positioned on an earlier service before flight duties
or on a later service after flight duties, he should apply in writing to Crew Rostering. Every attempt will
be made to accommodate such requests, subject to the flying program.
CHƯƠNG 8
PHƯƠNG THỨC KHAI THÁC
CHAPTER 8
OPERATING PROCEDURES
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MANUAL Rev 00
Minimum flight altitudes requirement
15 Mar 2017
8.1 FLIGHT PREPARATION – VAR APP 1 TO 12.153 (d)(4)(A)(16)

8.1.1 MINIMUM FLIGHT ATTITUDE REQUIREMENT
Except when necessary for take-off or landing, an aircraft may not be operated below the following altitudes:
– VAR 10.335, VAR 12.210 (a).
a) Anywhere: An altitude allowing, if a power unit fails, continuation of flight or an emergency landing
without undue hazard to persons or property on the surface.
b) Over congested areas: Over any congested area of a city, town, or settlement, or over any open-air
assembly of persons, an altitude of 600m (2,000 feet) above the highest obstacle within a horizontal
radius of 900m (3,000 feet) of the aircraft.
c) Over other than congested areas: An altitude of 150m (500 feet) above the surface.
8.1.1.1 Establishment of minimum VFR altitude – VAR 10.433(a), VAR APP 1 TO 12.253 (d)(4)(A)(6)
The company does not allow VFR operations for revenue flight. If VFR is required for a specific flight or
part(s) of a flight, an authorisation of the Flight VicePresident - Flight Operations must be obtained.
8.1.1.1.1 Minimum Safe VFR Altitudes – VAR 10.337,
a) PIC shall not operate an aeroplane in commercial air transport under VFR:
1) during the day, at an altitude less than 300 m (1,000 ft) above the surface or within 300 m (1,000 ft)
of any mountain, hill, or other obstruction to flight.
2) at night, under VFR, at an altitude less than:
ii) 600 m (2,000 feet) above the highest obstacle within a horizontal distance of 8 km (5 sm) from
the centre of the intended course, or,
iii) In designated mountainous areas, less than 900 m (3,000 feet) above the highest obstacle
within a horizontal distance of 8 km (5 sm) from the centre of the intended course.
b) For VFR altitudes requirements refer to ICAO Rules of the Air - Annex 2 chapter 4 and to any national
regulations applicable to the area overflown.
8.1.1.1.2 VFR Cruising Altitudes - VAR 10.443
a) Except as provided in paragraph (b), each person operating an aircraft in level cruising flight under
VFR at altitudes above 900 m (3,000 ft), but below FL 290, above the ground or water, shall maintain:
1) For magnetic track from zero degrees to 179 degrees, any odd thousand MSL altitude or flight level
plus 150 m (500 ft).
2) For magnetic track from 180 degrees to 359 degrees, any even thousand MSL altitude or flight
level plus 150 m (500 ft)).
b) The ultimate selection of a VFR cruising altitude shall correspond to the appropriate table in Jeppesen
Airway Manual- ATC chapter- Table of cruising levels – ICAO Rules Of The Air – Annex 2 - Appendix 3
8.1.1.2 Establishment of minimum IFR altitude - VAR APP 1 TO 12.253 (d)(4)(A)(6)
a) When an aircraft is operated for the purpose of commercial air transport, the minimum altitude/flight
level at which it is permitted to fly may be governed by national regulations, air traffic control
This is manual uncontrolled when printed
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requirements, or by the need to maintain a safe height margin above any significant terrain or obstacle
en route. Whichever of these requirements produces the highest altitude/flight level for a particular
route, it will determine the minimum flight altitude for that route.
b) When establishing the minimum flight altitudes, the following is taken into account - VAR 12.210 (b):
1) The accuracy with which the position of the aeroplane can be determined;
2) The probable inaccuracies in the indications of the altimeters used;
3) The characteristics of the terrain along the routes or in the areas where operations are to be
conducted;
4) The probability of encountering unfavourable meteorological conditions; and
5) Possible inaccuracies in aeronautical charts.
6) Airspace restrictions
7) Any rules of the air applicable to the country being overflown.
8.1.1.3 Operation of aircraft at minimum altitudes (in IFR Operation) - VAR APP 1 TO 12.253 (d)(4)(A)(7)
a) Except when necessary for take-off or landing, do not operate an aircraft under IFR below - VAR 10.475 (a):
1) The applicable minimum altitudes prescribed by the authorities having jurisdiction over the airspace
being overflown; or
2) If no applicable minimum altitude is prescribed by the authorities:
i) Over high terrain or in mountainous areas, at a level which is at least 900 m (3,000 ft) above
the highest obstacle located within 8 km (5 sm) of the estimated position of the aircraft; and
ii) Elsewhere than as specified in paragraph (a), at a level which is at least 600 m (2,000 ft) above
the highest obstacle located within 8 km (5 sm) of the estimated position of the aircraft.
Note: The estimated position of the aircraft will take account of the navigational accuracy which
can be achieved on the relevant route segment, having regard to the navigational facilities
available on the ground and in the aircraft.
3) If an MEA and a MOCA are prescribed for a particular route or route segment, a person may
operate an aircraft below the MEA down to, but not below, the MOCA, when within 42 km (22 nm)
of the VOR concerned.
b) Climb for obstacle clearance - VAR 10.475 (b)
1) If unable to communicate with ATC, each pilot shall climb to a higher minimum IFR altitude
immediately after passing the point beyond which that minimum altitude applies
2) If ground obstructions intervene, each pilot shall climb to a point beyond which that higher
minimum altitude applies, at or above the applicable MCA.
8.1.1.3.1 Terminal area
a) Except during IFR approach or departure when on track with a published minimum altitude on
Jeppesen airport charts the minimum altitude must not be lower than the Minimum Sector Altitude
(MSA).
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b) The net take-off flight path must clear all obstacles by a vertical distance of at least 35 ft or by a
horizontal distance of at least 90 m plus 0.125 x D, where D is the horizontal distance the aircraft has
travelled from the end of the take-off distance available or the end of the take-off distance if a turn is
scheduled before the end of the take-off distance available. For aircrafts with a wingspan of less than
60 m, a horizontal obstacle clearance of half the aircraft wingspan plus 60 m, plus 0.125 x D may be
used – VAR 17.060(a)(4)(i)(ii).
c) When showing compliance with the take-off obstacle clearance, the following must be taken into
account - VAR 10.275(c)(d):
1) The weight of the aircraft at the commencement of the take-off run;
2) The pressure altitude at the aerodrome;
3) The ambient temperature at the aerodrome; and
4) Not more than 50% of the reported head-wind component or not less than 150% of the reported
tailwind component.
5) Runway surface conditions (dry, wet, contaminated…)
6) Aircraft performances (see 8.1.2.4.2)
d) When showing compliance with the take-off obstacle clearance:
1) Track changes shall not be allowed up to the point at which the net take-off flight path has
achieved a height equal to one half the wingspan but not less than 50 ft above the elevation of the
end of the take-off run available. Thereafter, up to a height of 400 ft it is assumed that the aircraft
is banked by no more than 15°. Above 400 ft height bank angles greater than 15°, but not more
than 25° may be scheduled;
2) Any part of the net take-off flight path in which the aircraft is banked by more than 15° must clear
all obstacles within the horizontal distances by a vertical distance of at least 50 ft; and
3) An operator must use special procedures, subject to the approval of the Authority, to apply
increased bank angles of not more than 20º between 200 ft and 400 ft, or not more than 30º above
400 ft;
4) Adequate allowance must be made for the effect of bank angle on operating speeds and flight
path including the distance increments resulting from increased operating speeds.
e) When showing compliance with the take-off obstacle clearance, for those cases where the intended
flight path does not require track changes of more than 15°, there is no need to consider those
obstacles which have a lateral distance greater than:
1) 300 m, if the pilot is able to maintain the required navigational accuracy through the obstacle
accountability area; or
2) 600 m, for flights under all other conditions.
f) When showing compliance with the take-off obstacle clearance, for those cases where the intended
flight path does require track changes of more than 15°, there is no need to consider those obstacles
which have a lateral distance greater than:

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1) 600 m, if the pilot is able to maintain the required navigational accuracy through the obstacle
accountability area; or
2) 900 m for flights under all other conditions.
g) Contingency procedures must be established by Company to satisfy the requirements of VAR and to
provide a safe route, avoiding obstacles, to enable the aircraft to either comply with the en-route
requirements or land at either the aerodrome of departure or at a take-off alternate aerodrome. – VAR APP
1 TO 12.153 (d)(4)(A)(19)
8.1.1.3.2 En-route
a) Normal operation
1) En-route IFR flight levels or altitudes should be higher than the published Minimum En-route IFR
Altitude (MEA) indicated on en-route charts and must be higher than the published Minimum
Obstruction Clearance Altitude (MOCA).
2) The minimum safe Off-route altitude should be higher than the Minimum Off-Route Altitude
(MORA) and the published Minimum Obstruction Clearance Altitude (MOCA). Both minimum
altitudes are indicated on en-route charts when they exist.
3) In case of incomplete or lack of safety altitude information, obstacles and reference points have to
be located on Operational Navigation Charts (ONC) or topographic maps. The minimum safe en-
route altitude must clear all obstacles within 5 NM (or 10 NM in function of reliability of the
navigation) the route centerline by 1000 ft (300 m) if the reference point is not higher than 5000 ft
(1500 m) MSL or 2000 ft (600 m) if reference point is higher than 5000 ft MSL.
4) If available and not limiting, the grid MORA may be used as minimum flight altitude.
5) These minimum altitudes must be respected along the track with all engines operative. During
flight preparation, the en-route minimum altitudes must be established for all the route segments.
b) Abnormal operation
1) En-route - One engine inoperative – VAR 17.065
i) Before take-off, the performance calculations must be taken into account and can demonstrate
that the aircraft can, in the event of the critical engine becoming inoperative at any point along
the route or planned diversions therefrom, continue the flight to an aerodrome where a landing
within the safety margins without flying below the minimum obstacle clearance altitude at any
point. Company publish and maintain guidance, data and procedures, applicable to each
aircraft type, that enable the flight crew to determine and/or compute en route aircraft engine-
out performance. Such guidance, data and procedures shall include, as a minimum, aircraft
engine-out:
- Service ceiling;
- Drift down altitudes, as well as specific guidance and procedures that assure terrain
clearance along the route to the destination airport or to an en route alternate airport.
– VAR 17.065(a)

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ii) The PIC must ensure the following requirements are met before take-off, in the event of a
engine failure at the most critical point en- route, continue the flight to a suitable aerodrome
where a landing can be made: – VAR 17.065(b)
- The net flight path must have a positive gradient at at least 1000 ft above all terrain and
obstructions along the route within 9.3 km (5 NM) on each side of the intended track.
The 9.3 km (5 sm) clearance margin shall be increased to 18.5 km (10 sm) if
navigational accuracy does not meet the 95% containment level. – VAR 17.065(b)(2)(i), VAR
17.065(d).
- A net flight path from the cruising altitude to the intended landing aerodrome that
allows at least 2000 ft clearance above all terrain and obstructions within 9.3 km (5
NM) on each side of the intended track– VAR 17.065(b)(2)(ii):
- The net flight path must have a positive gradient at 1500 ft above the aerodrome where
the aircraft is assumed to land.– VAR 17.065(b)(2)(iii).
2) Pressurisation failure
For depressurisation, it may be necessary to descend below the en-route minimum altitude determined
for normal operation in order to cope with passenger oxygen requirements (see 8.8). At any time, the
aircraft gross (actual) flight path must clear vertically all obstacles by 2000 ft.
8.1.1.4 Altitude corrections
In order to determine the geometrical altitude of the aircraft and thus ensure adequate obstacle clearance,
corrections have to be applied when Outside Air Temperature and/or pressure differ from standard
atmosphere.
8.1.1.4.1 Temperature correction
a) The calculated minimum safe altitudes/heights must be corrected when the OAT is much lower than
that predicted by the standard atmosphere.
b) The correction has to be applied on the height above the elevation of the altimeter setting source. The
altimeter setting source is generally the atmosphere pressure at an airport, and the correction on the
height above the airport has to be applied on the indicated altitude. The same correction value is
applied when flying at either QFE or at QNH.
c) Low altitude temperature corrections
1) Approximate correction
i) Increase obstacle elevation by 4% per 10°C below ISA of the height above the elevation of
the altimeter setting source or decrease aircraft indicated altitude by 4% per 10°C below ISA
of the height above the elevation of the altimeter setting source.
ii) This method is generally used to adjust minimum safe altitudes and may be applied for all
altimeters setting source altitudes for temperatures above -15°C.
2) Tabulated corrections
For colder temperatures, a more accurate correction should be obtained from the following table
calculated for a sea level aerodrome. It is conservative when applied at higher aerodrome.

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Table 8.1.1- Values to be added by the pilot to minimum promulgated heights/altitudes (ft)
(Source : (ICAO doc 8168, Part III, Section 1, Chapter 4)
AP Height above the elevation of the altimeter setting source (ft)

Temp 200 300 400 500 1000 2000 3000 4000 5000
0°C 20 20 30 30 60 120 170 230 280
-10°C 20 30 40 50 100 200 290 390 490
-20°C 30 50 60 70 140 280 420 570 710
-30°C 40 60 80 100 190 380 570 760 950
-40°C 50 80 100 120 240 480 720 970 1210
-50°C 60 90 120 150 300 590 890 1190 1500
Note: These values are calculated at sea level and are conservative for higher elevations
d) High altitude temperature corrections
The graph given hereafter has to be used en-route for high altitude operation. It does not take into
account the elevation of the altimeter setting source. In theory, this correction applies to the air column
between the ground and the aircraft. When flying above high terrain, the use of this correction gives a
conservative margin.

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Figure 8.1.1 - Altitude temperature correction for high altitude use
4 Altitude (QNH) ISA

0 (1000 ft)
ISA-30ISA – Example:
3030 Given
MEA = FL200 /
ISA -30°C
3 ISA
ISA+30 Min
0 +30
30 FL = 230
23000 ft
2
0
1
0 * This assume a constant ISA
from sea level to aircraft altitude
True Altitude*
(1000 ft)
0
1 2 3 4
0 0 0 0

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8.1.1.4.2 Pressure correction

a) When flying at levels with the altimeter set to 1013hPa, the minimum safe altitude must be corrected
for deviations in pressure when the pressure is lower than the standard atmosphere (1013hPa).
b) ICAO says that an appropriate correction is 28 ft per hPa below 1013hPa.
c) When using the QNH or QFE altimeter setting (giving altitude or height above QFE datum
respectively), a pressure correction is not required.
d) The following corrections are to be applied to the actual terrain/obstacle elevation to determine the
corresponding pressure altitude.
Table 8.1.2 - Pressure correction
QNH of nearest station (hPa) Correction
975 - 978 + 1100 ft
979 - 981 + 1000 ft
982 - 984 + 900 ft
985 - 988 + 800 ft
989 - 991 + 700 ft
992 - 994 + 600 ft
995 - 997 + 500 ft
998 - 1001 + 400 ft
1002 - 1004 + 300 ft
1005 - 1007 + 200 ft
1008 - 1011 + 100 ft
1012 - 1014 0 ft
1015 - 1018 - 100 ft
1019 - 1021 - 200 ft
1022 - 1025 - 300 ft
1026 - 1028 - 400 ft
1029 - 1031 - 500 ft
1032 - 1035 - 600 ft
1036 - 1038 - 700 ft
1039 - 1042 - 800 ft
1043 - 1045 - 900 ft
1046 - 1050 - 1000 ft
Examples:
(1) Elevation = 2000 ft; QNH = 1020 hPa
Correction = - 200 ft
Pressure altitude = 1800 ft
(2) Elevation = 2000 ft; QNH = 995 hPa
Correction = + 500 ft
Pressure altitude = 2500 ft

FLIGHT PREPARATION
MANUAL Criteria for determining the usability of airports
15 Mar 2017
8.1.2 CRITERIA FOR DETERMINING THE USABILITY OF AIRPORTS/ROUTES– VAR 10.377(a)

8.1.2.1 Usability of airports
8.1.2.1.1 General principles:
a) Alternate, departure and destination aerodromes considered to be used for operations must be
adequate for the type of aircraft and operation concerned.
b) In addition to be selected for conducting an operation they should be complying with given weather
minima at the time/period of the operation (see 8.1.3).
Note: For EDTO operation the term "suitable" is used to define adequate Airport complying with EDTO
flight dispatch weather minima criteria (see to 8.5) - VAR 12.037 (b)
c) Operations are not permitted into and out of uncontrolled airports
d) Company shall be able to have rapid and reliable radio communications with all flights over the
Company’s entire route structure under normal operating conditions. - VAR 12.203(b).
e) Any operations along routes and into aerodromes without rapid and reliable radio communications
shall be approved by the Authority prior to commercial air transport operations in this area - VAR
12.203(c).
f) Operations are not permitted to aerodrome within Vietnam which is not licensed by CAAV unless
the prior permission for use of non-licenced aerodrome has been received. - VAR 10.313 (a)
8.1.2.1.2 Adequate airport - VAR 10.313(b)(c), VAR 16.037(a)
a) An aerodrome is considered adequate if, at the expected time of use, the aerodrome is available
and equipped with necessary ancillary services such as air traffic services (ATS), sufficient lighting,
communications, weather reporting, navigation aids and emergency services.
b) In order to enable flight preparation staff, dispatch and flight crew to determine if airports of
intended use are adequate, they will be provided with the following information.
1) Runway characteristics:
i) The available runway length, width and slope are sufficient to meet aircraft performance
requirements (required take-off and landing distance taking into account of obstacles or
required slope).
ii) The pavement strength is compatible with aircraft weight (Refer to Jeppesen Airway Manual -
Airport Directory, AIP) or an appropriate derogation is obtained from airport authority.
2) Navigation and Air traffic services: ATS, communications, navaids, lighting
3) Meteorological service: weather reporting and forecast
4) Emergency services: - VAR APP 1 TO 12.153 (d)(4)(A)(39)
i) Aircraft RFFS category – VAR 12.075(e)(2)

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15 Mar 2017
Table 8.1.3 - Aircraft RFFS category

(Source: ICAO Annex 14, Volume I, Table 9-1)
Aircraft type Airport category

B787 - 9 9
B777-200ER 9
A350 – 900 9
A330-300 9
A330-200 8
A321 7
ATR72 5
Remarks: For EDTO en-route alternate see 8.5.2
ii) Minimum Airport RFFS category (minimum Airport RFFS Category applied when Airport RFFS
Category of Airports specified in the operational flight plan is lower than the RFFS category of
the Aircraft performing the flight)
- For Vietnam airports: comply with Airport Regulations and Airport Operation documents
published by CAAV.
- For overseas airports: only when there’s no objection from and under the coordination
provided by airport authorities, minimum airport RFFS Category in the following table can
be applied:

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15 Mar 2017
Table 8.1.4 - Minimum acceptable aerodrome category for rescue and fire fighting
(Source: ICAO Annex 6)
Airport Minimum Airport RFFS Category
(Required to be Temporary
specified in the Published Airport
Downgrade
operational flight RFFS Category
plan) as published via
(Normally available)
Notam(6)
Two categories(2)
One category(1) below
below the Aeroplane
DEP and DEST the Aeroplane RFFS
RFFS Category but
Airport Category but not lower
not lower than
than category 1.
category 1.
Take-Off
Alternate,
Destination Two categories(2)
Alternate below the Aeroplane
and RFFS Category, but RFFS Category 4(3)
not lower than
other Adequate category 1.
En-Route
Alternate
Airport(5)
RFFS Category 4 (3)
EDTO en-route
equivalent at 30 N/A
Alternate Airport
minutes notice(4)
Notes:
(1) 2 Categories for all-cargo aeroplanes
(2) 3 Categories for all-cargo aeroplanes
(3)
Or 2 Categories below the Aeroplane RFFS Category, if this is less than RFFS Category 4
but not lower than category 1
(4)
For EDTO en-route alternate airport, a published RFFS Category equivalent to category 4,
available at 30 minutes notice, is acceptable.
(5)
An En-Route Alternate Airport required to be adequate and specified in the operational flight
plan, typically the 3% ERA.
(6)
Temporary Downgrade means a downgrade of airport RFFS category notified by Notam.
This should be limited to 72 hours without further reference to the operator’s authority.
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15 Mar 2017
5) Other information:
i) Landing and overflying permission has been obtained
ii) The flight crew members have the required qualification, experience and documentation
including up-to-date approach and airport charts for each pilot. (For airport documentation
refer to Jeppesen Airway Manual).
iii) At the expected time of use, the airport is equipped with the necessary ramp handling
facilities (such as refuelling, tow bar, steps, cargo loading, ground power unit, air starter,
catering water services, toilet services) and other appropriate ground handling facilities used
to ensure the safe servicing and loading of flights – VAR 12.065 (b)
iv) For an international flight, police, custom and immigration services are available at the
expected time of use (not applicable to alternate airport)

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15 Mar 2017
8.1.2.2 Planning minima (forecast airport weather conditions) – VAR 10.243, VAR 10.317 (b)
a) For IFR flight planning purposes, PIC must not commence an IFR flight unless the available
information indicates that the weather conditions at the estimated time of arrival at the aerodrome of
intended landing and, where a destination alternate is required, at least one suitable destination
alternate, will be at or above the:
1) Minimum ceiling and visibility values for the standard instrument approach procedure to be
used; or
2) Minimum operating altitude, if no instrument approach procedure is to be used, that would allow
a VMC decent to the aerodrome.
b) The following table is applied to Pre-flight planning:

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15 Mar 2017
Table 8.1.5 – Application Aerodrome forecasts

(Source: Annex 3)

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15 Mar 2017
8.1.2.2.1 Planning minima for take-off alternate airports:

An adequate airport shall only be selected as a take-off alternate when the appropriate weather reports or
forecasts or any combination thereof indicate that, during a period commencing 1 hour before and
ending 1 hour after the estimated time of arrival at the airport, the weather conditions will be at or above
the applicable landing minima. The ceiling must be taken into account when the only approaches available
are non-precision and/or circling approaches. Any limitation related to one-engine inoperative operation
must be taken into account.
8.1.2.2.2 Planning minima for destination airport (except isolated airport)
An adequate airport shall only be selected as a destination if the weather reports or forecasts indicate that,
during a period commencing 1 hour before and ending 1 hour after the estimated time of arrival at the
airport, the weather conditions (RVR for precision approach, visibility and MDH for non-precision approach)
will be at or above the operating minima.
8.1.2.2.3 Planning minima for destination, en-route alternate airports and isolated destination
airport - VAR 10.247(a)(b)(c), VAR 10.246 (b)
a) An adequate airport shall only be selected as a destination alternate, en-route alternate, 3% ERA
(An en-route alternate airport selected for the purposes of reducing contingency fuel to 3%) or
destination airport when isolated, if the weather reports or forecasts indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of arrival at the airport,
the weather conditions will be at or above the planning minima as follows:
Table 8.1.6 - Planning minima
(applied to En-route Alternates, 3% ERA,
destination alternates and isolated destination airports):
TYPE OF PLANNING MINIMA

APPROACH
Cat II and III Cat I minima (RVR)

Cat I Non-precision approach minima
(ceiling / RVR)
Non-precision Non-precision approach minima plus 200 ft/1000
m
(MDH/MDA + 200 ft / RVR + 1000 m)
Circling Circling minima
Remarks:
(1) "Non precision minima" mentioned in the table above means the next highest minimum that is
available in the prevailing wind and serviceability conditions; Localiser only approaches, if
published, are considered to be "non precision" in this context.

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15 Mar 2017
(2) Tables publishing planning minima indicate values that are likely to be appropriate on the
majority of occasions (e.g. regardless of wind direction). Unser visibilities must, however, be
fully taken into account.
(3) The planning minima for EDTO en-route alternate airports are defined in the EDTO chapter
8.5.
b) If alternate minimums are not published, and if there is no prohibition against using the aerodrome as
an IFR planning alternate, each PIC shall ensure that the meteorological conditions at that alternate at
the ETA will be at or above:
1) For a precision approach procedure, a ceiling of at least 180 m (600 ft) and visibility of not less
than 3 km (2 sm); or
2) For a non-precision approach procedure, a ceiling of at least 240 m (800 ft) and visibility of not
less than 3 km (2 sm).
8.1.2.3 Selection of airport - VAR 10.247(a)
8.1.2.3.1 Destination airport

An airport may be selected as destination for an operation, if it is adequate for the type(s) of aeroplane and
operation(s) concerned.
8.1.2.3.2 Take-off alternate airport - VAR 10.253 (a) (b)(1)(3)
a) A take-off alternate airport must be selected and specified in the operational flight plan if either
meteorological conditions at the aerodrome of departure are below the Company’s established
aerodrome landing minima for that operation or it would not be possible to return to the aerodrome of
departure for other reasons.
b) Company ensure that each take-off alternate specified shall be located within the following flight time
from the aerodrome of departure:
1) For aircraft with two engines, one hour of flight time at a one-engine-inoperative cruising speed,
determined from the aircraft operating manual, calculated in ISA and still-air conditions using the
actual take-off mass;
2) For airplanes engaged in extended diversion time operations (EDTO) where an alternate
aerodrome meeting the distance criteria of (b)(1) is not available, the first available alternate
aerodrome located within the distance of the operator’s approved maximum diversion time
considering the actual take-off mass.
8.1.2.3.3 En-Route Alternante Airport

a) An aircraft operates beyond the point where it could divert to a suitable alternate aerodrome that is
within 60 minutes in cruising flight; or a threshold time approved by the CAAV - VAR 10.257(a)
b) The maximum distance to a nominated en-route alternate for each Company aircraft type based upon a
flight level, weight and speed schedule at diversion point determined in accordance with the
Company’s route structure. (Refer to FCOM: A321/330/350, AFM: ATR72; FPPM: B777/B787 for the
maximum distance).
c) The maximum distance for EDTO en-route alternate airports is defined in EDTO Operations Manual.
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15 Mar 2017
8.1.2.3.4 Destination alternate airport - VAR 10.243 (c), VAR 10.245 (a)(b)(e)
a) At least one usable destination alternate airport must be selected for each IFR flight unless the
destination is isolated. If the destination is isolated, the alternate fuel is replaced by the fuel
necessary to fly for two hours at cruise speed, including final reserve fuel. (See 8.1.7 – Fuel
planning).
b) Two destination alternates must be selected when:
3) The appropriate weather reports or forecasts for the destination indicate that from one hour before
to one hour after the aircraft’s ETA the weather conditions will be below the applicable planning
minima; or
4) No meteorological information is available.
c) Where two destination alternates are required, the meteorological forecasts for those aerodromes: -
VAR 10.247 (d),
1) The first destination alternate should be forecast to be at or above the operating minima for use as
a destination; and
2) The second at or above the operating minima for selection as an alternate.
8.1.2.3.5 Emergency airport
a) An emergency airport is an airport with an available runway length sufficient to meet the applicable
aircraft's performance requirements (scheduled landing distance) and where it is expected that a safe
landing can be made.
b) An emergency airport may be selected from Jeppesen Airway Manual or the Vietnam domestic airport
airway manual if it is necessary for an emergency or forced landing to be carried out for safety and/or
the preservation of life.
8.1.2.4 Aircraft performance
8.1.2.4.1 General principles – VAR 10.275(c)(e), VAR 10.325, VAR 12.173(a), VAR 12.175
a) Performance Data Control is approved by the Authority for obtaining, maintaining and distributing to
appropriate personnel current performance data for each aircraft, route and aerodrome that it uses.
This system shall provide current obstacle data, and take into account the charting accuracy of
such obstacles, for departure and arrival performance calculations.
b) The PIC must ensure that the requirements from (1) to (4) bellow are met before the commencement of
a flight:
1) The approved performance data in the AFM/FM is supplemented as necessary with other data
acceptable to the Authority if the approved performance Data in the AFM/FM is insufficient in
respect of items such as – VAR 17.040 (a):
i) Accounting for reasonably expected adverse operating conditions such as take-off and
landing on contaminated runways – VAR 17.040 (b)(1); and
ii) Consideration of engine failure in all flight phases – VAR 17.040 (b)(2).

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2) A planned flight does not exceed maximum performance take-off and landing weight limits, based
upon environmental conditions expected at the times of departure and arrival.
3) Where conditions are different from those on which the performance is based, compliance may be
determined by interpolation or by computing the effects of changes in the specific variables, if the
results of the interpolation or computations are substantially as accurate as the results of direct
tests – VAR 17.040(c)(4).
4) The flight crew must determine or compute:
i) Maximum structural weights (MZFW, MTOW, MLAW).
ii) Take-off performances (accelerate – stop, close – in obstacles) that also ensures charting
accuracy is accounted for, when necessary, in assessing take-off performance in the event of
a critical engine failing at any point in the take-off is possible to: - VAR 17.060(a)
- Discontinue the takeoff and stop within either the accelerate-stop distance available or
the runway available; or - VAR 17.060(a)(1)
- Continue the takeoff and clear all obstacles along the flight path by an adequate
margin until the aircraft is in a position to comply with safe en-route flight. - VAR 17.060(a)(2)
iii) Maximum brake energy and minimum cooling time.
iv) Climb performance
v) Landing performance (minimum landing distance, go-around).
8.1.2.4.2 Performance and limitation requirements - all phases of flight - VAR 10.275 (c)(d), VAR 12.173 (a)
a) All performance data (for all phase of flight) must be determined in aircraft’s FCOM, AFM or QRH and
compliance with, operating limitations, as defined by the manufacturer (OEM) and established by the
State of Registry for each aircraft type used in operations. Flight crew must consider all relevant factors
which affect performance data are the following:
1) Aircraft weight – VAR 17.040(c)(1)(i)(iii);
2) Operating procedures – VAR 17.040(c)(1)(vi);
3) The effect of fuel and oil consumption on aircraft weight – VAR 17.040(c)(1)(iii);
4) The effect of fuel consumption on fuel reserves resulting from changes in winds, aircraft
configuration– VAR 17.040(c)(1)(iv);
5) The effect of fuel jettisoning on aircraft weight and fuel reserves, if approved and applicable to fuel
jettisoning in flight – VAR 17.040(c)(1)(v);
6) The effect of any ice protection system, if applicable and weather conditions require its use – VAR
17.040(c)(1)(vi);
7) Ambient temperatures and winds along intended route and any planned diversion – VAR
17.040(c)(1)(vii), VAR 17.040(c)(2)(v);
8) Flight paths and minimum altitudes required to remain clear of obstacles – VAR 17.040(c)(1)(viii);
9) The condition of the runway surface or area to be used, including any contaminates (e.g., water,

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slush, snow…) – VAR 17.040(c)(2)(i);

10) The gradient (slope) of runway to be used– VAR 17.040(c)(2)(ii);
11) The runway length includes clearway and stopway. The determination of the length of the
runway available take into account any loss of runway length due to alignment of the aircraft
prior to takeoff. – VAR 17.040(c)(2)(iii), VAR17.060(b);
12) Pressure altitude appropriate to the elevation – VAR 17.040(c)(2)(iv);VAR 17.043(b)
13) The ground handling characteristics (e.g., braking action) – VAR 17.040(c)(2)(vii);
14) Obstacle data -– VAR 17.039(b)

15) NOTAMS (including airport NOTAMS);
16) MEL/CDL information (If applicable);
17) Aircraft configuration (wing flap settings);
18) Fuel freeze considerations during extended operations, as applicable.
b) Such factors shall be taken into account directly as operational parameters or indirectly by means of
allowances or margins, which may be provided in the scheduling of performance data – VAR 17.040(c)(3).
c) Precautions should be noted as are reasonably possible to ensure that the general level of safety
and risk associated with the intent of this Section is maintained under all expected operating
conditions, including those not covered specifically by the requirements above. – VAR 17.040(e).
8.1.2.4.3 Performance and limitation requirements - Take-off - VAR 10.275(d), VAR 10.315(b), VAR 12.173(a), VAR 17.040,
VAR 17.060.
a) The weight of aircraft at the start of take-off shall not exceed the maximum take-off weight specified
in the AFM/FM for the pressure altitude and the ambient temperature at the airport at which the
take-off is to be made - VAR 17.043(a):
1) Specified as limitations for that aircraft in AFM/Flight manuals. -VAR 17.043(a)(1)
2) That ensures safe stopping prior to reaching the takeoff safety speed. -VAR 17.043(a)(2)
3) That ensures safe lift-off and climb after takeoff. -VAR 17.043(a)(3)
4) The clearing of all obstacles en-route by a safe margin, considering the expected reductions in
mass including fuel consumption.-VAR 17.043(a)(4)
5) Required for safe landing at the destination and alternate airport at the expected time of arrival .-
VAR 17.043(a)(5)
6) Required for compliance with the applicable noise certification standards for that aircraft at all
aerodromes and operational sites. Company may exceed noise level in locations where the
authority of the Aerodrome has authorized an exception in exceptional circumstances where
there is no noise disturbance problem - VAR 17.043(a)(6), VAR 17.043(c).
b) The PIC must ensure the following requirements are met when determining the maximum permitted
take-off weight: - VAR 17.060(c)
1) The take-off run must not exceed the length of the runway.– VAR 17.060(c)(1);
FLIGHT PREPARATION
15 Mar 2017
2) The take-off distance must not exceed the take-off distance available, with a clearway distance
not exceeding half of the take-off run available. – VAR 17.060(c)(2)(i).
3) The accelerate-stop distance must not exceed the accelerate-stop distance available at any
time during take-off until reaching V1– VAR 17.060(c)(2)(ii);
4) If the critical engine fails at any time after the aeroplane reaches V1, to continue the takeoff
flight path and clear all obstacles either: - VAR 17.060(c)(4)
i) By a height of at least 9.1 m (35 ft) vertically - VAR 17.060(c)(4)(i)
ii) By at least 60 m (200 ft) horizontally within the aerodrome boundaries and by at least 90
meters (300 feet) horizontally after passing the boundaries, without banking more than 15
degrees at any point on the takeoff flight path. – VAR 17.060(c)(4)(ii).
5) The operating conditions, such as the crosswind component and navigation accuracy, must be
taken into account when determining the resulting take-off obstacle accountability area .– VAR
17.060(c)(5);
6) On a wet or contaminated runway, the take-off weight must not exceed that permitted for a
take-off on a dry runway under the same conditions.
c) When showing compliance with the previous sub-paragraph, the following must be taken into account:
1) The pressure altitude at the airport;
2) The ambient temperature at the airport – VAR 17.040(c)(2)(v); and
3) The runway surface condition and the type of runway surface;- VAR 17.040(c)(2)(i);
4) The runway slope in the direction of take-off; - VAR 17.040(c)(2)(ii);
5) Not more than 50% of the reported head-wind component or not less than 150% of the reported
tailwind component – VAR 17.040(d); and
6) The loss, if any, of runway length due to alignment of the aircraft prior to take-off.
7) The take-off obstacle clearance requirements – VAR 17.060(c)(4).
d) All engines climb gradients at take-off
1) All engines take-off climb gradient results will depend on the conditions set (atmospheric
conditions, wind, acceleration altitude, SID constrained altitude, aircraft weight …).
2) Flight operation engineering software will be used for all engine take off climb gradient calculation
(A321, A330, A350, B777, B787), which assures the aircraft meet all-engine minimum climb
performance requirements.
3) During aircraft preparation before take-off, pilot must consider some altitude constrains due to
ATC, obstacles, noise and perform FMS check (with ATR72 aircraft refer to FCOM/OM) with abe
mentioned input data. If it fails to satisfy with the required SID altitude constrains pilot must
consider the following actions:
i) Requesting other ATC clearance
ii) Speed adjustment
iii) Decreasing TOW
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8.1.2.4.4 Performance and limitation requirements – Landing (Destination and Alternate)

a) Landing performance
1) The performance data must be calculated to ensure that the aircraft, at the aerodrome of intended
landing and at any alternate aerodrome, after clearing all obstacles in the approach path by a safe
margin, will be able to land, with assurance that it can come to a stop within the landing distance
available, in compliance with the factors shall be considered: - VAR 17.070(a):
i) Runway cutback or reduced runway available;
ii) Environmental conditions at the ETA (crosswind, tailwind, wind gust, rain, ambient
temperature, etc…) – VAR 17.040(c)(2)(vi);
iii) Flight control malfunction, engine failures, or other non-normal/emergency events that my
affect landing distance;
iv) The use of manual vs auto-brakes (if available);
v) The use of manual vs auto speed brakes (if available);
vi) The use/availability of reverse thrust;
vii) The use of automatic approach and landing (if available);
viii) Landing aids and terrain that may affect the take-off path, landing path, and landing roll – VAR
17.040(c)(2)(viii)
ix) Any other event or contingency that degrades stopping ability or increases landing distance
under the conditions present at the ETA.
x) Aircraft equipment outages;
2) Before take-off, in result of performance calculation, aircraft weight on arrival at either the intended
destination aerodrome or any planned alternate aerodrome would allow a full stop landing from a
point 50 feet above the intersection of the obstruction clearance plane and the runway, and within
60 percent of the effective length of each runway –VAR 17.070(c), VAR 17.070(c)(1)
3) The landing weight of the aircraft shall not exceed the maximum landing weight specified for the
altitude and the ambient temperature expected for the estimated time of landing at the destination
and alternate airport. To determine allowable landing weight of the aircraft at the destination
aerodrome, landing limits must be identified that –VAR 17.070(d):
i) The aircraft will land on the most favourable runway and and in the most favourable direction,
in still air; or - VAR 17.070(d)(1)
ii) The aircraft will land on the most suitable runway considering the probable wind velocity and
direction and the ground handling characteristics of the aeroplane, and considering other
conditions such as landing aids and terrain - VAR 17.070(d)(2):
4) For instrument approaches with a missed approach gradient greater than 2.5%, the expected
landing mass of the aeroplane shall allow a missed approach with a climb gradient equal to or
greater than the applicable missed approach gradient in the one-engine inoperative missed
approach configuration and speed. The use of an alternative method must be approved by the
CAAV (*)
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5) For instrument approaches with DH below 200 ft, the expected landing mass of the aeroplane
must allow a missed approach gradient of climb, with the critical engine failed and with the speed
and configuration used for a missed approach of at least 2.5 %, or the published gradient,
whichever is greater.
6) Alternative method
i) The required missed approach gradient may not be achieved when operating at or near
maximum certificated landing mass and in engine-out conditions. Mass, altitude and
temperature limitations and wind for the missed approach should be considered.
ii) As an alternative method, an increase in the decision altitude/height or minimum descent
altitude/height and/or a contingency procedure providing a safe route and avoiding obstacles,
can be approved.
b) Landing - Dry runways
1) The landing weight of the aircraft for the estimated time of landing at the destination airport and at
any alternate airport must allow a full stop.
2) Landing from 50 ft above the threshold within 60% of the landing distance available:
i) For Steep Approach procedures the CAAV may approve the use of landing distance data
factored as above (60%), based on a screen height of less than 50ft, but not less than 35ft.
ii) When showing compliance with sub-paragraphs above, the CAAV may exceptionally
approve, when satisfied that there is a need, the use of Short Landing Operations in
accordance with VAR together with any other supplementary conditions that the CAAV
considers necessary in order to ensure an acceptable level of safety in the particular case.
3) When showing compliance with sub-paragraph (a) above, the following must be taken into
account:
i) The altitude at the airport;
ii) Not more than 50% of the head-wind component or not less than 150% of the tailwind
component.
iii) The runway slope in the direction of landing if greater than +/-2%.
4) Before commencing an approach to land at the destination airport, the PIC must ensure that a
landing can be made in full compliance with 8.1.2.4.4(a) above and sub-paragraphs (b)(1) and
(b)(2) above.
5) If it is not possible to comply with sub-paragraph (b)(3)(i) above for a destination airport having
a single runway where a landing depends upon a specified wind component, an aircraft may be
dispatched if 2 alternate airport are designated which permit full compliance with sub-
paragraphs (b)(1), (b)(2) and (b)(3).
c) Landing - Wet and contaminated runways
1) When the appropriate weather reports or forecasts, or a combination thereof, indicate that the
runway at the estimated time of arrival may be wet or slippery, the landing distance available
shall be at least 115% of the required landing distance on dry runway as determined above – VAR
17.070(e).
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2) When the appropriate weather reports or forecasts, or a combination thereof, indicate that the
runway at the estimated time of arrival may be contaminated, the landing distance available shall
be at least the landing distance determined in accordance with sub-paragraph (c)(1), or at least
115% of the landing distance determined in accordance with approved contaminated landing
distance data or equivalent, whichever is greater.
3) A landing distance on a wet runway shorter than that required by sub-paragraph (c)(1) above, but
not less than that required for landing on dry runway, may be used if the AFM/FM includes
specific additional information about landing distances on wet runways.- VAR 17.070(e)
4) A landing distance on a specially prepared contaminated runway shorter than that required by
sub-paragraph (c)(2) above, but not less than that required for landing on dry runway, may be
used if the AFM/FM includes specific additional information about landing distances on
contaminated runways.
5) When showing compliance with sub-paragraphs (c)(2), (c)(3) and (c)(4) above, the criteria for
landing on dry runway shall be applied accordingly except that the 60% margin shall not be
applied to sub-paragraph (c)(2) above.
d) Overweight landing
In exceptional conditions (in-flight turn-back or diversion), an immediate landing at a weight above the
Maximum Landing Weight is permitted provided pilots follow the abnormal overweight procedure.

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8.1.2.5 Airport categories

a) Airports are classified by the Company into the following categories:
1) Category A: an airport which satisfies all of the following requirements:
i) Has an approved instrument approach procedure;
ii) Has at least one runway with no performance limited procedure for take-off and/or landing;
iii) Published circling minima not higher than 1,000 ft above airport level; and
iv) Night operations capability.
2) Category B: an airport which does not satisfy the Category A requirements or which requires
additional considerations such as:
i) Non-standard approach aids and/or approach patterns; or
ii) Unusual local weather conditions; or
iii) Unusual characteristics or performance limitations; or
iv) Any other relevant considerations including obstructions, physical layout, lighting, etc
3) Category C: an airport which requires additional considerations to a Category B airport.
4) Special airports is an airports designated by an operator or state that, due to factors such as
surrounding terrain, obstructions, or complex approach or departure procedures, require
special flight crew qualifications (see 8.1.2.6). Airports category B and C are considered
special airports.
b) The following requirements shall be met when operating to bellow-listed specific airports:
1) Pilots must be trained for operation.
2) Captain must perform take-off and landing when operating to these airports:
AIRPORT ICAO IATA

HANEDA RJTT HND
FUKUOKA RJFF FUK
BUSAN RKPK PUS
MACAU VMMC MFM
LUANG PRABANG VLLB LPB
PHU BAI VVPB HUI
LIEN KHUONG VVDL DLI
BUON ME THUOT VVBM BMV
CON SON VVCS VCS
CA MAU VVCM CAH
RACH GIA VVRG VKG
DIEN BIEN VVDB/ DIN Rwy 34

FLIGHT PREPARATION
15 Mar 2017
8.1.2.6 Familiarization of airport category B and C
a) Qualification required for the use of airports category B and C (special airports) must include one or
more of the following elements:
1) PIC review of an adequate pictorial representation (aerial photographic approach plate, video
presentation, slideshows, etc.);
2) Simulator training;
3) Line check airmen briefing;
4) PIC operation into the airport accompanied by a line check or other qualified airman;
b) Prior to operating to a Category B airport, the PIC should be briefed, or self briefed by means of
programmed instruction, on the Category B airport(s) concerned and should certify that he has
carried out these instructions.
Table 8.1.7 - Category B airport
AIRPORT ICAO IATA CATEGORY

BUSAN RKPK PUS B
LUANG PRABANG VLLB LPB B
c) Prior to operating to a Category C airport, the PIC should be briefed and visit the airport as an observer
and/or undertake instruction in a flight simulator approved by the Authority for that purpose. This
instruction should be certified by the operator.
Table 8.1.8 - Category C airport
AIRPORT ICAO IATA CATEGORY

DIENBIEN VVDB DIN C
d) A list of category C airport, i.e. requiring the PIC to undertake a special instruction, must be published
in the Route Manual (Operations Manual Part C).
e) The instruction program must be detailed in the Part D1 – Training Policy
8.1.2.7. Selection of routes and areas of operation
a) Operations are only conducted along routes, or within areas, for which:
1) ground facilities and services, including meteorological services, adequate for the planned
operation are provided;
2) the performance of the aircraft is adequate to comply with minimum flight altitude requirements;
3) the equipment of the aircraft meets the minimum requirements for the planned operation; and
4) appropriate maps and charts are available.

FLIGHT PREPARATION
15 Mar 2017
b) Operations are conducted in accordance with any restriction on the routes or the areas of operation
specified by the competent authority.
c) Maximum distance from an adequate aerodrome for two engine aeroplanes without an EDTO
approval – VAR 10.255..
When EDTO is not approved, it is not permitted to operate a two-engined aeroplane over a route
that contains a point further from an adequate aerodrome, under standard conditions in still air, than
the distance flown in 60 minutes at the one-engine-inoperative (OEI) cruising speed determined in
accordance with 8.5.1(k);

FLIGHT PREPARATION 8.1.3 /P 1
FLIGHT OPERATIONS Instruction for the determination of airport operating minima Rev 00
MANUAL for VFR and IFR flights
15 Mar 2017
8.1.3 INSTRUCTION FOR THE DETERMINATION OF AIRPORT OPERATING MINIMA FOR VFR AND
IFR FLIGHTS - VAR 12.213 (a), VAR APP 1 TO 12.153 (d)(4)(A)(7)
8.1.3.1 Concept of minima
a) The term minima refers to the airport weather conditions and defines the horizontal visibility and
minimum ceiling prescribed for taking off or landing a civil aircraft.
b) Different concepts of minima:
1) Aircraft capability given in the AFM/FM, defines the lowest minima for which the aircraft has
been certified: - VAR 12.213 (c)(1)(5). They depend on:
i) The aircraft type, performance and handling characteristics;
ii) The equipment available on the aircraft for the purpose of navigation, navigation, acquisition
of visual references and/or control of the flight path during the approach, landing and the
missed approach;
2) Airport operating minima noted on the airport chart, established in accordance with the national
authorities of the airport - VAR 12.213 (c)(3)(4)(6)(7)(8). They depend on:
i) The dimension and characteristics of the runways which may be selected for use;
ii) The adequacy and performance of the available visual and non-visual ground aids;
iii) The obstacles in the approach, missed approach and the climb-out areas required for the
execution of contingency procedures and necessary clearance;
iv) The obstacle clearance altitude/height for the instrument approach procedures;
v) The means to determine and report meteorological conditions.
Remark: They always take obstacle clearance into account and have different values depending
on the weather conditions and the aerodrome facilities available.
3) Operator's minima approved by the national authority of the operator. They are the lowest
minima that the operator is allowed to use on a specified airport, they are written on the AOC. For
Cat II or III minima, they may depend on a probationary period. They cannot be lower than the
aircraft capability and the minima published on the airport chart except when specifically approved
by the national authority of the airport.
These operator's minima are also called "airport operating minima" by the operator (but with a
different meaning than in the previous case).
4) Crew minima are the minima that the crew is authorised to operate. They are based upon the
qualification of the flight crew members – VAR 12.213 (c)(2).
8.1.3.2 Determination of airport operating minima – VAR 10.317 (a), VAR 10.343 (a), VAR 12.213 (b)
a) The highest of the values of the following must be used to determine the allowed operating minima for
their flight. In no case, the minima selected by the flight crewmembers can be lower than one of these
four limitations:
15 Mar 2017
1) The Aircraft Capability minima;

2) The Aerodrome operating minima published by Authorities;
3) The Operator’s minima; and
4) The Crew minima.
b) Company shall not operate to or from an aerodrome using operating minima lower than those which
may be established for that aerodrome by the State in which it is located, unless that State specifically
approves that operation.
c) Company shall not operate an aircraft for the purpose of the following landing or take-off operations
unless adequate landing and rollout Runway Visual Range (RVR) information is available: - VAR 10.487(a)
1) Take-off, approach and landing operations with reported visibility less than 800 m or RVR 550 m;
or
2) Category II and III Approaches
d) As a general rule the airport operating minima are the minima indicated on the Jeppesen approach
charts or the official documents of Civil aviation authorities. Should there be any discrepancy between
those documents, the official documents of Civil aviation authorities must be complied.
e) However, at the PIC's discretion, if other factors indicate that the operation cannot be conducted with
the required standard of safety the selected minima can be higher than the allowed operating minima.
NOTAMs may affect such minima.
f) For further operational information see chapter 8.4 - All Weather Operations.
g) Heads-up displays, vision & imaging systems
1) Unless the installation and procedures are approved by the CAAV, Company shall not operate an
aircraft using a HUD or equivalent displays, EVS, SVS, CVS, or NVIS to:
i) Conduct descent or take-off in weather conditions below VFR minimums;
ii) Conduct Instrument approach operations below Category I instrument approach minimums;
iii) Reduce or satisfy visibility requirements;
iv) Compensate for required ground facilities;
v) Conduct night operations to a site other than an aerodrome ; or
vi) Gain any other operational benefit related to these regulations.
2) In consideration of the approval of operational credit(s) for operations with aircraft equipped with a
HUD or equivalent displays, EVS, SVS or CVS, these approvals shall not affect the instrument
approach operation type or category.
3) Operators desiring one or more of these approvals shall complete the certification requirements
specified by Subpart B - Part 12- VAR for that approval
8.1.3.3 Determination of take-off operating minima
a) A take-off must not commence unless:
15 Mar 2017
1) The visibility or RVR is equal or better than the take-off visibility or RVR limits - VAR 10.315 (a)(2).
2) The weather conditions (ceiling and visibility) at the departure airport are equal or better than the
applicable minima for landing (approach) at that airport or at a suitable take-off alternate as
defined in planning minima paragraph (refer to 8.1.2.2).
b) When no reported meteorological visibility or RVR is available, the PIC may determine that sufficient
visual reference exists to permit a safe take-off.
c) When the reported meteorological visibility is below that required for take-off and RVR is not reported,
a take-off may only be commenced if the PIC can determine that the actual visibility along the take off
runway is equal to or better than the required minimum.
Table 8.1.9 - RVR/Visibility for Take-Off
FACILITIES RVR/VISIBILITY (2)
CAT A, B, C a/c CAT D acft
Nil (day only) 500m 500m
Runway edge lighting and/or centre line marking (1) 250m 300m
Runway edge and centre line lighting 200m 250m
Runway edge, centre line lighting and multiple RVR info 150m (3) 200m (3)
Note:
(1) For night operations, at least runway edge and runway end lights are required.
(2) The reported RVR/Visibility representative of the initial part of the take-off run may be
replaced by pilot assessment.
(3) The required RVR value must be achieved for all of the relevant RVR reporting points
except as stated in (2), above.
d) The Authority may grant some exceptions to the previous sub-paragraph requirements: - VAR 10.467 (b)
1) Subject to the approval of the Authority, and provided the requirements in paragraphs (i) to (v)
below have been satisfied, the take-off minima may be reduced to 150 m RVR (Category A, B and
C aeroplanes) or 200 m RVR (Category D aeroplanes) when:
i) Low Visibility Procedures are in force;
ii) High intensity runway centreline lights spaced 15 m or less and high intensity edge lights
spaced 60 m or less are in operation;
iii) Flight crewmembers have satisfactorily completed training in a Flight Simulator;
iv) A 90 m visual segment is available from the cockpit at the start of the take-off run; and
v) The required RVR value has been achieved for all of the relevant RVR reporting points.
2) Subject to the approval of the Authority, when an approved lateral guidance system for take-off is
used, the take-off minima may be reduced to an RVR less than 125 m (Category A, B and C
15 Mar 2017
aircraft) or 150 m (Category D aircraft) but not lower than 75 m provided runway protection and
facilities equivalent to Category III landing operations are available.
8.1.3.4 Determination of approach operating minima - VAR 10.317 (c), VAR 10.343 (a), VAR 10.485 (c)(1), VAR APP 1 TO
12.153 (d)(4)(A)(28)
a) For approach, aircrafts are classified in categories: A, B, C, D, E. This classification is based on the
function of the indicated air speed at the threshold (VAT) in landing configuration at the maximum
certificated landing weight.
VAT = 1.3 VS or VAT = 1.23 VS1G (fly-by-wire aircraft).
Table 8.1.10 - Aircraft category (multi-engine)
CAT VAT (knots)

A VAT < 91 kt
B 91 kt ≤ VAT < 121 kt
C 121 kt ≤ VAT < 141 kt
D 141 kt ≤ VAT < 166 kt
E 166 kt ≤ VAT < 211 kt
b) Company aircraft are categorised as follows:
Table 8.1.10 (b) - Aircraft category (VNA)
A/c Type CAT

B 787 – 9 Category D
B 777-200ER Category C
A 350 - 900 Category C
A 330 Category C
A 321 Category C (MLW=75.5 Tons)
Category D (MLW=77.8 Tons)
ATR 72 Category B
15 Mar 2017
c) Permanent change of category (maximum landing mass):

1) A permanent lower landing mass may be imposed and used for determining the VAT if approved
by CAAV.
2) The category defined for a given aeroplane shall be a permanent value and thus independent of
the changing conditions of day-to-day operations.
8.1.3.4.1 Non-Precision Approaches - VAR 10.373 (b)
a) System minima
The system minima (weather conditions function of the approach aid) for "Non Precision Approach"
shall not be lower than the Minimum Descent Height (MDH) value given in the table below:
Table 8.1.11 - System Minima for Non-Precision Approach Aids
Facility (approach aid) Lowest DH/MDH (ft)

ILS/MLS/GLS 200
GNSS/SBAS (LPV) 200
GNSS (LNAV) 250
GNSS/Baro-VNAV (LNAV/ VNAV) 250
Localiser with or without DME 250
SRA (terminating at ½ NM) 250
SRA (terminating at 1 NM) 300
SRA (terminating at 2 NM or more) 350
VOR 300
VOR/DME 250
NDB 350
NDB/DME 300
VDF(2) 350
DME: Distance Measuring Equipment LPV: Localizer Performance with

Vertical guidance
GLS: GBAS Landing System
SBAS: Satellite-Based Augmentation
GBAS: Ground Based Augmentation System System
GNSS: Global Navigation Satellite System SRA: Surveillance Radar Approach;
ILS: Instrument Landing System VDF: VHF Direction Finder
LNAV: Lateral Navigation VNAV: Vertical Navigation
LOC: Localiser VOR: VHF Omnidirectional radio Range
15 Mar 2017
CAUTION: the minima provided in the following table shall not be used as they are without changes. This table
only specifies the lowest limit that shall never be transgressed.
b) Minimum Descent Height (MDH)
Non-precision approach procedures are based on the use of ILS without glide slope (LLZ only), VOR,
VOR/DME, NDB, NDB/DME, SRA, VDF, RNAV or GPS. The MDH on a non-precision approach shall
not be less than the highest of:
1) The obstacle clearance height (OCH) for the category of aircraft;
2) The system minimum, as contained in Table 3, or
3) Any State minima if applicable.
c) Visual Reference
No pilot may continue an approach below Minimum Descent Height (MDH) unless at least one of the
following visual references for the intended runway is distinctly visible to, and identifiable by the pilot:
1) Elements of the approach light system;
2) The threshold, or its markings, lights or identification lights;
3) The visual glide slope indicator(s);
4) The touchdown zone, zone markings or zone lights;
5) The runway lights; or
6) The runway or runway markings
7) Other visual references accepted by the Authority.
d) Required Runway Visual Range (RVR)
1) The minimum RVR for a non-precision approach depends on the MDH and on the approach
lighting and runway lighting/marking available as shown in Tables 8.1.12, a, b, c and d inclusive,
below.
CAUTION: The minima given in the following table shall not be used as they are without changes.
This table only gives the lowest limit that shall never be transgressed. The flight crew shall also
take into account the aircraft capability, the aerodrome operating minima, the operator’s minima
and the crew minima.
2) For night operations at least runway edge, threshold and runway end lights must be illuminated.
15 Mar 2017
Table 8.1.12a - Non Precision Approach Minima – Full Facilities

(See Notes (1) (5) (6) and (7))
AIRCRAFT CATEGORY AND RVR (m)
MDH (ft)
A B C D
250-299 800 800 800 1200
300-449 900 1000 1000 1400
450-649 1000 1200 1200 1600
650 and above 1200 1400 1400 1800
Table 8.1.12b - Non Precision Approach Minima - Intermediate Facilities

(See Notes (2) (5) (6) and (7))
MDH (ft)
A B C D
250-299 1000 1100 1200 1400
300-449 1200 1300 1400 1600
450-649 1400 1500 1600 1800
650 and above 1500 1500 1800 2000
Table 8.1.12c - Non Precision Approach Minima – Basic Facilities

(See Notes (3) (5) (6) and (7)
MDH (ft)
A B C D
250-299 1200 1300 1400 1600
300-449 1300 1400 1600 1800
450-649 1500 1500 1800 2000
650 and above 1500 1500 2000 2000
Table 8.1.12d - Non Precision Approach Minima - Nil Approach Light Facilities
(See Notes (4) (5) (6) and (7))
MDH (ft)
A B C D
250-299 1500 1500 1600 1800
300-449 1500 1500 1800 2000
450-649 1500 1500 2000 2000
650 and above 1500 1500 2000 2000
15 Mar 2017
Notes:
(1) Full facilities comprise runway markings, 720 metres or more of high or medium intensity
(HI/MI) approach lights, runway edge lights, threshold and end lights. Lights must be on.
(2) Intermediate facilities comprise runway markings, 420–719 metres of HI/MI approach lights,
runway edge, threshold and end lights. Lights must be on.
(3) Basic facilities comprise runway markings, less than 420 metres of HI/MI approach lights,
(4) Nil approach light facilities comprise runway markings, runway edge, threshold and end
lights or no lights at all.
(5)
Steeper approach angles will normally require that the visual approach slope guidance (e.g.
PAPIs) is visible from the MDH.
(6) The RVR values in the above Tables are either reported RVR, or met visibility converted to
RVR as in Table 8.1.13 below.
(7) The MDH mentioned in Tables 8.1.12, 8.1.14 and 8.1.15 refers to the initial calculation of
MDH. When selecting the associated RVR there is no need to take account of a rounding up
to the nearest ten feet, which may be done for operational purposes, e.g. conversion to
MDA.
Table 8.1.13 - Converting Reported Visibility to RVR
LIGHTING ELEMENT IN RVR = VISIBILITY multiplied by
OPERATION
DAY NIGHT
HI approach and runway lighting 1.5 2.0
Any type of lighting installation 1.0 1.5
other than above
No lighting 1.0 Not applicable
Remarks:
(1) Table 8.1.13 may not be used for calculating take-off minima or CAT II/III minima.
(2) Table 8.1.13 may not be used when a reported RVR is available. (If the RVR is
reported as being above the maximum value assessed by the aerodrome operator, e.g.
“RVR more than 1 500 metres”, it is not considered to be a reported RVR in this context
and the Conversion Table may be used).
8.1.3.4.2 Precision Approaches
a) Category I - VAR 10.487 (a):
1) For precision approach purposes, a Category I operation is one using ILS, MLS or PAR with:
i) A runway visual range (RVR) not less than 550 metres, and
15 Mar 2017
ii) A decision height (DH) not lower than 200 feet.

2) The DH shall be not less than the highest of:
i) The OCH for the category of aircraft;
ii) The minimum DH in the Aircraft Flight Manual (AFM/FM), if stated;
iii) The minimum height to which the precision approach aid can be used without the required
visual reference;
iv) 200 feet; or
v) Any State minima if applicable.
b) Visual Reference:
No pilot may continue a precision approach Cat I below the DH unless at least one of the following visual
references for the intended runway is distinctly visible to, and identifiable by the pilot:
1) Elements of the approach lighting system;
2) The threshold, or its markings, lights or identification lights;
3) The visual glide slope indicator(s);
4) The touchdown zone, zone markings or zone lights; or
5) The runway lights.
6) The runway or runway markings.
(c) Runway Visual Range:
The minimum RVR is governed by the DH and the approach lighting and runway lighting/marking available
as shown in the table below. For night operations at least runway edge, threshold and runway end lights
must be illuminated.
CAUTION: The minima given in the following table shall not be used as they are without changes. This
table only gives the lowest limit that shall never be transgressed. The flight crew shall also take into account
the aircraft capability, the aerodrome operating minima, the operator’s minima and the crew minima.
Table 8.1.14 - RVR for Category I Approach versus Facilities and DH
FACILITIES/RVR (5)
DECISION HEIGHT
FULL INTERMEDIATE BASIC NIL
(7)
(1)(6) (2)(6) (3)(6) (4)(6)
200 ft 550 m 700 m 800 m 1000 m
201-250 ft 600 m 700 m 800 m 1000 m
251-300 ft 650 m 800 m 900 m 1200 m
301 ft and above 800 m 900 m 1000 m 1200 m
15 Mar 2017
Note:
(1) Full facilities comprise runway markings, 720 metres of HI/MI approach lights, runway edge
lights, threshold and end lights. Lights must be on.
(2) Intermediate facilities comprise runway markings. 420-719 metres of HI/MI approach lights,
(3) Basic facilities comprise runway markings, less than 420 metres of HI/MI approach lights,
(4) Nil approach light facilities comprise runway markings, runway edge, threshold and end
lights or no lights at all.
(5) The RVR values are either as reported, or met visibility converted as in Table 8.1.14,
above.
(6) The above figures are only applicable to conventional approaches with a slope not
exceeding 4 o
(7) The DH mentioned in the table refers to the initial calculation of DH; when selecting the
associated RVR it is not necessary to take account of ‘rounding up’ to the nearest ten feet
which may be done for operational purposes, e.g. conversion to decision altitude (DA).
15 Mar 2017
8.1.3.4.3 Precision approach Cat II - VAR 10.373 (b), VAR 10.487(a)(2)

a) Category II:
1) A category II operation is a precision instrument approach and landing using ILS or MLS with:
i) A RVR not less than 350 m, and
ii) A Decision Height below 200 ft and not lower than 100 ft
2) The DH for CAT II and OTS CAT II operation should not be lower than the highest of:
i) the minimum DH specified in the AFM, if stated;
ii) the minimum height to which the precision approach aid can be used without the specified
visual reference;
iii) the applicable OCH for the category of aeroplane;
iv) the DH to which the flight crew is qualified to operate; or
v) (v) 100 ft.
b) Visual aids should be available:
1) Standard runway day markings and approach and the following runway lights: runway edge lights,
threshold lights and runway end lights;
2) For operations in RVR below 450m, additionally touch-down zone and/or runway centre line lights;
3) For operations with an RVR of 400m or less, additionally centre line lights.
c) Runway Visual Range:
The minimum RVR is governed by the DH and the approach lighting and runway lighting/marking
available as shown in Table 8.1.15.
table only gives the lowest limit that shall never be transgressed. The flight crew shall also take into
account the aircraft capability, the aerodrome operating minima, the operator’s minima and the crew
minima.
Table 8.1.15 - RVR for Category 2 Approach versus DH
CATEGORY II MINIMA
DECISION HEIGHT AUTO-COUPLED TO BELOW DH (1)
RVR/aircraft category A,B,C,D
100 – 200 ft 350 m
121 – 140 ft 400 m
141 ft and above 450 m
15 Mar 2017
Notes:
(1) "Auto-coupled to below DH" means continued use of the automatic flight control system down to a
height which is not greater than 80% of applicable DH (through minimum engagement height for
automatic flight control system, DH to be applied may be affected).
8.1.3.4.4 Precision approach Cat III - VAR 10.373 (b), VAR 10.487(a)(2)
a) Category III:
Category III is subdivided in category III A and in category III B. Category III operation is a precision
instrument approach and landing using ILS or MLS with:
Table 8.1.16 - Category III minima
Cat III A Cat III B
DH DH < 100 ft NO DH or DH < 50 ft
(DH lower than 100 ft) (DH lower than 50 ft)
RVR RVR ≥ 200 m 75 m ≤ RVR < 200 m
(RVR not less than (RVR lower than 200 m but
not less than 75 m)
200 m)
Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the same
Category, the RVR will determine in which Category the operation is to be considered.
1) For operations in which a DH is used, the DH must not be lower than:
- The minimum decision height specified in the AFM/FM,
- The minimum height to which the precision approach aid can be used without the required
visual reference,
- The decision height to which the flight crew is authorized to operate.
2) Operations with no DH may only be conducted if:
- Operation with no decision height is authorized in the AFM/FM
- Approach aid and airport facilities can support operations with no DH
- The operator has an approval for CAT III operation with no DH.
Remark: In case of a CAT III runway, it may be assumed that operations with no decision height
can be supported unless specifically restricted as published in the AIP or NOTAM.
b) Visual reference:
1) For Cat III A operations, and for Cat IIIB operations with fail-passive flight control systems, no pilot
may continue an approach below DH unless a visual reference containing at least 3 consecutive
lights being:
i) The centreline of the approach lights, or
15 Mar 2017
ii) The touchdown zone lights, or

iii) The runway centre line lights, or
iv) The runway edge lights, or
v) A combination of these is attained and can be maintained.
2) For Cat III B operations with fail-operational flight control systems using a DH, no pilot may
continue an approach bellow the DH unless a visual reference containing at least one centre line
light is attained and can be maintained.
3) For Cat III operations with no DH there is no requirement for visual contact with the runway prior to
touchdown. The permitted RVR is dependent on the level of aeroplane equipment.
4) A CAT III runway may be assumed to support operations with no Decision Height unless
specifically restricted as published in the AIP or NOTAM
c) Required Runway Visual Range
The lowest minima to be used for Category III operations are:
minima.
Table 8.1.17
– RVR for Cat III APP versus DH and roll-out control/guidance system
Decision Height (ft) Roll-out

Approach
control/guidance RVR (m)
category (2) system
IIIA Less than 100 ft Not required 200 m

IIIB Less than 100 ft Fail-passive 150 m (1)
IIIB Less than 50 ft Fail-passive 125 m
IIIB Less than 50 ft or no DH Fail-operational (3) 75 m
Note:
(1) For aeroplanes certificated in accordance with 8.4 - All weather operations or equivalent.
(2) Flight control system redundancy is determined under 8.4 - All weather operations by the
minimum certificated decision height
(3) The fail-operational system referred to may consist of a fail-operational hybrid system.
8.1.3.4.5 Commencement and continuation of an approach - VAR 10.493, VAR 10.497 (a)
a) An approach may be started irrespective of the RVR, but it may not be continued past the outer marker
or equivalent position unless the reported controlling RVR/visibility is equal to or better than the
specified minimum. Once past the outer marker or equivalent position, the approach may be continued
15 Mar 2017
to the landing regardless of reported RVR/Visibility provided that the required visual reference has
been established at the DH/MDH, and is maintained - VAR 10.493 (a) (b)
b) Approach and landing operations are not authorized when reported visibility is below 800 meters
unless RVR reporting is available for the runway of intended use.
c) Where no outer marker or equivalent position exists the pilot in command shall make the decision to
continue or stop the approach before descending below 1000 feet above the airport on the final
approach segment.
Remark: The equivalent position can be established by means of a DME distance, a suitably located
NDB or VOR, SRE or PAR fix or any other suitable fix that independently establishes the position of the
aircraft.
d) Except in case of emergency , no pilot may continue its approach-to-land at any aerodrome beyond
a point at which the limits of the operating minima specified for that aerodrome would be infringed.
VAR 10.317 (c)
15 Mar 2017
8.1.3.4.6Visual manoeuvring (Circling)

a) Visual manoeuvring (circling) is the term used to describe the visual phase of an instrument approach
required to position an aircraft for landing on a runway which is not suitably located for a straight-in
approach.
b) The minimum DH and visibility which are required for visual manoeuvring are as given in Table 9 below.
minima.
Table 8.1.18 - Visibility and MDH for Visual Manoeuvring
AIRCRAFT CATEGORY A B C D
MDH (ft) 400 500 600 700
Minimum meteorological visibility 1500 m 1600 m 2400 m 3600 m
8.1.3.4.7Visual approach
a) Visual approach shall not be used in case of RVR of less than 800m
b) Prohibit pilot to excuxe Non-standard manoevres (such as orbit) in final approach segment except it ts
required by ATC
8.1.3.4.8 Effect of failed or downgraded ground equipment
a) These instructions are intended for pre-flight and pre-approach. It is not expected however that the PIC
would consult such instructions after passing the outer marker or equivalent position. If ground aids
failure are announced on final approach, the approach could be continued at the PIC's discretion. If,
however, failures are announced before final, their effect on the approach should be considered as
described in table 10, and the approach may have to be stopped to allow review.
b) Conditions applicable to the Table 8.1.19:
1) Multiple failures of runway lights other than indicated in table 10 are not acceptable
2) Deficiencies of approach and runway lights are treated separately
3) Category II or III operations - A combination of deficiencies in runway lights and RVR assessment
equipment is not allowed.
4) Failures other than ILS affect RVR only and not DH.
5) "No DH" operations - An operator should ensure that, for aircraft authorized to conduct "no DH"
operations with the lowest RVR limitations, the following applies in addition to the content of the
table 10.
i) RVR: At least one RVR value must be available at the airport
ii) Runway lights:
- No runway edge lights, or no centre lights-Day only min RVR 200 m
- No TDZ lights - No restrictions
- No standby power to runway lights - day only RVR 200 m
15 Mar 2017
Table 8.1.19 App 1 to VAR 12.153(d)(4)(C)(4)

Failed or downgraded equipment - effect on landing minima
Failed or Effect on landing minima

downgraded
equipment CAT IIIB CAT IIIB CAT IIIA CAT II
(no DH)
ILS/MLS stand- Not allowed RVR 200 m No effect
by transmitter
Outer marker No effect if replaced by height check at 1 000 ft

Middle marker No effect
At least one On runways equipped with two or more RVR
RVR value to assessment units, one may be inoperative
RVR
assessment
be available
systems on the
aerodrome
Approach lights No effect Not allowed for operations Not allowed
with DH >50 ft
Approach
lights except
the last 210 m No effect Not allowed
Approach
lights except
the last 420 m No effect
Standby power
for approach
lights No effect
Edge lights, Day: no effect Day: no effect

threshold
lights and No effect Night: Night:
runway end RVR 550 m not allowed
lights
FLIGHT OPERATIONS Instruction for the determination of En-route operating VFR Rev 00
MANUAL minima 15 Mar 2017
8.1.4 INSTRUCTION FOR THE DETERMINATION OF EN-ROUTE OPERATING VFR MINIMA

8.1.4.1 General Principles - VAR 10.437
VFR flights are generally not allowed except when authorised by the Executive Vice President - Flight
Operation (see to 8.3.1). When authorized, VFR flights shall be conducted in accordance with the Visual
Flight Rules and in accordance with the table in 8.1.20 below.
8.1.4.2 Minimum Visibilities for VFR Operations - VAR 10.367, VAR 10.435(a), (b) (c)(1)
Table 8.1.20 – Minimum Visibilities for VFR Operations
A (Note 3) B
Airspace Class F G
CDE
Above 900m (3,000 ft) At and below 900m (3,000 ft)
AMSL or above 300m AMSL or 300m (1,000 ft)
(1,000 ft) above terrain, above terrain, which-ever is
which-ever is the higher the higher
Distance from 1,500 m horizontally 300m (1,000 ft) Clear of cloud and in sight of
cloud vertically the surface
Flight visibility 8 Km at and above 3050m (10,000 ft) AMSL 5 Km (Note 2)
5 Km below 3050m (10,000 ft) AMSL
Note 1: When the height of the transition altitude is lower than 3050m (10 000 ft)
AMSL, FL 100 should be used in lieu of 10 000ft.
Note 2: When so prescribed by the appropriate ATS authority, lower flight visibilities
to 1 500 m may be permitted for flights operating:
 at speeds that, in the prevailing visibility, will give adequate
opportunity to observe other traffic or any obstacles in time to avoid
collision; or
 in circumstances in which the probability of encounters with other traffic
would normally be low, e.g. in areas of low volume traffic and for aerial
work at low levels.
Note 3: The VMC minima in Class A airspace are included for guidance to
pilots and do not imply acceptance of VFR flights in Class A airspace.
8.1.4.3 VFR Weather Minimums for Takeoff & Landing - VAR 10.435
a) Company do not allow to enter the traffic pattern, land or takeoff an aircraft under VFR from an
aerodrome located in Class B, Class C, Class D or Class E airspace unless the:
1) Reported ceiling is at least 450 m (1,500 ft); and
2) Reported ground visibility is at least 5 km (3 sm), if reported.
b) If the ground visibility is not reported, the pilot shall maintain 5 km (3 sm) flight visibility.

FLIGHT OPERATIONS Instruction for the determination of En-route operating VFR Rev 00
MANUAL minima 15 Mar 2017
c) Class G Airspace. Company do not allow to enter the traffic pattern, land or takeoff an aircraft under
VFR from an aerodrome located in Class G airspace below 360 m (1,200 ft) AGL unless: the visibility is
at least 2 km (1 sm) and the aircraft can be operated clear of clouds within 1 km (one-half mile) of the
runway
8.1.4.4 Special VFR Operations - VAR 10.437
a) Company do not allow to conduct a Special VFR flight operation to enter the traffic pattern, land or
takeoff an aircraft under Special VFR from an aerodrome located in Class B, Class C, Class D or Class
airspace unless:
1) Authorized by an ATC clearance;
2) The aircraft remains clear of clouds; and
3) The flight visibility is at least 5 km.
b) Company do not allow to conduct a Special VFR flight operation in an aircraft between sunset and
sunrise unless the:
1) The PIC is current and qualified for IFR operations; and
2) The aircraft is qualified to be operated for IFR flight.
8.1.4.5 Weather deterioration below VMC - VAR 10.453
Each pilot of a VFR flight operated as a controlled flight shall, when he or she finds it is not practical or
possible to maintain flight in VMC in accordance with the ATC flight plan:
a) Request an amended clearance enabling the aircraft to continue in VMC to its destination or to an
alternative aerodrome, or to leave the airspace within which an ATC clearance is required;
b) If no clearance can be obtained, continue to operate in VMC and notify the appropriate ATC facility of
the action being taken either to leave the airspace concerned or to land at the nearest suitable
aerodrome;
c) Operating within a control zone, request authorization to operate as a special VFR flight; or
d) Request clearance to operate in IFR, if currently rated for IFR operations

FLIGHT OPERATIONS Presentation and application of aerodrome and en-route Rev 00

MANUAL operating minima 15 Mar 2017
8.1.5 PRESENTATION AND APPLICATION OF AERODROME AND EN-ROUTE OPERATING

MINIMA
8.1.5.1 General - VAR 10.490 (a), APPENDIX 1 to 10.257(a)
a) It is Company policy to operate to the minima as published in the CAAV official documents and
Jeppesen Airway Manual for the particular airport, runway and approach.
b) Any changes to this policy for a particular airport shall be published in the Route Manual for the
particular aircraft type.
c) For Company aircraft types approved for Low Visibility Procedures the Company shall use the CAT II
minima as published in the Jeppesen Airway Manual.
d) In the case of minima below CAT II minima the Company shall comply with the State minima
requirements which shall be published in the Route Manual.
e) Furthermore, the operating minima are applicable if:
i) The ground equipment shown on the respective chart required for the intended procedure is
operative
ii) The aircraft systems required for the type of approach are operative
iii) The required aircraft performance criteria are met
iv) The crew is qualified accordingly.
8.1.5.2 Interpretation of charts
Refer to the following Jeppesen Airway Manual chapters for format and interpretation of operating minima:
a) INTRODUCTION chapter for presentation of aerodrome and en-route operating minima.
b) TERMINAL chapter for application of aerodrome operating minima.
c) EN-ROUTE charts for application of en-route operating minima.


Meteorological information
MANUAL 15 Mar 2017
8.1.6 METEOROLOGICAL INFORMATION

8.1.6.1 Meteorological Information for pre-flight planning
Meteorological information shall comprise at least:
a) A significant weather chart corresponding to the flight.
b) Upper temperatures/winds charts in accordance with the different FL used during the flight.
c) Aerodrome reports (METAR) and aerodrome forecasts (TAF) for departure, destination, destination
alternate and En route alternate airports.
d) SIGMET information corresponding to the flight.
8.1.6.2 Operational practices for interpretation of meteorological information
a) The methods for interpretation of meteorological information can be found in Jeppesen Airway Manual
- METEOROLOGY chapter. This manual is to be used during:
1) Flight preparation, to correctly interpret all information and codes contained in weather reports and
forecasts.
2) During flight, to obtain weather stations frequencies and to correctly interpret the broadcasted
weather information.
b) National differences from international code forms are indicated.
8.1.6.3 Pre-Flight Action, Including Weather Reports & Forecasts - VAR 10.237
a) Before commencing a flight, the PIC shall be familiar with all available information, including
meteorological information, appropriate to the intended operation
b) The PIC shall include, during pre-flight preparation for a flight away from the vicinity of the place of
departure, and for every flight under the instrument flight rules:
1) A careful study of available current weather reports and forecasts taking into consideration fuel
requirements; and
2) The planning of an alternative course of action to provide for the eventuality that the flight
cannot be completed as planned.
8.1.6.4 Weather Reporting Sources - VAR 12.193,
Company shall use sources approved by the Authority and Jeppesen weather system for
a) the weather reports and forecasts used for decisions regarding flight preparation, routing and
terminal operations
b) obtaining forecasts and reports of adverse weather phenomena that may affect safety of flight on
each route to be flown and aerodrome to be used
Remark: Refer to Appendix 1 to 12.193 of VAR for approved sources of weather reports satisfactory for
flight planning or controlling flight movement.

FLIGHT OPERATIONS Determination of the quantity of fuel and oil carried Rev 00
MANUAL 15 Mar 2017
8.1.7 DETERMINATION OF THE QUANTITY OF FUEL AND OIL CARRIED - VAR 10.201(a), VAR APP 1 TO 12.153
(d)(4)(A)(12)
8.1.7.1 General Policy - Fuel Requirement – VAR 10.263(a)(b); VAR 10.265(a); VAR 10.267(a)
a) Company fuel policy ensures that the quantity of fuel on board comply at least with the regulations
requirements. The fuel policy must be used by the Computerized Flight Plan (CFP) system to
determine the minimum required fuel on board.
b) The fuel quantity (block fuel) established to cover the requirements of taxi, trip, contingency, alternate,
final reserve, and additional fuel to ensure en-route diversion with drift down procedure must take
into account:
1) The following data:
i. Current aircraft-specific data derived from a fuel consumption monitoring system, if available;
or
ii. If current aircraft-specific data is not available, data provided by the aircraft manufacturer; and:
2) The operating conditions for the planned flight including:
i) Anticipated aircraft mass;
ii) Notices to Airmen;
iii) Current meteorological reports or a combination of current reports and forecasts;
iv) Air traffic services procedures, restrictions and anticipated delays;
v) Procedures prescribed in the operations manual for loss of pressurization en route, where
applicable;
vi) Failure of one power-unit en route;

vii) The effects of deferred maintenance items and/or configuration deviations; and
viii) Any other conditions that may delay landing of the aircraft or increase fuel
and/or oil consumption.
c) A PIC shall only commence a flight or continue in the event of in-flight re-planning when he is satisfied
that the aircraft carries at least the planned amount of usable fuel to complete the flight safely, taking
into account the expected operating conditions – VAR 16.047 (a).
d) At any time during a flight the fuel on board must be enough for the planned operation and any possible
deviations.
e) For in-flight fuel management see 8.3.7.1.3.
f) The final authority and responsibility for fuel load rests with the PIC.

MANUAL 15 Mar 2017
8.1.7.2 Fuel planning instructions - VAR 10.217 (a)

8.1.7.2.1 Basic fuel planning – VAR 10.263(a), VAR 10.265(a1), VAR 10.268
The usable fuel to be on board for departure must be the sum of the following:
a) Taxi Fuel
The fuel required from engine start to the start of take-off roll including engine start, taxi, APU
consumption and any local conditions at the departure airport.
b) Trip Fuel
Trip fuel shall include:
1) Fuel for take-off and climb from the airport elevation to initial cruising level/altitude, taking into
accounts the expected departure routing; and
2) Fuel from top of climb to top of descent, including any step climb/descent; and
3) Fuel from top of descent to the point where the approach is initiated, taking into account the
expected arrival procedure; and
4) Fuel for approach and landing at the destination airport.
c) Contingency Fuel
1) The fuel required to compensate for unforeseen factors which could have an influence on the fuel
consumption to the destination aerodrome such as deviations of an individual aeroplane from the
expected fuel consumption data, deviations from forecast meteorological conditions and deviations
from planned routings and/or cruising levels/altitudes.
2) Contingency fuel, which must be the higher of (i) or (ii) bellow:
i) Either:
- 5% of the planned trip fuel, or in the event of in-flight re-planning, 5% of the trip fuel for
the remainder of the flight; or
- Not less than 3% of the planned trip fuel, or in the event of in-flight re-planning, 3% of the
trip fuel for the remainder of the flight (not applicable to turbo-propeller aircraft), provided
that an En-Route Alternate airport (ERA) is available in accordance with 8.1.7.2.3 below.
ii) An amount to fly for 5 minutes at holding speed at 1500 ft (450 m) above the destination
aerodrome in standard conditions.
d) Alternate Fuel which shall:
1) Include:
i) Fuel for a missed approach from the applicable MDA/MDH at the destination airport to
missed approach altitude, taking into account the complete missed approach procedure; and
ii) Fuel for a climb from missed approach altitude to cruising level/altitude; taking into account
the expected departure routing; and

MANUAL 15 Mar 2017
iii) Fuel for the cruise from top of climb to top of descent; taking into account the expected
routing; and
iv) Fuel for Descent from top of descent to the point where the approach is initiated, taking into
account the expected arrival procedure; and
v) Fuel for executing an approach and landing at the destination alternate airport selected in
accordance with 8.1.2.3.4.
2) Where two destination alternates airport are required in accordance with 8.1.2.3.4, be sufficient to
proceed to the alternate airport which requires the greater amount of alternate fuel.
e) Final Reserve Fuel
1) IFR: Fuel to fly for 30 minutes at holding speed at 1,500 FT above airport elevation in standard
conditions, calculated at the estimated mass on arrival at the destination alternate airport.
2) VFR: Fuel to fly at least 30 minutes for day operations, at least 45 minutes for night operations at
normal cruising altitude - VAR 10.265(a2)
f) Minimum additional fuel, which shall:
1) Permit the aircraft to:
i) Descend as necessary and proceed to an adequate alternate aerodrome in the event of
engine failure or loss of pressurization, whichever requires the greater amount of fuel based
on the assumption that such a failure occurs at the most critical point along the route, and
- Hold there for 15 minutes at 1 500 ft (450 m) above aerodrome elevation in standard
conditions; and
- Make an approach and landing.
ii) Hold for 15 minutes at 1 500 ft (450 m) above destination aerodrome elevation in standard
conditions, when a flight is operated without a destination alternate aerodrome(apply to
isolated airport)
2) Allow an aircraft engaged in EDTO to comply with the EDTO critical fuel scenario as established in
EDTO Manual.
3) Meet additional requirements not covered above.
g) Extra Fuel, which include:
1) Destination Holding Fuel – the fuel, expressed as a period of time, to be used for an anticipated
holding at the holding speed at a specific altitude above the destination airport in standard
atmospheric conditions.
2) Tankered Fuel – the fuel transported for economic reasons or for Operator convenience (e.g. due
to price/availability at destination).
3) Discretionary fuel – which shall be carried at the discretion of the PIC.

MANUAL 15 Mar 2017
The following illustrates the different fuel quantities for a standard flight fuel planning:
Figure 8.1.2 - Standard flight fuel planning:
Remark: Minimum Additional Fuel and Extra fuel is not shown on this figure
8.1.7.2.2 Fuel planning for destination airport without fuel services
a) The alternate Airport for No fuel Destination Airport shall be refuelable airport
b) When planning aircraft to a destination airport without fuel services, the fuel onboard for departure
must be the sum of:
1) Taxi-out fuel at departure (A)
2) Trip fuel to destination 1 (D1)
3) Contingency fuel equal to not less than the amount calculated in accordance with subparagraph
8.1.7.2.1 above from departure aerodrome to the Destination 1 aerodrome
4) Extra fuel for flight for flight from departure to destination 1 (D1)
5) Taxi-in fuel at destination 1 (D1)
6) Standard fuel in accordance with subparagraph 8.1.7.2.1 above for flight from destination 1
(D1) to destination 2 (D2)
Remark: Should the standard fuel required for sector from destination 1 (D1) to destination 2 (D2)
be less than the total of Final Reserve fuel and Alternate fuel for sector from departure to
destination 1 (D1), this discrepancy should be added to standard fuel stated in (6) above.

MANUAL 15 Mar 2017
F1 (Fuel at A) = Taxi-out A + Trip AD1 + Contingency AD1 + Taxi-in D1 + F2 + Extra AD1 (if
required)
F2 (At D1, Standard) = Taxi-out D1 + Trip D1D2 + Contingency D1D2 + D2X2 + Final Reserve + Extra
(if required)
Figure 8.1.3 - Fuel planning for destination airport without fuel services
8.1.7.2.3 3% ERA
The 3 % ERA aerodrome shall 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 aerodrome of 25 %
of the total flight plan distance, or at least 20 % of the total flight plan distance plus 50 nm, whichever is
greater, all distances are to be calculated in still air conditions (see figure 8.1.4).
3% ERA is not apply for flight less than 2 hours and Turbo-propeller aircraft
Figure 8.1.4 - Location of the 3 % En-route alternate (3% ERA) aerodrome

for the purposes of reducing contingency fuel to 3%:

MANUAL 15 Mar 2017
8.1.7.2.4 Reduced contingency fuel (RCF) Procedure – Re-clearance fuel planning

In case of pre-flight planning to a Destination 1 aerodrome (commercial destination) with a reduced
contingency fuel procedure using a decision point along the route and a Destination 2 aerodrome (optional
refuel destination), the amount of usable fuel, on board for departure, shall be the greater of a) or b) below:
a) The sum of:
1) Taxi fuel; and
2) Trip fuel to the Destination 1 aerodrome, via the decision point; and
3) Contingency fuel equal to not less than 5% of the estimated fuel consumption from the decision
point to the Destination 1 aerodrome; and
4) Alternate fuel, if a Destination 1 alternate is required; and
5) Final reserve fuel; and
6) Additional fuel; and
7) Extra fuel if required.
b) The sum of:
1) Taxi fuel; and
2) Trip fuel to the Destination 2 aerodrome, via the decision point D; and
3) Contingency fuel equal to not less than the amount calculated in accordance with subparagraph
8.1.7.2.1 above from departure aerodrome to the Destination 2 aerodrome; and
4) Alternate fuel, if a Destination 2 alternate aerodrome is required; and
5) Final reserve fuel; and
6) Additional fuel; and
7) Extra fuel if required.

MANUAL 15 Mar 2017
Figure 8.1.5 - Reduced contingency fuel (RCF) – Re-clearance fuel planning

Note:
(1) Extra fuel are not shown on this figure
For in-flight fuel management see 8.3.7.1.3
(2) The re-clearance fuel planning is the greater of F1 or F2:
F1 = Taxi + Trip AD1 + 5% DD1 + Alternate D1X1 + Final Reserve + Extra fuel
F2 = Taxi + Trip AD2 + 5% or 3% AD2 + Alternate D2X2 + Final Reserve + Extra fuel
(3) At the decision point (D), the pilot can proceed to the intended final destination (D1) only if
the fuel on board is sufficient to provide for contingency fuel (5% of DD1), alternate fuel and
final reserve.
(4) If there is insufficient fuel for the above at the decision point the aircraft must proceed to the
en-route alternate (D2).
8.1.7.2.5 Predetermined Point (PDP) Procedure
a) When planning to a destination alternate where the distance between the destination aerodrome and
the destination alternate is such that a flight can only be routed via a predetermined point to one of
these aerodromes, the amount of fuel must be the greater of (a) or (b) below:
1) The sum of:
i) Taxi fuel, and

MANUAL 15 Mar 2017
ii) Trip fuel from the Departure aerodrome to the Destination aerodrome, via the pre-
determined point; and
iii) Contingency fuel (as for standard flight planning), and
iv) Additional fuel if required, but not less than the fuel to fly for two hours at normal cruise
consumption above the destination aerodrome. This fuel shall not be less than final reserve
fuel
v) Extra fuel if required.
or
2) The sum of:
i) Taxi fuel; and
ii) Trip fuel from the Departure aerodrome to the Destination Alternate aerodrome, via the
Pre-determined point; and
iii) Contingency fuel (as for standard flight planning); and
iv) Additional fuel if required, but not less than the fuel to fly for 30 minutes at holding speed at
1500 ft (450 m) above Destination aerodrome elevation in standard conditions. This fuel
shall not be less than final reserve fuel.
v) Extra fuel if required.
b) Predetermined point procedure
Figure 8.1.6 - Predetermined point

MANUAL 15 Mar 2017
Remarks:
(1) Minimum Additional Fuel and Extra fuel are not shown on this figure
For in-flight fuel management see 8.3.7.1.3
(2) The predetermined fuel planning is the greater of F1 or F2:
F1 = Taxi + Trip AB + 5% or 3% AB + 2 hours cruise (1) + Extra fuel
F2 = Taxi + Trip AE + 5% or 3% AE + 30 minutes holding (2) + Extra fuel
(3) Fuel to fly for two hours at normal cruise consumption above the destination aerodrome
Fuel to fly for 30 minutes at holding speed at1 500 ft (450 m) above the destination alternate
aerodrome elevation in standard conditions
8.1.7.2.6 Isolated airport procedure - VAR 10.243(c), VAR 10.246 (a)
a) For IFR planning purposes, a destination alternate is not required if the airport is isolated and no
suitable alternate is available, but a point-of-no-return will be calculated and included in the flight plan
remarks.
b) When planning to an isolated airport, the last possible point of diversion to any available En-Route
Alternate airport shall be used as the pre-determined point (See 8.1.7.2.5).
8.1.7.3 Fuel Transportation (Tankering)
a) General
1) When a significant difference in fuel price exists between different airports fuel transportation could
be considered.
2) Fuel tankering is considered when fuel supply is unreliable or the fuel type is unavailable
3) There are significant aspects to consider when fuel tankering, which are:
i) Additional costs due to the aircraft weight increase which are attributed to:
- Increased takeoff thrust
- Increase in engine wear as a result of EGT
- Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to
heavier landing weight
- The cost for the transport of the tankered fuel.
ii) Operational aspects such as risk of overweight landings and reduction in operation
performance margins for short, hot or hight elevation runways.
Fuel tankering shall not be applied when:
- The takeoff runway is wet and runway length is marginal;
- The takeoff runway is contaminated;
- The landing runway is forecast to be contaminated.
b) Transport Coefficient
 FPR < 1 / (1 + k)
MANUAL 15 Mar 2017
 FPR = Fuel Price Ratio

(Fuel price at departure / Fuel price at destination)
 k = Load Transportation Factor
(Additional kg of fuel burn-off per kg of extra load)
 The k (in kg/kg) can be determined using correction on fuel consumption data provided in FCOM or
CFP.
8.1.7.4 Oil Quantity - VAR 10.263(a)
a) Adequate oil quantity to cover the requirements of trip, contingency, alternate, reserve and taxi must be
loaded prior to departure by maintenance staff.
b) The minimum oil quantity requested for any flight is equal to the minimum quantity specified for the
particular engine, plus the estimated oil consumption.
c) The estimated oil consumption should cover the flight time the aircraft can be operated with the
minimum quantity of fuel required by the fuel planning plus 15 minutes.
d) The hourly oil consumption is determined by the maintenance.
e) The minimum and maximum oil quantities and the maximum average estimated oil consumption (if no
data from maintenance available) are indicated in the applicable FCOM/OM.
f) A PIC shall only commence a flight or continue in the event of in-flight re-planning when he is satisfied
that the aircraft carries at least the planned amount of usable oil to complete the flight safely, taking into
account the expected operating conditions.
8.1.7.5 Fuel and Oil Records
a) All fuel and oil data will be entered into the aircraft technical log (see 8.1.11).
b) During flight the actual fuel on board and the fuel burn off must be recorded on the computer flight plan
adjacent to each waypoint where a position report is required.

FLIGHT OPERATIONS Mass and centre of gravity Rev 00

MANUAL 15 Mar 2017
8.1.8 MASS AND CENTRE OF GRAVITY – VAR 17.001(a)(b), VAR APP 1 TO 12.153 (d)(4)(A)(14)
8.1.8.1 Definitions
Manufacturer's empty weight (MEW): The weight of the structure, power plant, furnishings, systems and
other items of the equipment that are considered an integral part of the aircraft. It is essentially a "dry"
weight, including only those fluids contained in closed systems (e.g. hydraulic fluid).
Dry operating weight (DOW): The manufacturer's weight empty plus the operator's item i.e. the flight and
cabin crew and their baggage, unusable fuel, engine oil, emergency equipment, seats, documents,
catering, potable warier.
Take-off fuel: The weight of the fuel on board at take-off.
Operating weight: The weight obtained by addition of the Operational weight empty and the take-off fuel.
Total traffic load: The weight of the payload including cargo loads, passengers and passengers bags.
Zero fuel weight (ZFW): The weight obtained by addition of the Total traffic load and the operational weight
empty.
Take-off weight: The weight at take- off. It is equal to the addition of the Zero fuel weight and Take-off fuel.
Trip fuel: The weight of the fuel necessary for the flight not including reserves.
Landing weight: The weight at landing. It is equal to Take-off weight minus Trip fuel.
Adults: male and female, are defined as persons of an age of 12 years and above
Children: are defined as persons of an age of 2 years and above but who are less than 12 years of age.
Infants: are defined as persons who are less than 2 years of age.
8.1.8.2 Responsibility
a) Company’s responsibility:
1) To provide a system approved by CAAV for obtaining, maintaining and distributing to appropriate
personnel current information regarding weight and balance of each aircraft operated – VAR 12.180, VAR
12.113(b)
2) To provide valid weight and balance data its aircraft fleet and aircraft configuration including AHM
560 document, ground handling and loading manual to related Ground handling company – VAR
17.030(a)(b), VAR 12.113(a).
3) To coordinate with aircraft manufacturer, relevant units to have updated weight & balance data (AD,
SB, MOD implementation, Weight and balance manual, tools, weighing, painting, catering).
4) To approve the computerised load and trim sheet issued by Company and Ground Handling
companies.
5) To provide and ensure validity parameter is used in load manager.
6) To arrange training and approve certificated for duty load manager staff for Vietnam Airlines flight.
7) To designate in writing the persons who supervise the proper loading of the aircraft, make
the computation of the loadsheet for aircraft loading and center of gravity and determine that the
aircraft will be capable of meeting the applicable performance requirements – VAR 17.020(a)(1), VAR

MANUAL 15 Mar 2017
17.020(a)(2), VAR 17.020 (a)(3).
8) To ensure that persons responsilble for loading tasks listed in paragraph (b) bellow are trained to
competence for tasks performed before being allowed to sign in the Loadsheet – VAR 10.275(g), VAR
17.020(b)
b) Loading responsibility – VAR 10.273(b)(c)(d)

To comply with aircraft weights and CG certified limitations specified in the AFM/FM for all phases of the
flight, weights and CG must be checked within prescribed limits before the flight. Aircraft weights and CG
are calculated using a "Load sheet form" or a "computerised Load sheet". Load sheet is prepared and
signed by qualified ground staff. The person supervising the loading of the aeroplane must be named and
must confirm by signature to ensure that the load and its distribution are in accordance with the mass and
balance documentation - VAR 12.113(a).
1) The persons preparing and supervising the loading and computing the aircraft load, centre of gravity
and performance must be provided the relevant current weights and aircraft limitations that will
effect the performance of the that aircraft – VAR 17.020(c).
2) The PIC must assure himself that the load is distributed in a correct and safe manner and that it is
properly stowed and secured by – VAR16.050(a):
i) Checking that sufficient fuel and oil of the correct grade are on board and correctly loaded
and distributed.
ii) Checking the loadsheet calculation. If deemed necessary, the PIC has full authority to modify
the aircraft loading and distribution of passengers cabin and cargo compartments.
iii) Checking to ensure the following information is provided in the Load Trim Sheet: - VAR 12.113 (b)
- Date, month
- Flight number
- Aircraft type and registration
- Identity of the PIC
- The dry operating weight and corresponding CG
- The mass of fuel at take off and the trip fuel
- The components of the load including, passengers, baggage, freight and ballast
- The take off mass, landing mass and zero fuel weight mass
- The load distribution
- The applicable aircraft CG positions (MACTOW, MACLAW, MACZFW) – VAR 16.050(a)(2)(3).
- The mass and CG limits – VAR 16.050(a)(1)
3) Signature required:
i) The person preparing the Loadsheet shall be named on the document- VAR 17.025 (a).
ii) The person supervising the loading of the aeroplane must confirm by signature that the
load and its distribution are in accordance with the Loadsheet – VAR 17.025 (b).


MANUAL 15 Mar 2017
iii) The PIC acknowledgement:

- Manual or computerized Loadsheet: Signature and name of PIC
- E-Loadsheet via Internet: Identification of PIC using EFF.
 The Commander acknowledges his receipt and accept/reject of e-Loadsheet using
EFF.
 If the Commander has received but cannot accept/reject the e-Loadsheet, he/she
will contact the Coordinator to get a Loadsheet acknowledgement paper form.
The Commander is requested to fill in the form and return it to the the Coordinator.
- ACARS Loadsheet via ACARS data link network: Name and Identification number of PIC.
 The Commander acknowledges his/her receipt of ACARS computerized Loadsheet
via ACARS data link network, giving his ID number.
 If the Commander has received but cannot accept/reject the e-Loadsheet, he/she will
contact the Coordinator to get a Loadsheet acknowledgement paper form.
The Commander is requested to fill in the form and return it to the the Coordinator.
4) Load sheet should be available in the aircraft for the whole flight duration.
5) Load sheet must be stored with other flight documents in accordace with FOM 2.1.2.7.6.
i) Manual and computerized Load sheet:
- 01 original is handed to NOC/DOC/TOC in Flight Voyage Envelope (see 8.1.12).
- 01 copy is filed with other documents of departing flight by ground handling agent’s staff.
ii) E-Loadsheet:
- 01 soft copy and the Commander’s acknowledgement message are stored in FIMS as
documents for departing flights.
iii) ACARS computerized Load sheet:
- 01 original is handed to NOC/DOC/TOC in Flight Voyage Envelope (see 8.1.12).
- 01 soft copy and the Commander’s acknowledgement meassage are filed with other
documents of departing flight by ground handling agent’s staff.
6) Loadsheet transmission priority:
- For flights by ATR72: E-Loadsheet is of priority use, followed by manual or computerised
Loadsheet.
- For flights by A321, A330, A350, B787 flight: E-Loadsheet is of priority use, followed by
ACARS Loadsheet, Manual or computerised Loadsheet.


MANUAL 15 Mar 2017
8.1.8.3 Weight determination

8.1.8.3.1 Crew, passengers and cargo - VAR 17.033(a)(3), VAR 17.035, VAR 17.037(a)(b)
a) Standardized weight per passenger/crew- VAR 17.033(a)(3)
Table 8.1.21: Standardized weight
Standard
Chartter
Specification weight Definition of age
flight
(KG)
Adult 75 76 Age of 12 years or older
Child 35 35 Age of 2 to less than 12
Passenger
years old
Infant 00 00 Less than 2 years of age
Cockpit crew 90
Crew
Cabin crew 75
Notes:
(1) All standard weights listed above are typical average weight including carry-on baggage. Check-
in baggage must be weighed and included in the weight and balance calculation.
(2) The passenger checked baggage must be weighted, the exact weight of each piece of baggage
will be used for calculating weight and balance of flight. In case of do not have exact position of
baggage in cago compartment, allow to using the everage weight of each baggage or container
of baggage for calculating central of gravity of the flight.
(3) For the flight with number of passenger and baggage exceed standard weight mention above
(eg. sport teams or military personnel) over 40% of aircraft passenger seat number, the
passenger weight (inclusive of hand-baggage) must be determind by weighing 100% of those
passengers and the everage value is teaken. If the everage value exceeds 90kg per passenger,
it will be used in the weight and balance calculatinons for those passengers. - VAR 17.035(e)
i) Weighing those passengers must be made immediately before boarding the aircraft at
adjacent locations. - VAR 17.035(h)
ii) The number of those passengers and their everage weight must be indicated in the
Supplementary Information (SI) column of the loadsheet by the load controller responsible
for the weight and balance control of this flight to notify to the PIC. - VAR 17.035(g)
b) The cargo has to be weighed and positioned so as to respect both individual Unit Load device
position weight limitation and total cargo compartment weight limitation as given in FCOM, Weight
and Balance Manual and AHM560.
8.1.8.3.2 Fuel weight determination
a) The weight of fuel on board the aircraft is directly given by the Fuel Quantity Indication (FQI) of the
aircraft.

MANUAL 15 Mar 2017
b) The PIC should assess this quantity by comparing this figure with the quantity on board before
refuelling plus the quantity delivered by the bowser. A small discrepancy could be expected due to the
fuel quantity consumed by the APU during this time period and the FQI and browser accuracies.
c) In such a case, it is not necessary to perform additional fuel measurement through magnetic fuel level
indicators (dipsticks) to cross check FQI indication as the accuracy of dipsticks is less than FQI
accuracy.
d) Dipsticks have to be used only in case of FQI failure (dispatch under MEL).
8.1.8.3.3 Dry Operating Weight determination
a) At delivery each aircraft is weighed to determine its Manufacturer’s Empty Weight (MEW) and the
Corresponding CG position. Using these values, the aircraft Dry Operating Weight (DOW) and the
corresponding CG position of each aircraft can be determined.
b) Duringthe aircraft life, between two weighings which is not exceed 48 calendar - months, its weight
and CG position can be modified following maintenance tasks or cabin interior modifications,
paintings. In that case, the DOW and CG values used to enter the loading and trimming documents
should be amended through calculation whenever the: - VAR 17.030(a)
1) Cumulative change to the DOW is more than plus or minus one-half of 1 percent (0.5
percent) of the maximum landing weight; and
2) Cumulative change in CG position is more than plus or minus one-half of 1 percent (0.5
percent) of the Mean Aerodynamic Chord (MAC).
8.1.8.4 Preparation and Acceptance of Weight and CG Calculation:
8.1.8.4.1. Load Sheet preparation
The method for preparation of the Loadsheet is given in FCOM. The Loadsheet must be computed using a
method, policy and information approved by CAAV for the aircraft type, supplemental loading documents,
seasonal issues, non-standard passengers, and type of operation to be conducted – VAR 17.023(a).
8.1.8.4.2. Centre of gravity calculation
The correct end precise centre of gravity calculation is absolutely necessary to ensure the security of
aircraft. The application of following rules is mandatory.
a) General
1) Certified limitations
i) The C.G position should remain during all flight phases with these limits, established for the
aircraft during certification.
ii) These certified limitations are given in the AFM/FM.
2) Operational limitations
The operational limitations, more restrictive than the certified limitations, are determined to include:
i) The uncertainty of the exact centre of gravity position of the cargo hold payloads.
ii) The uncertainty of the passenger distribution.


MANUAL 15 Mar 2017
iii) The uncertainty of passenger and cabin crew movement throughout the cabin. The variability
of the landing gear and flap operation on CG position.
3) Influence of fuel on the centre of gravity
During flight, the consumption of fuel induces a displacement of the aircraft centre of gravity. The C.G
will remain in flight operation limits during fuel burn-off if the zero fuel centre of gravity position is within
the authorised zero fuel zone indicated on the balance chart.
4) Authorised zero fuel zone
The balance chart provides one or several authorised zero fuel zones aimed at assuring that the load
distribution is such that the flight operational limitations are not exceeded during variations in centre of
gravity position during fuel burn-off.
b) Actual load distribution
The centre of gravity calculation must be based on:
1) The most accurate information of all different elements of the load.
2) The verification of the actual load distribution in the cargo hold is as indicated in the loading
instruction report.
3) The most accurate passenger distribution in the various cabin areas:
i) Uniform distribution (proportional to the number of seats of the class in each centre of gravity
zone).
ii) Manual or computerised seat assignment.
iii) Distribution imposed for balance reasons.
8.1.8.4.3. Calculation method – VAR APP 1 TO 12.113 (g)
a) Only use system approved (electric data) by Vietnam Airlines or valid Load sheet (manual) published
by Vietnam Airlines.
b) Weight and balance system is built up by computer; the output data must be defined, Company shall
test the system input data and the precise operation of the system by the continuous periodic
inspection data output of not more than 6 months.
c) The balance sheet should be filled out at least in two copies:
i) 1st page (black on white): To be retained by the PIC.
ii) 2nd page (black on white): To be kept by the Company Representative or the Ground Handling
Agent, and archived in the flight file at the station.
8.1.8.4.4. Goal
The take-off (MACTOW), landing (MACLAW) and zero fuel (MACZFW) centre of gravity must absolutely fall
within the range defined by the operational limitations indicated on the balance sheet
8.1.8.4.5. Means of obtaining a correct centre of gravity
The balance goal described in the above paragraph should be achieved by applying, in decreasing order of
priority defined for each aircraft type, the following method:

MANUAL 15 Mar 2017
a) Adequate redistribution of load in the cargo hold.

b) Modification of the load unit distribution in the cargo hold, while conserving the programmed cargo hold
version, that is to say the number of pallets and containers.
c) Change of class for passenger check-in while maintaining the quality of service required for high
contribution passenger.
d) Modification of the passenger distribution in the cabin by:
i) Blocking certain seat rows with the agreement of the PIC.
ii) Upgrading certain paying passengers.
e) Grounding or unloading of payload in reverse of loading priority order.
Remark: Method (c) and (d) are only for the current leg. The following station should maintain the centre of
gravity within the authorised limits by applying (a) and (b). Only method (a) and (b) can be used to move
back the C.G to save fuel in flight.
8.1.8.4.6. General instruction for load and trim sheet verifications
a) Last minute change (LMC) means any change concerning passengers, crew or cargo occurring after
the issuance of the load sheet.
b) LMC to aircraft loading and its effect will be provided to the PIC and the persons responsible for
computation of the aircraft loading and C.G – VAR 17.027(a)(c).
c) In the case of LMC (for the changes in traffic load only), the following checks must be performed:
1) The LMC positive total weight is lower than the under load before LMC.
2) The total weight of LMC must be lower than LMC tolerance (specified in paragraph 3) here under).
3) The center of gravity must stay within the operational limits. It means that LMC influence on
aircraft balance must always be assessed.
Note: It may be possible to include the LMC tolerance into the centre of gravity operational
margins. Consequently, in such a case, if the total weight of the LMC is lower than the LMC
tolerance, its impact on the aircraft balance is already covered.
4) For LMC consisting of cargo (baggage or freight), it must be checked that compartment and
positions maximum load are not exceeded.
i) This LMC must immediately be communicated as soon as noticed by traffic agent and all
changed factors must be recomputed if take-off weight variation exceeds the following values
per aircraft type – VAR 17.027(b):


MANUAL 15 Mar 2017
Table 8.1.22: Take-off weight variation exceed

Aircraft Weight
B787  1500 Kg
B777  1500 Kg
A350  1500 Kg
A330  1000 Kg
A321  500 Kg
ATR72  300 Kg
ii) Depending on the importance of the variation, the flight crew may take corrective action as
required: Modification piloting data, fuel complement and/or issuing of new operational flight
plan. In the event the issuing of a new operational flight plan is decided after the issuing of the
loadsheet, a new loadsheet has then to be issued.

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8.1.9 ATC FLIGHT PLAN

8.1.9.1 Use of Air Traffic Services – VAR 10.210(a); VAR 10.213; VAR 10.390 (a); VAR 10.463(a1)(a2)
a) All commercial flights are conducted under an IFR Flight Plan and in accordance with an IFR clearance.
If authorized to conduct certain portion of a commercial flight under Visual Flight Rules, an IFR
Clearance must be obtained in departures and/ or cancelled on arrivals.
b) For safety reasons, the ATS must be informed of the expected operation before each flight, and an ATC
flight plan must be filed for each flight (IFR and VFR), and special procedures or manoeuvrability
limitations must be indicated.
8.1.9.2 Filling and filing ATC flight plan – VAR 10.210 (b)(c)(d); VAR 10.217(b); VAR 393
a) The procedure to fill an ATC flight plan has defined in Jeppesen Airway Manual: "AIR TRAFFIC
CONTROL" chapter. Prior to operating one of the following, a pilot shall file a VFR or IFR flight plan, as
applicable, for:
1) Any flight (or portion thereof) to be provided with air traffic control service;
2) Any IFR flight within advisory airspace;
3) Any flight within or into designated areas, or along designated routes, when so required by the
appropriate ATC authority to facilitate the provision of flight information, alerting and search and
rescue services;
4) Any flight within or into designated areas, or along designated routes, when so required by the
appropriate ATC authority to facilitate co-ordination with appropriate military units or with ATC
facilities in adjacent states in order to avoid the possible need for interception for the purpose of
identification; and
5) Any flight across international borders
b) The PIC shall submit a flight plan before departure or during flight, to the appropriate ATC facility,
unless arrangements have been made for submission of repetitive flight plans.
c) Unless otherwise prescribed by the appropriate ATC authority, a pilot must submit a flight plan to the
appropriate ATC facility:
1) At least 60 minutes before departure; or
2) If submitted during flight, at a time which will ensure its receipt by the appropriate ATC facility at
least 10 minutes before the aircraft is estimated to reach:
i) The intended point of entry into a control area or advisory area; or
ii) The point of crossing an airway or advisory route.
d) When a flight is subject to flow control measures, a time slot should be requested early enough as
defined in Jeppesen Airway Manual "AIR TRAFFIC CONTROL" chapter "State rules and procedures" -
"air traffic flow management".
e) The dispatcher on duty or the flight crew has the responsibility to file the ATC flight plan and request a
slot departure when needed.

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f) All pre-planned reclearance rationale shall be submitted to the ATC unit for approval.
g) A copy of the accepted ATC flight plan with, any modifications to the filed flight plan, must be given to
the PIC and be carried aboard. Another copy must be kept at the Flight Dispatch office or office of the
ground handling agent, as the case may be.
8.1.9.3 Pilot and ATC agreement
a) A clearance issued by ATC and accepted by a pilot constitutes an agreement between ATC and the
PIC as to the planned execution of the flight. This agreement is the current flight plan, whether or not it
is the same as the originally filed flight plan. - VAR 10.393(b)
b) If at any point after take-off the PIC wishes to change the flight plan, he must request the change as
soon as practicable to the appropriate ATC facility and obtain the concurrence of ATC in the form of an
amended clearance. - VAR 10.210(d2); VAR 10.220(a)
c) Where information submitted prior to departure regarding fuel endurance or total number of persons
carried on board is incorrect at time of departure, this significant change shall be reported by the PIC. -
VAR 10.220(c)
d) Likewise, ATC may initiate an amended clearance for traffic requirement and if concurrence between
the PIC and an ATC controller is not possible, the flight is continued under the emergency authority of
the PIC. - VAR 10.395(b)
e) Any request for an amended clearance should be made considering traffic and the planning and
coordination requirements of ATC.
f) A pilot must not accept a clearance with which he cannot safely comply or which exceeds the
capabilities of the aircraft. The PIC is the final authority as to the operation of the aircraft.
g) An ATC clearance is not an authorisation for a pilot to deviate from any regulation or to conduct an
unsafe operation. If, due to severe weather, an immediate deviation is required, the pilot's emergency
authority will be exercised.
h) A pilot should question for acceptance any clearance or any part of a clearance that he does not
understand to ensure understanding.
i) A clearance must be read back to ATC and for a confirmation between both pilot crew members in the
case of clearances received: - VAR APP 1 TO 12.153 (d)(4)(A)(22)
1) In areas of high terrain;
2) That include heading, flight level, frequency, route/waypoint changes;
3) That include instructions for any operation on or near a runway
8.1.9.4 ATC clearance – VAR APP 1 TO 12.153 (d)(4)(A)(22)
Each PIC shall obtain an ATC clearance prior to operating a controlled flight, or a portion of a flight as a
controlled flight. Each PIC shall request an ATC clearance through the submission of a flight plan to an ATS
facility. Whenever an aircraft has requested a clearance involving priority, each PIC shall submit a report
explaining the necessity for such priority, if requested by the appropriate ATS facility. PIC shall operate an
aircraft on a controlled aerodrome may taxi on the manoeuvring area or any runway with clearance from the
aerodrome control tower. - VAR 10.393

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Each pilot of a VFR flight shall obtain and comply with ATC clearances and maintain an air-ground
communications watch before and during operations: within Class B, C and D airspace; as part of
aerodrome traffic at controlled aerodromes; under Special VFR; crossing international borders; and on other
routes as required by ATS or the national authority. - VAR 10.445
a) Clearance limits
1) An ATC clearance issued before take-off normally includes the destination airport as the clearance
limit. A flight may be cleared to a point short of the destination if ATC has no assurance that
coordination with a subsequent area control centre will be accomplished before that flight enters its
FIR.
2) A flight must not continue beyond its clearance limit without further clearance. It is the controller's
responsibility to furnish further clearance before a flight reaches the clearance limit. This clearance
may change the clearance limit to a point beyond or it may include holding instruction at the
clearance limit. In the latter case the controller should provide the pilot with an expected further
clearance time.
b) Departure procedure
1) The departure procedure includes the routing and any altitude restrictions during after take-off to
the en-route phase.
2) At some airports, Standard Instrument Departures (SID) have been established which identify
each departure procedure with a name and a number. At airports where they are used, these SIDs
are charted and used routinely to simplify and shorten clearance delivery. For an airport's SID, see
Jeppesen charts. A pilot is to accept a SID as part of the ATC clearance only if the SID number in
the clearance corresponds with his charted information.
c) Route of flight
1) If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a clearance is
issued en-route, the clearance must include a description of the route using airway designations,
radio fixes, or latitude and longitude.
2) When ATC includes the Mach number as part of the clearance, that Mach number must be
maintained as closely as possible (MNPS airspace), any change in Mach number must be
approved by ATC. Additionally, ETA amendments and/or TAS changes, must be reported to ATC.
d) Altitude
1) A cleared altitude means an assigned altitude or flight level including any restrictions. A new
clearance is required to leave that altitude or flight level.
2) At airports without an approved instrument approach procedure, the destination clearance
authorises the pilot to proceed to the destination airport, descend, and land. The clearance does
not permit the pilot to descent below the MEA or MOCA unless the descent and landing are made
in accordance with reference to Visual Flight Rules.
3) In some parts of the world, altitude clearances are based on separation from known air traffic and
may not provide separation from terrain and obstructions. The PIC is responsible for ensuring that
any clearance issued by ATC provides terrain and obstruction separation. Upon receiving a

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clearance containing altitude information, the PIC must verify that the clearance does not violate
any altitude restriction for the route to be flown.
e) Holding instructions
If a flight is cleared to hold, ATC holding instructions must be complied with. These instructions may be
issued by the controller or they may be required on the charts.
f) Arrival route
1) Clearance for an arrival route is not issued until a flight is approaching the terminal area. This is a
detailed clearance that fully describes the routing to a point from which the flight will be
manoeuvred for the approach to the airport.
2) At some airports, Standard Terminal Arrival Routes have been established. They identify each
airport arrival route with a name and a number. STARs are charted and used routinely to simplify
and shorten clearance delivery. For airport's STAR, see Jeppesen chart manual. A pilot is to
accept a STAR as part of the ATC clearance only if the STAR number in the clearance
corresponds with his charted information.
g) Communications
The frequency of departure control or the next en-route facility may be included in the clearance.
h) Approach clearance
An approach clearance is authorisation to conduct an approach and missed approach. If the type of
approach is not specified, the pilot may execute any type of instrument approach approved for the runway to
be used. In this case, the pilot must announce his intended choice of approach procedure. An approach
clearance does not include clearance to land.
8.1.9.5 ATC clearance: intended changes
Requests for flight plan changes shall include the following information:
a) Change of cruising level. Aircraft identification, requested new cruising level and cruising speed at this
level, and revised time estimates, when applicable, at subsequent flight information region boundaries.
b) Change of route:
1) Destination unchanged. Aircraft identification, flight rules; description of new route of flight including
related flight plan data beginning with the position from which requested change of route is to
commence; revised time estimates, and any other pertinent information.
2) Destination change. Aircraft identification; flight rules; description of revised route of flight to
revised destination aerodrome including related flight plan data, beginning with the position from
which requested change of route is to commence; revised time estimates; alternate aerodrome(s);
any other pertinent information.
8.1.9.6 Adherence To ATC Clearances
a) When an ATC clearance has been obtained, no PIC may deviate from the clearance or, if applicable,
the current flight plan, except in an emergency, unless he or she obtains an amended clearance
Remarks:

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(1) A flight plan may cover only part of a flight, as necessary, to describe that portion of the flight or
those manoeuvres which are subject to air traffic control. A clearance may cover only part of a
current flight plan, as indicated in a clearance limit or by reference to specific manoeuvres such as
taxiing, landing or taking off.
(2) This paragraph does not prohibit a pilot from cancelling an IFR clearance when operating in VMC
conditions or cancelling a controlled flight clearance when operating in airspace that does not
required controlled flight.
b) When operating in airspace requiring controlled flight, no PIC may operate contrary to ATC instructions,
except in an emergency.
c) Each PIC who deviates from an ATC clearance or instructions in an emergency, shall:
1) Notify ATC of that deviation as soon as circumstances permit; and
2) State that this action has been taken under emergency authority.
8.1.9.7 Clearance recording
A pilot should make a visible record of eauch ATC clearance, and all route changes should be recorded on
the flight plan log adjacent to the waypoint where the clearance for route change was issued.
8.1.9.8 Cancelling an IFR flight plan
The flight plan is normally cancelled by the control tower. After landing on a non controlled airport the PIC
must ensure that the flight plan is cancelled.

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8.1.10 Operational flight plan

8.1.10.1 General requirements - VAR 10.215; VAR 17.073(b).
8.1.10.1.1 Operational Flight Plan preparation
a) An operational flight plan must be prepared by dispatchers before each flight. It is normally obtained
through a computerised process with contents, layout and procedures for use is approved by CAAV –
VAR 12.115(a)(b).
b) The operational flight plan will be calculated with updated performance of the aircraft, ATC cleared
route, the weather forecast on the route and the actual aircraft weights. Aircraft limitations must be
taken into account and indicated.
c) A normal operational flight plan comprises two parts: Flight Release and Flight Plan main part. Each
page of a flight plan shall be identifiable to the user; separately numbered with a unique number and
shall be arranged chronologically in a bound document – VAR 12.115(c)(e)
8.1.10.1.2 Operational Flight Plan contents – VAR 12.115 (a)
The operational flight plan must at least contain the following items:
1) Aircraft registration;
2) Aircraft type and variant;
3) Date of flight;
4) Flight identification;
5) Names of flight crew members;
6) Duty assignment of flight crew members;
7) Place of departure;
8) Time of departure (estimated/actual off-block time, take-off time);
9) Place of arrival (planned and actual);
10) Time of arrival (landing time and estimated/actual on-block time);
11) Type of operation (EDTO, VFR, Ferry flight, etc.);
12) Route and route segments with checkpoints / waypoints, distances, time and tracks;
13) Planned cruising speed and flying times between check-points / waypoints. Estimated and actual
times overhead;
14) Safe altitudes and minimum levels;
15) Planned altitudes and flight levels;
16) Fuel calculations (records of in-flight fuel checks);
17) Fuel on board when starting engines;

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18) Alternate(s) for destination and, where applicable, take-off and en-route, including information
required in items (12), (13), (14), and (15) above;
19) Initial ATC Flight Plan clearance and subsequent re-clearance;
20) In-flight re-planning calculations; and
21) Relevant meteorological information.
22) Total number of persons on board;
23) Emergency and survival equipment; and
24) In addition, contain information, as applicable, on all other items when so prescribed by the
appropriate ATS authority or when otherwise deemed necessary by the person submitting the flight
plan.
25) The operational status of the aircraft with respect to possible degradation of:
i) Aircraft performance due to deferred items;
ii) All weather operational capability;
iii) Required navigation capability;
iv) Required height-keeping capability; or
v) EDTO airworthiness conformance.
26) The crew member status with respect to:
i) Special airports
ii) Special routes and areas, and
iii) Lower than standard takeoff and landing minimums.
27) The departure point, landing point including:
i) Pressure Altitude;
ii) Temperature
iii) Headwind Component
iv) Flap Setting
v) Runway
vi) Runway Condition
Remarks:
(1) Items which are readily available in other documentation or from another acceptable source or are
irrelevant to the type of operation may be omitted from the operational flight plan.
(2) If the route will be over terrain that will require special routing in the event of enroute diversion due
to engine failure or loss of pressurization, these routings will be shown as alternate courses of
action in the same operational flight plan.
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8.1.10.1.3 Operational Flight Plan Amendments and Re-release

a) Amendments due to flight crew requirements, ATC clearance or limitations such as aircraft MEL or
CDL items may require the operational flight plan to be re-issued by the dispatcher.
b) The original flight release must not be amended with regards to changes in the destination or alternate
aerodrome while the aircraft is en-route unless the flight preparation requirements for routing,
aerodrome selection and minimum fuel supply are met at the time of amendment or re-release. A
planned re-release will require a separate operational flight plan – VAR 16.053(b).
c) Each person who amends a flight release while the flight is en route shall record that amendment – VAR
16.053(a).
d) PIC shall only commence a flight, if prior to departure it is anticipated that depending on fuel
endurance decision may be taken request clearance to proceed to a revised destination aerodrome,
unless the flight plan submitted to the appropriate ATC unit contains information concerning the
revised route (where known) and the revised destination - VAR 16.217(a).
e) No person may plan to change destinations in flight unless there is adequate fuel on board to
comply the required fuel requirements from the point of re-planning and ATC has been notified of
the planned change and, in the case of IFR flight, an ATC clearance to the revised destination has
been received -VAR 16.217(b)
8.1.10.1.4 Operational Flight Plan checking and signing
a) The operational flight plan must be checked and determined to be complete and accurate by the flight
crew and approved by the PIC before departure – VAR 16.030(a).
b) The operational flight plan must be signed before release by – VAR 16.030(c):
1) Dispatcher preparing computerized flight plan
2) A designated agent (person assigned by VNA to receive CFP from Dispatcher and hand-over to the
PIC)
When and where the operational flight plan is handed to the PIC directly by the dispatcher
preparing CFP, agent’s signature is not required.
3) The PIC
8.1.10.1.5 Operational Flight Plan filing
a) At least a carbonless copy of operation flight plan shall be provided to flight crew before flight.
b) A copy (soft or hard) shall be filed at dispatcher office – VAR 16.030(c), 12.115 (d).
c) A copy, signed by the PIC, FOD and/or designated agent, shall be filed at departure airport office or
with designated agent at departure point – VAR 10.283(b)
d) A copy of approved ATC flight plan (with amendments) which is to be used for the flight shall be
provided to ATC unit before the flight.
8.1.10.2 Description of a computerised flight plan
Example: Computerised flight plan for an B777 from Ho Chi Minh city to Sydney

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8.1.10.2.1 First part of the flight plan – Fight Release

a) Flight Release Sample
1 VIETNAM AIRLINES FLIGHT RELEASE HVN773
- - - - - - - - - - - - - - - - - - - - - - - - - - - - -
2 PLEASE USE CFP NUMBER 5789 VVTS TO YSSY IFR COMPUTED 1131Z
03/12/12
3 GENERAL INFO
3.1 FLT NBR A/C REG DATE DEP/ARR STD / STA ETD DEST ALTN
HVN773 VN-A381 03DEC SGN/SYD 1345/2235Z 1345Z MEL/BNE
TRIP TIME 8.01 EDTO FLIGHT NO/120MIN
EDTO ENRT ALTN -
3.2 VVTS SUITABLE 1542/1510
3.3 WBSB SUITABLE 1509/1637
WAAA SUITABLE 1636/1805
YPDN SUITABLE 1805/1930
YBAS SUITABLE 1930/2048
YBRK SUITABLE 2047/2121
YSSY SUITABLE 2120/2120
4 WEIGH AND FUEL-ALL IN KGS

4.1 TOTAL PAX 121 EST PLD 30500 EZFW 155884
4.2 TRIP FUEL 44286 BLOCK FUEL 56536 FINAL FUEL ORDER. . . .
4.3 REASON - ZFW CHG/ALTN CHG/MEL CDL/ATC: DEP-ENR-DES/LOW FL/
WX: ENR-DES/OTHS. . . . . . . . . . . . . . . . . . . .
5 DOCUMENT
5.1 -COMPUTERIZED FLIGHT PLAN ... COPIES . . . . . . . . .
5.2 -ATC FLIGHT PLAN OF HVN773 YES / NO . . . . . . . . .
5.3 -NOTAM YES / NO . . . . . . . . .
5.4 -WX YES / NO . . . . . . . . .
-. . . . . . . . . . . . . . . . .
5.5 EFB
+ COMPANY IPAD S/N: VNA . . . and VNA . . . .
+ PERSONAL IPAD . . . . . . . . . . . . . . .
6 CREW INFORMATION
6.1 -ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . .
6.2 -RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . .
7 REMARKS
7.1 -DGR/SPECIAL: YES/NO . . . . . . . . . . . . . . . . . . . .
8 TIME ACCEPT (HH:MM): . . . . . . . . . . . . . .
9 I HEREBY RELEASE THIS FLIGHT IN FULL COMPLIANCE WITH CIVIL

AVIATION LAW AND/OR COMPANY OPERATION MANUAL
- DISPATCHER: NGUYEN VAN C

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10 I HEREBY CONFIRM THAT I HAVE PROVIDED TO FLIGHT CREW ALL PRE-

FLIGHT DOCUMENTATION RECEIVED FROM VIETNAM AIRLINES
- AGENT/VNA REPRESENTATIVE: . . . . . . .SIGN:. . . . . . . . . .
11 I HEREBY ACCEPT THIS FLIGHT RELEASE WITH FULL ACKNOWLEDGEMENT.

- PILOT IN COMMAND: NGUYEN VAN A SIGN: . . . . . . . . . .
12 POST FLIGHT: EDTO SUCCESSFUL - YES/NO

*IF NO, WRITE DOWN REASON ON BACK SIDE OF THIS PAGE
13 END OF FLIGHT RELEASE VN1234/VERSION OCC-CFP-001

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b) Decode of Flight Release:

1 VIETNAM AIRLINES FLIGHT RELEASE: Header of Flight Release
HVN773
2 PLEASE USE CFP NUMBER 5789 Computerized Flight plan
with reference No.
VVTS Departure airport (ICAO).
YSSY Arrival airport (ICAO).
IFR Instrument Flight Rules.
COMPUTED 1131Z 03/12/12 Time flight plan was
computed.
3 GENERAL INFO
3.1 FLT NBR HVN773 Flight Number
A/C REG VN-A381 Aircraft registration
DATE 03DEC Date of flight
DEP / ARR SGN / SYD Departure and Arrival
STD / STA 1345/2235Z Airport
ETD 1345Z Scheduled Time of Departure
DEST ALTN MEL/BNE / Scheduled Time of Arrival
(UTC)
Estimate Time of Departure
(UTC)
Destination Alternate
Airport
3.2 TRIP TIME: 8.01 Trip time
EDTO FLIGHT NO/120MIN Non EDTO or EDTO
3.3 EDTO ENRT ALTN - EDTO En-route Alternate
VVTS SUITABLE 1542/1510 Airports
WBSB SUITABLE 1509/1637
4 WEIGH AND FUEL-ALL IN KGS
4.1 TOTAL PAX: 121 Estimate Passenger Number
EST PLD: 30500 Estimate Payload
EZFW 155884 Estimate Zero Fuel Weight
4.2 TRIP FUEL 44286 Trip Fuel Calculated
BLOCK FUEL 56536 Block Fuel Calculated
FINAL FUEL ORDER. . . Total fuel ordered including
fuel ordered by PIC
4.3 REASON Circle to reason when FINAL
FUEL ORDER higher then BLOCK
– ZFW CHG FUEL
– ALTN CHG Zero Fuel Weight Change
– MEL CDL Alternate Change
– ATC: DEP Minimum Equipment List CDL
– ATC: ENR Air Traffic Control at
– ATC: DES Departure
– LOW FL Air Traffic Control Enroute
– WX: ENR Air Traffic Control at
– WX: DES Destination
– OTHS . . . . . . Low Flight Level
Enroute Weather
Destination Weather
Other reasons
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5 DOCUMENT Document related to Flight

Release
5.1 -COMPUTERIZED FLIGHT PLAN Number of copy
....COPIES . . . . . . . . ./
5.2 -ATC FLIGHT PLAN OF HVN Circle to YES or NO
YES / NO . . . . . . . . ./
5.3 -NOTAM Circle to YES or NO
YES / NO . . . . . . . . ./
5.4 -WX Circle to YES or NO
YES / NO . . . . . . . . ./
5.5 EFB
+ COMPANY IPAD S/N:VNA… and VNA… Write down Company ipad
+ PERSONAL IPAD ………………………………… serial number
Write down the number of
personal ipad carried by
flight crew
6 CREW INFORMATION
6.1 -ACTIVE CREW: Crew’s name
PF . . . . . . . . . . Pilot flying
PNF . . . . . . . . . . . Pilot not flying
6.2 -RELIEF CREW:
CAPT . . . . . . . . . . .
F/O . . . . . . . . . . .
7 REMARKS
7.1 -DGR/SPECIAL: Dangerous Goods Information
YES/NO . . . . . . . . . . . .
8 TIME ACCEPT (HH:MM): . . . . . Time of signing flight

release
9 - DISPATCHER: NGUYEN VAN C Name of Dispatcher preparing
CFP
10 - VNA REPRESENTATIVE/AGENT: . . Name and signature of person
SIGN:. . . . . . . . . . . assigned by VNA to receive
CFP from Dispatcher
preparing CFP and hand-over
to the PIC.
11 - PILOT IN COMMAND: NGUYEN VAN A PIC, name and signature
SIGN:. . . . . . . . . . .
12 POST FLIGHT: EDTO SUCCESSFUL - Circle to YES or NO if EDTO

YES/NO flight
13 END OF FLIGHT RELEASE VN1234/ Footer of Flight Release

VERSION OCC-CFP-001 Version of CFP

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8.1.10.2.2 Main part of the flight plan

a) Sample Computer Flight Plan
1 VIETNAM AIRLINES C.F.P NUMBER 5789 FOR FLIGHT HVN773 – NON EDTO
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
2 PLAN 5789 VVTS TO YSSY HU3P 40/FIFR 03/12/12
3 NONSTOP COMPUTED 1131Z FOR ETD 1345Z PROGS 0300ADF VNA381A KGS
4 ATTN CAPT NGUYEN VAN C

5 FLT HVN773 VVTS/SGN 2045L/1345Z/. . . . BLOFF . . . . STD / STA
6 YSSY/SYD 0846L/2146Z/. . . . BLON . . . . 1345/2235Z
7 GCD 3694 G/D 3782 A/D 3680 W/C P012 TEMP M47 TDV/P11 MAXS 5/NANDY
8 E.FUEL
C.FUEL E.TIME
9 TRIP 44286
. . . . 8.01
10 CONT 3PCT 1329
. . . . 0.18 FUEL BURN ADJUSTMENT FOR
11 1ST ALT/YMML 6422
. . . . 1.13
12 FINAL RES 2600
. . . . 0.30 1000 KGS INCR/DECR
13 EXTRA 1600
. . . . 0.21 IN TOW +/- 187 KGS
14 TAKE OFF 56237
. . . . 10.23
15 TAXI 300
. . . . FUEL
16 BLOCK 56537
. . . . 10.23 REQT . . . . /ACTUAL . . .
REMAIN . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
17 E.WT CORR. OP.LIMIT STRUC. REASONS FOR OP.LIMIT
18 DOW 125384 ... ..
19 EPLD 030500 ... ..
20 EZFW 155884 ... .. MZFW ... .. 170000 / . . . . . . . . .
21 ETOW 212121 ... .. MTOW ... .. 233000 / . . . . . . . . .
22 ELAW 167835 ... .. MLAW ... .. 182000 / . . . . . . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
23 FUEL CONSUMPTION - 0.0 PCT/HR/ENG
24 COMPANY ROUTE R012516 FL390

25 VVTS LANH1C ELSAS M768DN J251 TN T74 VINAX G326 TAVEV
R340 WLG UH201 SCO H12 BOREE BOREE4 YSSY
26 HVN773 FROM VVTS TO YSSY

27 SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . . . .
28 FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . . . . . .
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
29 CAPT NGUYEN VAN C F/O NGUYEN VAN B DISP NGUYEN VAN A
30A T/O ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL
ALTN - 1 VDPP/PNH 073 292 138 135 140 P015 00.28 3812
30B DEST ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL
ALTN - 1 YMML/MEL 087 234 409 4932 300 M064 01.13 6422
ROUTE -N0404F300 DCT SY H65 RAZZI Q29 ML DCT
31 LRC FL330 046473 08/04

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32 LRC FL310 047587 08/14

33 LRC FL350 045519 07/58
34
35 DIST W/C CFR FOB XFR ETP / ALT
36 ETP1 VVTS/WBSB 0310/0294 P012/M013 0 048956 00000 00.47/00.42
N07450E110528
ETP2 WBSB/WAAA 0347/0347 P001/M002 0 040763 00000 02.09/00.48
N00426E118540
ETP3 WAAA/YPDN 0426/0402 P010/M018 0 033198 00000 03.31/00.58
S07294E126150
ETP4 YPDN/YBAS 0383/0372 P020/P010 0 024404 00000 05.10/00.51
S17378E134426
ETP5 YBAS/YBTL 0379/0407 M017/P015 0 019549 00000 06.08/00.55
S22594E140426
ETP6 YBTL/YBRK 0369/0374 P016/P022 0 017532 00000 06.33/00.50
S24474E143504
ETP7 YBRK/YSSY 0373/0373 P016/P016 0 014687 00000 07.08/00.50
S28486E147042
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
37 VVTS ELEV 00033FT N10492E106397 TANSONNHAT REMAINING
38 AWY FIX OAT FL TAS GS MCSE ZDIST ZTIME ETA ECBO TIME EFOB
39 FREQ MSA WIND ITCS RDIST CTIME ATA ACBO AFOB
40 LAT - LONG POSN FULL NAME
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
41 LANH1 D210J P18 05 276 286 190 0012 00/03 .... 001.1 07/58 055.2
016 051/013 190 3770 00/03 .... ..... .....
N10403E106337 TSN210010
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
LANH1 D150J P13 09 294 280 090 0010 00/02 .... 001.5 07/56 054.7
016 075/014 090 3760 00/05 .... ..... .....
N10403E106438 TSN150010
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
LANH1 D128M P10 10 359 345 087 0006 00/01 .... 001.8 07/55 054.4
016 081/014 087 3754 00/06 .... ..... .....
N10406E106495 TSN128013
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
LANH1 LANHI M01 17 396 385 128 0027 00/04 .... 002.7 07/51 053.6
042 087/015 128 3727 00/10 .... ..... .....
N10239E107111 LANHI
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
LANH1 ELSAS M11 22 429 414 126 0027 00/05 .... 003.4 07/46 052.8
042 094/018 126 3700 00/15 .... ..... .....
N10082E107329 ELSAS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 DAGAG M29 30 499 493 128 0066 00/10 .... 005.0 07/36 051.2
042 066/012 127 3634 00/25 .... ..... .....
N09278E108265 DAGAG
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 TOC M37 33 476 467 125 0025 00/02 .... 005.3 07/34 050.9
017 069/015 125 3609 00/27 .... ..... .....
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N09132E108474 TOC
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 MOXON M37 33 476 467 125 0041 00/06 .... 005.8 07/28 050.4
017 069/015 125 3568 00/33 .... ..... .....
N08495E109213 MOXON
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 FIR M37 33 476 469 126 0057 00/07 .... 006.6 07/21 049.7
010 060/017 125 3511 00/40 .... ..... .....
N08161E110086
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 AKMON M37 33 476 469 126 0006 00/01 .... 006.6 07/20 049.6
010 060/017 125 3505 00/41 .... ..... .....
N08129E110131 AKMON
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 ETP1 M37 33 476 467 125 0049 00/06 .... 007.3 07/14 049.0
010 065/018 125 3456 00/47 .... ..... .....
N07450E110528
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 LAGOT M37 33 476 467 125 0048 00/06 .... 007.9 07/08 048.3
010 065/018 125 3408 00/53 .... ..... .....
N07165E111327 LAGOT
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 TODAM M37 33 476 464 126 0077 00/10 .... 008.9 06/58 047.3
010 087/015 126 3331 01/03 .... ..... .....
N06316E112356 TODAM
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 ASISU M36 33 477 465 126 0055 00/07 .... 009.6 06/51 046.6
010 107/013 126 3276 01/10 .... ..... .....
N05591E113208 ASISU
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 DOGOG M41 35 475 466 126 0058 00/07 .... 010.5 06/44 045.8
016 148/010 126 3218 01/17 .... ..... .....
N05253E114077 DOGOG
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 BRU M41 35 474 468 126 0056 00/08 .... 011.2 06/36 045.1
112.0 101 172/009 126 3162 01/25 .... ..... .....
N04525E114529 BRUNEI
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 TBDRY M41 35 474 468 130 0050 00/06 .... 011.8 06/30 044.5
101 181/009 131 3112 01/31 .... ..... .....
N04194E115306 BRU131050
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 FIR M44 36 483 477 130 0014 00/02 .... 012.0 06/28 044.2
095 186/008 131 3098 01/33 .... ..... .....
N04099E115416
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 MAMOK M44 36 483 477 130 0008 00/01 .... 012.1 06/27 044.1
095 186/008 131 3090 01/34 .... ..... .....
N04051E115472 MAMOK
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 ETP2 M47 37 475 471 137 0276 00/35 .... 015.5 05/52 040.8
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106 072/009 137 2814 02/09 .... ..... .....

N00426E118540
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 LADOP M47 37 475 471 137 0054 00/07 .... 016.1 05/45 040.1
106 072/009 137 2760 02/16 .... ..... .....
N00017E119307 LADOP
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 PORAK M47 37 474 481 137 0403 00/50 .... 020.8 04/55 035.4
137 015/014 138 2357 03/06 .... ..... .....
S04586E124004 PORAK
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 ETP3 M47 37 472 489 137 0202 00/25 .... 023.0 04/30 033.2
101 336/018 138 2155 03/31 .... ..... .....
S07294E126150
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 ELBIS M47 37 472 489 137 0129 00/16 .... 024.5 04/14 031.8
101 336/018 138 2026 03/47 .... ..... .....
S09053E127437 ELBIS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 SHEPP M53 39 469 479 135 0124 00/15 .... 025.9 03/59 030.3
010 318/010 137 1902 04/02 .... ..... .....
S10360E129093 SHEPP
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 NATAL M53 39 469 473 134 0070 00/09 .... 026.7 03/50 029.5
010 273/006 137 1832 04/11 .... ..... .....
S11271E129582 NATAL
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
M768 DN M53 39 469 472 134 0080 00/10 .... 027.6 03/40 028.6
112.6 018 259/005 136 1752 04/21 .... ..... .....
S12254E130544 DARWIN
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
J251 MAVER M53 39 469 472 143 0055 00/07 .... 028.2 03/33 028.0
024 268/005 146 1697 04/28 .... ..... .....
S13110E131261 MAVER
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
J251 NOVEM M52 39 470 472 143 0025 00/03 .... 028.5 03/30 027.7
024 259/005 146 1672 04/31 .... ..... .....
S13318E131405 NOVEM
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
J251 TN M52 39 470 470 142 0072 00/10 .... 029.3 03/20 026.9
112.3 030 236/006 146 1600 04/41 .... ..... .....
S14312E132223 TINDAL (KATHERINE)
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
T74 MILIV M53 39 468 462 140 0150 00/19 .... 031.0 03/01 025.3
028 191/009 144 1450 05/00 .... ..... .....
S16331E133541 MILIV
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
T74 ETP4 M53 39 468 475 139 0081 00/10 .... 031.8 02/51 024.4
026 252/023 143 1369 05/10 .... ..... .....
S17378E134426
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
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T74 DOTAPM53 39 468 475 139 0188 00/24 .... 033.8 02/27 022.4
026 252/023 143 1181 05/34 .... ..... .....
S20093E136434 DOTAP
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
T74 VINAX M53 39 467 486 138 0108 00/13 .... 035.0 02/14 021.3
025 262/042 143 1073 05/47 .... ..... .....
S21353E137535 VINAX
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
G326 ETP5 M54 39 465 507 113 0178 00/21 .... 036.7 01/53 019.5
027 261/055 117 0895 06/08 .... ..... .....
S22594E140426
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
G326 TAVEV M54 39 465 507 113 0168 00/20 .... 038.3 01/33 017.9
027 261/055 117 0727 06/28 .... ..... .....
S24156E143266 TAVEV
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 ETP6 M54 39 464 497 138 0039 00/05 .... 038.7 01/28 017.5
030 269/065 145 0688 06/33 .... ..... .....
S24474E143504
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 VILOL M54 39 464 497 138 0086 00/10 .... 039.5 01/18 016.7
030 269/065 145 0602 06/43 .... ..... .....
S25579E144458 VILOL
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 AKLET M54 39 463 507 136 0088 00/11 .... 040.4 01/07 015.8
030 272/078 144 0514 06/54 .... ..... .....
S27092E145429 AKLET
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 ETP7 M54 39 463 513 135 0124 00/15 .... 041.5 00/52 014.7
026 273/088 144 0390 07/09 .... ..... .....
S28486E147042
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 ONIVI M54 39 463 513 135 0012 00/01 .... 041.7 00/51 014.6
026 273/088 144 0378 07/10 .... ..... .....
S28591E147138 ONIVI
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
R340 WLG M54 39 462 517 134 0078 00/09 .... 042.4 00/42 013.9
117.6 025 273/094 143 0300 07/19 .... ..... .....
S30017E148077 WALGETT
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
UH201 NANDY M53 39 462 534 121 0069 00/08 .... 043.0 00/34 013.2
041 274/094 131 0231 07/27 .... ..... .....
S30472E149077 NANDY
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
UH201 TOD M52 39 463 534 120 0071 00/08 .... 043.6 00/26 012.6
072 276/090 131 0160 07/35 .... ..... .....
S31336E150102 TOD
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
UH201 SCO M33 28 439 500 120 0044 00/04 .... 043.8 00/22 012.4
209.0 072 277/077 131 0116 07/39 .... ..... .....
S32021E150499 SCONE
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- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
H12 CORKY M17 21 390 403 161 0028 00/04 .... 043.9 00/18 012.4
056 278/060 172 0088 07/43 .... ..... .....
S32299E150547 CORKY
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
H12 BULGA M08 15 353 363 160 0018 00/03 .... 043.9 00/15 012.3
056 277/050 171 0070 07/46 .... ..... .....
S32473E150578 BULGA
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
H12 BOREE P05 08 288 293 160 0027 00/04 .... 044.0 00/11 012.2
059 276/039 171 0043 07/50 .... ..... .....
S33142E151026 BOREE
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
BOREE BEROW P10 04 243 241 159 0023 00/05 .... 044.1 00/06 012.2
035 258/026 171 0020 07/55 .... ..... .....
S33368E151070 BEROW
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
BOREE OVILS P10 02 178 175 159 0005 00/01 .... 044.1 00/05 012.1
035 259/027 171 0015 07/56 .... ..... .....
S33421E151080 OVILS
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
BOREE SY P10 00 249 247 159 0015 00/05 .... 044.3 00/00 012.0
112.1 035 260/027 171 0000 08/01 .... ..... .....
S33566E151108 SYDNEY
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
BOREE YSSY P10 00 000 000 207 0000 00/00 .... 044.3 00/00 012.0
.../... 0000 08/01 .... ..... .....
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
YSSY ELEV 00021FT S33568E151106 KINGSFORD SMITH INTL
FIRS WSJC/0040 WBFC/0110 WAAF/0133 YBBB/0347 YMMM/0750
42 ALTERNATE DATA
43 -N0404F300 DCT SY H65 RAZZI Q29 ML DCT
44 CPT LAT LONG MCS DIST
45 SY S33564 E151108 348 0011
WOL S34336 E150474 195 0042
RAZZI S35030 E149576 221 0051
TANTA S35528 E148318 222 0086
RUMIE S36198 E147438 223 0047
NABBA S36426 E147024 223 0040
BULLA S37048 E146210 224 0040
TAREX S37186 E145546 225 0025
LIZZI S37270 E145384 225 0016
ML S37396 E144504 240 0040
YMML S37402 E144504 349 0011
46 (FPL-HVN773-IS
47 -A332/H-SDFGHIJ5RWXY/B1D1L
48 -VVTS1345
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49 -N0476F330 LANHI1C ELSAS/M080F330 M768 ASISU/M080F350 M768

TBDRY/M081F370 M768 MAMOK/N0475F370 M768 ELBIS/N0469F390 M768
SHEPP/M081F390 M768 DN/N0469F390 J251 TN T74 VINAX G326 TAVEV
R340 WLG UH201 SCO H12 BOREE DCT
50 -YSSY0801 YMML
51 -PBN/A1B1D1 NAV/AUSEP DOF/121203 REG/VN-A381
52 EET/WSJC0040 WBFC0110 WAAF0133 YBBB0347 YMMM0750 SEL/LMDE PER/C
RMK/TCAS EQUIPPED)
-E/1050 P/TBN R/UV S/MJ J/LF D/8 396 C ORANGE
A/BLUE
C/NGUYEN VAN A)
53 WINDS/TEMPERATURES ALOFT FORECAST

FD DATA BASED ON 0300ADF
12000 18000 24000 30000 34000 36000 38000 41000
D210J 0814P08 0915M03 0916M15 0810M29 1609M39 1811M45 2114M50 2119M57
D150J 0815P08 0915M03 0916M15 0810M29 1509M39 1811M45 2114M50 2119M57
D128M 0815P08 0915M03 0917M15 0810M29 1509M39 1811M45 2114M50 2118M57
LANHI 0815P08 0915M03 0917M15 0810M29 0709M39 1311M45 2013M50 2218M57
ELSAS 0815P08 0916M03 0918M15 0711M29 0810M39 1411M45 2113M50 2217M57
DAGAG 0815P08 0918M03 1020M15 0712M29 0812M39 1512M45 2212M50 2316M57
MOXON 0917P08 0920M03 0922M15 0715M29 0715M40 1313M45 2011M50 2114M57
AKMON 0918P08 0921M03 0924M15 0718M29 0616M40 1213M44 1810M49 1911M57
LAGOT 0920P08 0824M04 0927M15 0821M29 0616M40 1014M44 1511M49 1610M57
TODAM 0919P07 0825M04 0928M15 0920M29 0913M39 1212M44 1511M49 1710M57
ASISU 0918P07 0825M04 0928M15 0918M28 1111M39 1410M44 1710M49 1810M57
DOGOG 0917P07 0825M04 0928M15 0916M28 1410M39 1609M44 1908M49 1909M57
BRU 0916P07 0925M04 0927M15 0914M28 1610M38 1808M44 2106M49 2008M57
TBDRY 0814P07 0823M04 0925M15 0912M28 1710M38 1908M44 2106M49 1907M57
MAMOK 0713P07 0821M04 0923M15 0812M28 1709M38 1908M44 2006M49 1808M57
LADOP 0508P07 0811M05 0814M15 0510M28 0808M38 0809M44 0710M49 0713M57
PORAK 1804P06 0906M04 3306M15 3407M28 0108M39 0112M44 0216M49 0219M57
ELBIS 1015P07 1212M03 2707M15 3013M29 3115M39 3317M44 3419M50 0022M58
SHEPP 0922P07 1016M04 0611M16 2808M29 2912M39 3011M44 3110M50 0011M58
NATAL 1024P06 1017M04 0614M16 3004M29 2409M39 2508M44 2707M50 2107M58
DN 1024P06 1018M04 0615M17 3303M29 2306M39 2406M44 2605M50 2106M58
MAVER 1023P06 0919M05 0615M16 0103M29 2304M39 2404M44 2704M50 2205M58
NOVEM 1022P06 0819M05 0515M16 0203M29 2204M39 2404M45 2605M50 2206M57
TN 1021P06 0719M05 0414M16 0303M29 2004M39 2205M45 2305M50 2006M57
MILIV 1019P06 0517M05 0212M16 0405M29 1907M40 1908M45 1909M50 1809M57
DOTAP 0813P06 0111M05 3315M16 3018M30 2720M40 2622M45 2523M50 2522M58
VINAX 1911P06 2814M06 2924M17 2932M31 2737M41 2739M46 2741M51 2641M58
TAVEV 2621P06 2629M06 2736M17 2845M32 2751M42 2753M47 2654M51 2654M58
VILOL 2726P05 2735M07 2743M18 2755M33 2764M42 2765M47 2765M52 2764M59
AKLET 2730P05 2741M08 2850M20 2761M34 2776M43 2777M47 2778M52 2774M58
ONIVI 2735P04 2749M08 2859M21 2771M34 2785M44 2786M48 2788M52 2782M58
WLG 2638P02 2755M09 2872M22 2884M35 2793M45 2794M48 2795M52 2785M57
NANDY 2639P02 2757M10 2875M23 2886M36 2797M45 2796M48 2795M51 2885M56
SCO 2740P01 2755M11 2871M23 2881M38 2897M46 2894M48 2892M51 2881M55
CORKY 2840P01 2852M11 2868M24 2878M39 2897M46 2894M48 2890M50 2879M54
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BULGA 2840P00 2852M12 2867M24 2878M40 2896M47 2893M48 2889M50 2879M53

BOREE 2841P00 2853M12 2869M25 2880M40 2895M47 2892M48 2888M49 2878M53
BEROW 2842M01 2854M13 2870M25 2881M40 2893M47 2890M48 2886M49 2878M52
OVILS 2842M01 2854M13 2871M25 2882M40 2892M47 2889M48 2885M49 2877M52
SY 2842M01 2855M13 2972M25 2883M40 2891M47 2888M48 2885M49 2877M52
YSSY 2843M02 2855M13 2972M26 2883M40 2890M47 2887M48 2884M49 2879M50
................
54 INFORMATION FILL-UP BY PILOT
AIRPORT INFO TIME RWY WIND VIS CLOUD TEMP QNH

VVTS
WBSB
WAAA
YPDN
YBAS
YBTL
YBRK
YSSY
YMML
YBBN
VERSION OCC-CFP-001
EU OPS QUALIFICATION
MSA TTK DIST FL TIME ETA FUEL

ALTERNATE - 1 YMML 087 234 0409 300 1.13 2259 006422
ALTERNATE - 2 YBBN 076 014 0422 300 1.09 2255 006103
-N0404F300 DCT SY H65 RAZZI Q29 ML DCT
CPT LAT LONG MSA TTK DIST

55 SY S33566 E151108 ... 040 0011
WOL S34335 E150475 054 208 0042
RAZZI S35033 E149576 077 234 0051
TANTA S35528 E148319 077 234 0086
RUMIE S36198 E147437 087 235 0047
NABBA S36423 E147025 079 236 0040
BULLA S37047 E146208 079 236 0040
TAREX S37184 E145549 073 236 0025
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LIZZI S37270 E145383 074 237 0016

ML S37396 E144505 074 251 0040
YMML S37404 E144506 ... 175 0011
-N0410F300 KAMBA4 WMD H133 GAMBL H66 BLAKA DCT
CPT LAT LONG MSA TTK DIST

KAMBA S33297 E151260 035 011 0036
WMD S32453 E151319 076 006 0045
CRAVN S32076 E151460 076 018 0039
SORTI S31493 E151528 076 017 0019
PLO S30296 E152216 076 017 0083
VEGAH S29246 E152494 076 021 0069
GAMBL S28525 E153029 074 020 0034
BLAKA S28120 E153133 053 013 0041
MOOVI S27548 E153177 053 013 0018
BERTI S27469 E153112 033 324 0010
GLENN S27345 E153012 033 324 0015
YBBN S27231 E153071 033 025 0013
56 END OF JEPPESEN DATAPLAN

b) Decode of Flight Release
1 VIETNAM AIRLINES C.F.P Header
NUMBER 5789 FOR FLIGHT
HVN773 – NON EDTO
2 PLAN 5789 Flight plan with reference
number.
VVTS Departure airport (ICAO).
YSSY Arrival airport (ICAO).
HU3P Data plan aircraft type.
40/F Primary cruise mode/fuel
conservation.
IFR Instrument Flight Rules.
03/12/12 Day/month/year flight plan
computed
3 NONSTOP Non-stop flight plan.

COMPUTED 1131Z Time flight plan was computed.
FOR ETD 1345Z Estimated Time of Departure.
PROGS Bracknell winds prognostics.
0300ADF Time collection weather data
from National Weather Services
using Aviation Digital Format
VNA381A A/C data base name (for
dispatcher reference)
KGS Kilos (Flight plan in kilos).

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4 ATTN CAPT Send to responsible person
5 HVN773 Call sign

VVTS/SGN Departure airport (ICAO/IATA).
2045l/1345Z Estimated Time of Departure –
(Local/UTC)
BLOFF Block off time
STD/STA Scheduled Time of
Departure/Arrival
(Local or UTC)
6 YSSY/SYD Arrival airport (ICAO/IATA).
0846L/2146Z Estimated Time of Arrive –
Local/Zulu time
BLON Block on time
7 GCD 3694 Great Circle Distance

G/D 3782 Ground Distance
A/D 3680 Air Distance
W/C P012 Average Wind Component
TDV/P07 Average Temperature Deviation
MAXS 5/NANDY Maximum wind shear at waypoint
8 E.FUEL Estimated fuel burn values
C.FUEL Correct fuel burn values
E.TIME Estimated time values
9 TRIP
44286 Estimated trip fuel burn
8.01 Estimated time en-route
10 CONT 3PCT Contingency reserve (0.03 x

TRIP)
1329 Contingency reserve fuel value
0.18 Estimated time value of
Contingency reserve fuel
11 1ST ALT/VDPP Fuel and Time value to 1st

Alternate Airport (ICAO code)
12 FINAL RES Holding fuel and Time value
2600 Holding Fuel
0.30 30 minutes holding at alternate
(1500 ft AGL)
FUEL BURN ADJUSTMENT Fuel burn for each 1000 kgs
FOR 1000 KGS INCR/DECR increase or decrease in take-
IN TOW +/- 187 kgs off weight.
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13 EXTRA Extra fuel and time values
14 TAKE OFF Take-off fuel and time values

56237 Estimated take-off fuel
10.23 Estimated take-off total time
15 TAXI Taxi fuel

300 Taxi fuel quantity
16 BLOCK Ramp fuel and time values.

56537 Estimated ramp fuel
10.23 Estimated total time
FUEL REQT Fuel request
ACTUAL Actual fuel on board
REMAIN Fuel remain after flight
17 E.WT Estimated weight

CORR Correct
OP.LIMIT Operations limit
STRUC Structure limit
REASONS FOR OP.LIMIT Reasons for operations limit
18 DOW 125384 Dry operating weight

19 EPLD 030500 Estimated payload
20 EZFW 155884 Estimated Zero fuel weight
MZFW 170000 Maximum Zero fuel weight
21 ETOW 212121 Estimated Take-off weight
MTOW 233000 Maximum Take-off weight
22 ELAW 167835 Estimated Landing weight
MLAW 182000 Maximum Landing weight
23 FUEL CONSUMPTION 0.0 Primary cruise mode fuel
PCT/HR/ENG… degradation
24 COMPANY ROUTE R012516 Name of company route in route
database file
FL390 Cruise Flight Level
25 VVTS LANH1C ELSAS Route summary with airway and
M768… significant waypoint
26 HVN773 FROM VVTS TO
27 YSSY
SID . . . . . .
ATC Clearance information
TRANS POINT . . . . .
28 filled in by pilot
INITIAL ALT . . . . .
FL . . . . . .
SQUAWK . . . . . . .
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DEPT FREQ . . . . .
29 CAPT………………….. Name of captain
FO……………………… Name of First officer
DISP…………………… Name of dispatcher
30A T/O ALTERNATE Take off alternate
30B DEST ALTERNATE Destination alternate.
ALTN - 1 Primary alternate (up to 4
permitted)
YMML/MEL Alternate airport (ICAO/IATA)
MSA 087 Minimum safe altitude (grid
MORA data)
TTK 234 True track to alternate
GDIST 409 Ground distance to alternate
ADIST 493 Air distance to alternate
FL 300 Flight Level
W/C M064 Wind component
TIME 01.13 Estimated time en-route
FUEL 6422 Estimated fuel burn en-route
ROUTE – N0404F300 - Route to Alternate airport
DCT SY H65 RAZZI Q29
ML DCT
31 LRC FL330 046473 Second flight level and
32 08/04 relevant fuel, time values
33 LRC FL310 047587 Third flight level and relevant
08/14 fuel, time values
LRC FL350 045519 Fourth flight level and
07/58 relevant fuel, time values
34 TIME TO Time to Equal Time Point and
En-route Alternate
35 DIST Distance to en-route alternate
from ETP
W/C Wind component to en-route
alternates
CFR Critical fuel required
FOB Fuel on board
ETP / ALT Equal Time Point / En-route
Alternate
36 ETP1 Equal time point 1
VVTS/WBSB En-route alternate airports
0310/0294 Distance from ETP’s to en-
route alternates
P012/M013 Average wind component from
ETP’s to en-route alternates
0 Fuel required from ETP’s to en-
route alternates

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048956 Fuel on board at ETP’s

00000 Extra fuel required
00.47/00.42 Time to ETP 1 and time from
ETP1 to En-route Alternate
37 VVTS ELEV 00033FT VVTS elevation (departure
elevation)
N10492E106397 Lat/Long coordinate of the
TANSONNHAT airport
REMAINING Name of Departure airport
38 AWY Airway identifier

FIX Waypoint
OAT Outside air temperature
FL Flight level
TAS True airspeed
GS Ground speed
MCSE Magnetic course
ZDIST Zone distance – Between check
points
ZTIME Zone time
ETA Estimated Time of Arrival –
fill in area
ECBO Estimate cumulative burn-off
fuel
TIME Remaining time
EFOB Estimated fuel remaining on
board
39 FREQ Navaid frequency
MSA Minimum Safe Altitude (grid
MORA data)
WIND Wind direction and speed
ITCS Indicated true course
RDIST Remaining distance
CTIME Cumulative time
ATA Actual Time of Arrival – fill
in area
ACBO Actual cumulative burn off fuel
– to be filled in
AFOB Actual fuel remaining on board
– to be filled in
40 LAT-LONG POSN FULL Waypoint coordinate and Full
NAME name
41 Body of flight plan Includes all relevant data.
42 ALTERNATE DATA All information about 1st
alternate airport
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43 -N0404F300 DCT SY H65 Speed, Flight level and route

RAZZI Q29 ML DCT of flight to Alternate airport
44 CPT LAT LONG Checkpoint, Latitude/Longitude,

MCS DIST Magnetic course, Distance
45 SY Name of check point
ATC flight plan
46 FPL-HVN-IS Flight Plan – Call Sign – IFR
Scheduled.
47 A332/H- A332/H - Type of aircraft/wake
SDFGHIJ5RWXY/B1D1L turbulence category
Equipment and transponder
code:
S - VHF RTF, VOR, ILS
D - DME
F - ADF
G - GNSS (GPS)
H - HF RTF
I - Internal Navigation
J5- CPDLC FANS 1/A SATCOM
(INMARSAT)
R - PBN Approved
W - RVSM Approved
X - MNPS Approved
Y - VHF with 8.33 kHz spacing
capability
B1- ADS-B with dedicated 1090
MHz ADS-B “out” capability
D1 - ADS-C with FANS 1/A
capabilities
L - Mode S with aircraft ID,
pressure altitude, extended
squitter (ADS-B) and enhanced
surveillance capability
48 VVTS1345 Departure airport and ETD.
49 N0476F330 LANHI1C Speed, Flight Level and route
ELSAS/M080F330 M768 of flight.
ASISU/M080F350 M768
TBDRY/M081F370 M768
MAMOK/N0475F370 M768
ELBIS...
50 YSSY0801 YMML Arrival airport, trip time and
alternate airport.

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51 PBN Performance-based Navigation

A1 RNAV10 Approval (RNP10)
B1 RNAV5 Approval (GNSS, DME/DME,
INS or IRS, LORANC)
D1 RNAV 1 (GNSS, DME/DME,
NAV/AUSEP DME/DME/IRU) Navigation/AUSEP
REG/VN-A381 Certification
Aircraft registration
52 EET/WSJC0040 Estimated Elapsed Time to FIR
SEL/LMDE boundaries
PER/C SELCAL code.
RMK/TCAS EQUIPPED Aircraft performance/Type C
Traffic alert and Collision
Avoidance System
E/1050 the fuel endurance in hours

and minutes
P/TBN
Allows insertion of the total
number of people (passengers
and crew) on board. If total
number is not known during
R/UV flight plan filling, insert
S/MJ “P/TBN” (to be notified).
J/LF Radio
D/8 396 C ORANGE Survival
Jackets
Dinghies: cross out
indicators “D”/ number of
dinghies carried
Total capacity, in persons,
of all dinghies carried.
cross out indicator C if
dinghies are not covered
A/BLUE
Colour of dinghies is orange.
Colour of aircraft and
C/NGUYEN VAN A significant markings.
Name of pilot-in-command
53 WINDS/TEMPERATURES Wind, temperature information
ALOFT FORECAST for Flight Crew
FD DATA BASED ON
2200ADF

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54 INFORMATION FILL-UP BY
PILOT
AIRPORT INFO TIME RWY
WIND VIS CLOUD TEMP
QNH Information to be filled by
VVTS pilot
WAAA
YBAS
YSSY
YMML
55 EQUAL TIME POINT DATA ETP Data
CPT Checked points
LAT/LONG N04468E115000 ETP coordinates
MSA Minimum safe attitude
TTK True track
DIST Distance to CPT
56 END OF JEPPESEN
DATAPLAN/

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8.1.10.2.3 RCF Flight Plan

A set of RCF Flight Plan includes 2 parts: Normal flight plan and RCF flight plan.
Some contents in RCF flight plan are different with Normal flight plan:
a) Sample of RCF Flight Plan
1 PLAN 5743 RJGG TO VVTS A321 M78/F IFR 03/07/08C
2 NONSTOP COMPUTED 1048Z FOR ETD 0000Z PROGS 0300ADF VNA341 KGS
3 PLAN 5739 5740
4 RJGG/VVTS RCLR RJGG/VVDN
5 FUEL TIME DIST FUEL TIME DIST
6 TRIP VVTS 13905 5.16 2341 POA 13885 5.22 2376
7 ROUTE RES 200 0.05 FROM MIMUX RES 694 0.18
8 ALTN VVDN 2844 1.03 401 0 0.00 0
9 FINAL RES 1450 0.30 F/R 1450 0.30
10 EXTRA 0 0.00 EXT 2370 1.00
11 T/O FUEL 0 0.00 T/O 0 0.00
12 TAXI 0 TAXI 0
13 BLK 18599 BLK 18599 ......FUEL OB
14 MIN DIV 4294 MIN DIV 1450

15 TOW 73206 TOW 73206
16 LDW 59301 LDW 59321
17 ZFW 54807 ZFW 54807
18 PL 5424 PL 5424
19 S/C 03 P001 S/C 03 P001
Body flight plan

........
ATC Flight plan
20 (FPL-XXXX-IS
21 -A321/M-SDHIRZWY/S
22 -RJGG0000
23 -N0464F340 BAY4 KEC A1 ALBAT/N0459F360 A1 HKC A582 ANOXA Y26 IGURU
G581 HCN/M078F390 N892 MIMUX/N0473F300 N500 PTH W2 AC DCT
24 -VVTS0516 VVDN
25 -EET/RCAA0217 RPHI0254 ZJSA0356 VVTS0404
26 RIF/MIMUX VVDN
27 REG/VN-A341 SEL/RSFG
28 NAV/JRNAV
29 RMK/TCAS EQUIPPED
30 -E/0654 P/TBN R/UV S/MJ J/L D/7 232 C BLUE
31 A/WHITE)
b) Decode of RCF Flight Plan
1) Line 3: Plan number of each sector
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2) Fuel and Weight Summary are divided to Two (2) main column:
i) RCF: Provide Fuel and weight summary from Departure to Destination Airport (PLAN 5739)
ii) Divert: Provide Fuel and weight summary from Departure to Diversion Airport (PLAN 5740)
3) Line 5: Summary information include: Fuel, Time, Dist
4) Line 6: POA – Point of diversions Arrive
5) Line 7:
i) Route res: FROM XXXX (MIMUX) – Diversion decision point (RCF Flight Plan calculate
Route reserve fuel 5% from this point to Destination)
ii) Route res: FROM Departure airport to RCF alternate airport
6) Line 14: MIN DIV – Minimum Diversion fuel – Minimum fuel for Destination alternate (equal ALTN
fuel plus Final Res)
7) Line 19: S/C 03 P001 – Max Shear and Average Wind Component
Body flight plan (Airway and inflight information): All detail for inflight information for both RCF and
Divert flight.
ATC Flight plan
Line 26: RIF / RCF In Flight, Route from RCF Point to Diversion Airport
8.1.10.2.4 EDTO Flight Plan
A set of EDTO Flight Plan includes 2 parts: Normal flight plan and EDTO flight plan. Some contents in
EDTO flight plan are different with Normal flight plan:
a) Sample
VIETNAM AIRLINES FLIGHT RELEASE
----------------------------------
PLEASE USE CFP NUMBER 9999 VVTS TO YSSY IFR COMPUTED 0813Z 02/10/15
GENERAL INFO
FLT NBR A/C REG DATE DEP/ARR STD / STA ETD DEST ALTN
VNA381 SGN/SYD 1345Z MEL/
TRIP TIME 7.43 EDTO FLIGHT NO / 120MIN

EDTO ENRT ALTN -
VVTS SUITABLE 1542/1510
WEIGH AND FUEL-ALL IN KGS
TOTAL PAX 200 EST PLD 45496 EZFW 170000

TRIP FUEL 48340 BLOCK FUEL 60823 FINAL FUEL ORDER. . . . .
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REASON - ZFW CHG/ALTN CHG/MEL CDL/ATC: DEP-ENR-DES/LOW FL/

WX: ENR-DES/OTHS. . . . . . . . . . . . . . . . . . . .
DOCUMENT
-COMPUTERIZED FLIGHT PLAN ... COPIES . . . . . . . . ./
-ATC FLIGHT PLAN OF YES / NO . . . . . . . . ./
-NOTAM YES / NO . . . . . . . . ./
-WX YES / NO . . . . . . . . ./
- EFB
+ COMPANY Ipad S/N: VNA.............and VNA.................
+ PERSONAL Ipad................
-. . . . . . . . . . . . . . . . .
CREW INFORMATION
-ACTIVE CREW: PF . . . . . . . . . . PNF . . . . . . . . . . .

-RELIEF CREW: CAPT . . . . . . . . . . F/O . . . . . . . . . . .
REMARKS
-DGR/SPECIAL: YES/NO . . . . . . . . . . . . . . . . . . . . .
-MEL/CDL: NONE
TIME ACCEPT (HH:MM): . . . . . . . . . . . . . .

I HEREBY RELEASE THIS FLIGHT IN FULL COMPLIANCE WITH CIVIL AVIATION
LAW AND/OR COMPANY OPERATION MANUAL
- DISPATCHER:
I HEREBY PREPARE AND ARRANGE THIS FLIGHT RELEASE ACCORDING TO THE
INSTRUCTION AND DATA PROVIDED BY VIETNAM AIRLINES
- AGENT: . . . . . . . . . . . SIGN:. . . . . . . . . . .
I HEREBY ACCEPT THIS FLIGHT RELEASE WITH FULL ACKNOWLEDGEMENT.
- PILOT IN COMMAND: SIGN:. . . . . . . . . . .
POST FLIGHT: EDTO SUCCESSFUL - YES/NO

*IF NO, WRITE DOWN REASON ON BACK SIDE OF THIS PAGE
END OF FLIGHT RELEASE/VERSION OCC-CFP-001
----------------------------------
VIETNAM AIRLINES C.F.P NUMBER 9999 FOR FLIGHT - EDTO
----------------------------------
PLAN 9999 VVTS TO YSSY HU3P 80/FIFR 02/10/15

NONSTOP COMPUTED 0813Z FOR ETD 1345Z PROGS 0200NWS VNA381 KGS

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FLIGHT PREPARATION
FLIGHT OPERATIONS
MANUAL Rev 00
15 Mar 2017
ATTN CAPT
FLT VVTS/SGN 2045L/1345Z/. . . . BLOFF . . . . STD / STA
YSSY/SYD 0728L/2128Z/. . . . BLON . . . .
GCD 3694 G/D 3781 A/D 3597 W/C P029 TEMP M47 TDV/P09 MAXS 4/VILOL
E.FUEL C.FUEL E.TIME

TRIP 48340 . . . . 7.43
CONT 5PCT 2417 . . . . 0.27 FUEL BURN ADJUSTMENT FOR
1ST ALT/YMML 6966 . . . . 1.10
FINAL RES 2600 . . . . 0.30 1000 KGS INCR/DECR
ETOP EXTRA 0 . . . . 0.00
EXTRA 0 . . . . 0.00 IN TOW +/- 161 KGS
TAKE OFF 60323 . . . . 9.50
TAXI 500 . . . . FUEL
BLOCK 60823 . . . . 9.50 REQT . . . . /ACTUAL . . .
REMAIN . . .
------------------ ---------------
E.WT CORR. OP.LIMIT STRUC. REASONS FOR OP.LIMIT
DOW 124504 ... ..
EPLD 045496 ... ..
EZFW 170000 ... .. MZFW ... .. 170000 / . . . . . . . . .
ETOW 230323 ... .. MTOW ... .. 233000 / . . . . . . . . .
ELAW 181983 ... .. MLAW ... .. 182000 / . . . . . . . . .
------------------ ---------------
FUEL CONSUMPTION - P 2.0 PCT/HR/ENG
COMPANY ROUTE R012516 FL390

VVTS LANH1C ELSAS M768 DN J251 TN T74 VINAX G326 TAVEV R340 WLG
UH201 SCO H12 BOREE BOREE6 YSSY
FROM VVTS TO YSSY

SID . . . . . . TRANS POINT . . . . . INITIAL ALT . . . . . . . .
FL . . . . . . SQUAWK . . . . . . . DEPT FREQ . . . . . . . . .
----------------------------------
TAXI INSTRUCTION: --------------------------------------------------
--------------------------------------------------------------------
--------------------------------------------------------------------
----------------------------------
CAPT F/O DISP
------------------ ---------------
DEST ALTERNATE MSA TTK GDIST ADIST FL W/C TIME FUEL
ALTN - 1 YMML/MEL 087 234 424 468 300 M034 01.10 6966
ROUTE -N0438F300 GLF7 CORDO V169 CB UQ215 TANTA Q29
DCT LIZZI
LRC FL350 048501 07/44

LRC FL330 049258 07/47
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FLIGHT PREPARATION
FLIGHT OPERATIONS
MANUAL Rev 00
15 Mar 2017
ENRT ALTN
VVTS SUITABLE 1542/1510
TIME TO
DIST W/C CFR FOB XFR ETP / ALT
ETP1 VVTS/WBSB 0301/0303 M006/P000 8916 052431 00000 00.45/00.43
N07504E110456
ETP2 WBSB/WAAA 0350/0344 P003/M001 9610 043405 00000 02.07/00.48
N00402E118558
ETP3 WAAA/YPDN 0421/0407 P005/M008 10861 034844 00000 03.26/00.58
S07258E126114
ETP4 YPDN/YBAS 0387/0370 P017/P001 9603 025801 00000 04.57/00.52
S17408E134456
ETP5 YBAS/YBRK 0487/0427 P017/M039 11708 019475 00000 06.02/01.05
S23570E142456
ETP6 YBRK/YSSY 0373/0372 M013/M009 9701 015277 00000 06.47/00.53
S28492E147054
EDTO ENTRY S2329.7E14147.3 EDTO EXIT S2354.2E14239.9
Body flight plan

........
ATC Flight plan
........
CFP Flight plan
EQUAL TIME POINT DATA
1. DIVERSION SUMMARY - YPDN YBAS

2. LAT/LONG S17408 E134456
3. TIME 00.52 @ 0430KT
4. F.L. 0100
5. FOB 025801
6. G/C DIST 0387 0370
7. CRUISE DIST 0407 0390
8. AVG W/C P017 P001
9. ENROUTE TEMP P005 P004
10. ETP TEMP @ FL100 P004 P006 P006
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FLIGHT OPERATIONS
MANUAL Rev 00
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11. FORECAST ICING % 100% 100%

12. AVG GWT 192574 192831 192567 192815
13. BURN SUMMARY ...
LRC 1LE LRC 1LE
14. CRUISE 006554 01.02 006554 006040 006551 006053
15. DESCENT 000936 00.08 000936 000408 000936 000408
16. HOLD 001284 00.15 001284 001145 001284 001145
17. MAP 000000 000000 000000 000000 000000
18. APU 000213 000213 000228 000214 000229
19. ICE DRAG 000026 000026 000023 000026 000023
20. ANTI-ICE 000070 000070 000061 000063 000055
21. CONSERV. 000518 000518 000468 000518 000469
22. TOTAL 009603 01.25 009601 008373 009592 008382
--------
b) Decode of CFP Flight Plan
1) Line 4: Flight level
2) Line 5: Fuel on board
3) Line 6: Great Cycle Distance
4) Line 8: Average wind component
5) Line 9: Enroute temperature
6) Line 10: Equal time point temperature
7) Line 12: Average Gross Weight

Aircraft technical log Rev 00

FLIGHT OPERATIONS
MANUAL 15 Mar 2017
8.1.11 AIRCRAFT TECHNICAL LOG

8.1.11.1 General
a) The aircraft technical log (Techlog) is the legal medium for written communication between flight crews
and maintenance personnel that contains the record of all flights made by that aircraft. It is the
responsibility of PIC and technical staff to record in the Techlog – VAR 12.103(a); VAR 10.160(a)(2).
b) All malfunctions and maintenance action arose during operation must be recorded in logbook.
c) This log, its contents, layout and procedures for its use is approved by CAAV under the form VNA-SQ-
F14-04-01, which is applied for all type of VNA’s aircraft – VAR 12.103(b).
d) The Technical log shall be placed in the Aircraft cockpit at a convenient place with the registration
number in the cover of the Technical Log.
8.1.11.2 Aircraft technical log structure and contents
a) Structure
1) Technical log is a bound document, separately numbered with unique number, and arranged
chronologically – VAR 12.103(c).
2) Each Technical Log contains 200 pages of carbon paper divided into 50 series with printed
number on them. Each series of the Technical Log has four copies, each copy has a colour (white
- blue- pink - yellow). All copies in one series shall be printed upon each other through the carbon
layer on the other side of the paper – VAR 12.103(e).
3) There are 10 pages writing ADD for 2 type B and C defects in the end of Technical Log.
4) Technical log is assigned to each specific aircraft operated by VNA until all pages are use – VAR
12.103(d).
b) Contents
Responsibility
Block Title/
Instructions/Explanation Tech
No. Content Crew Both Note
staff
HEADER Box printed the owner's name (VNA), logo, form NA NA NA
1 number, page number of the Technical log and control
information
2 From VNA/IATA 3 letter-code for departure airport X
3 To VNA/IATA 3 letter-code for landing airport X
4 Flt No VNA flight number (in both letter and number code) X
5 Capt Captain's name (Ref to FOM 4.1 if applicable). X


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
6 A/C type Code of Aircraft type: X

A320  320; A321  321; B777  777; ; B787  787;
ATR72  AT7; F70  F70; A330  330; A350  350
A/C Reg Aircraft registration number X
7
8 Date Flight date: DD - MM - YY. X
9 DELAY Information about the flight delay (for flight delayed for X
more than 15 minutes)
Delay code  Technical delay code (see delay code table behind X
Tech log’s cover).
 Other reason for delay (non-technical reason or
combined reason): delay code not required
Reason Delay reasons (brief description) X
Delay time Delay time: time delayed behind schedule X
Delay time = Chock off – schedule (> 15’).
ABNORMAL Abnormal flight 3 letter code (see code table attached to X
9A FLIGHT CODE Tech log)
10A DEFECT  Any information related to defects or technical site X

(state if NIL found in flight process, pre-flight check, etc.
further)
 Crew is required to write NIL if nothing is reflected.
Item Item number of the defects. X

If there’s not enough space, write down in the part
bellow. ITEM must be re-written and mark (x).
ATA code 4-digit ATA 100 defect code X
(see table code at Techlog’s front cover)
REPORTED BY Mark (X) in relative box. X
CREW. ENG.
Capt Captain (PIC) of the flight who signs to be responsible X

10B for flight information (ex: delay, defect in flight, Tech log,
number of landing v.v.)


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
 This box uses for Technical staff record all Action X Note
taken to answer all demand in DEFECT box. 1
Action taken
10C  Every defect must be answered in ACTION TAKEN.
Even when flight crew writes “NIL” technical staff must
answer “NOTED, THANKS”, sign and fill in relevant
CRS column.
Item Item number - ITEM completed that relevant to DEFECT X
item. In case the space for content of ACTION TAKEN is
not enough, continue to write down in the part bellow, but
ITEM must be re-written and mark (x) to CRS column
bellow
A.D.D raised No. Deferred defect number. X
10C
(Refer to form VNA-SQ-F14-02 (for MEL airworthiness
related acceptable deferred defects) and VNA-SQ-F14-03
(for NON-MEL airworthiness related acceptable deferred
defects).
A.D.D Cleared Aircraft Deferred defect number. X
No. (Refer to form VNA-SA-F14-02 and VNA-SA-F014-03)
ATA CODE When an action taken has been done for a defect,
Technical staff must write down 4 digit ATA 100 code of
system, subsystem has been rectified in relevant cell.
C.R.S This block is used for CRS sign, write down necessary X
information related to ACTION TAKEN
Sign Sign and, X
Auth No Write down his Authorization number X
Place Working Place X
Time/Date Time and date in UTC in formula HH:MM/DD-MM-YY. X
SUBSTITUTION Write down necessary information related to the X

11
OF EQUIPMENT component ON/ OFF as describe in action taken box.
AND
RESPECTIVE
COMPONENT
THE AIRCRAFT

FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
Item No. Item number relevant to “ACTION TAKEN” X
Nomenclature Name of equipment or component X
Part number Part number of the installed and removed equipment. X
S/N off The manufacturer serial number of the component or X

equipment removed from the aircraft
S/N on The manufacturer serial number of the component or X

equipment installed on the aircraft
G.R.N on The GRN number of the equipment installed on the X

aircraft
FUEL Quantity of the fuel tank on the aircraft (unit: kg)

12 DISTRIBUTION
Leave column blank if there is no aircraft fuel changes
(KGS)
Remaining  Fuel remained in: Main tank, Left main, Center, Right X
main tanks
 Total of fuel tank after the flight.
(Data is taken from aircraft fuel indicator.)
B/F fuelling  Fuel remained in: Main tank, Left main, Center, Right X
main tanks
 Total of fuel tank before uplifting prior to the flight.
(Data is taken from aircraft fuel indicator. If no refuelling,
leave column blank)
Uplift
- Fuel uplift fuel for left main, center, and right main tanks X
and the total of tanks
Uplift = sum - B/F fuelling
(If no refuelling, leave blank column)


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
Sum  Total fuel quantity of the available B/f fuelling in each X
12 tank and the quantity of uplifting fuelling in the tank.
 For the flight without fuelling, FOB must be filled in
this box before departure.
(Data is taken from aircraft fuel indicator)
Adjust Adjusted fuel (uplift or de-fuelling) before departure X
Adjust = | depart. – sum |
(If no refuelling, leave blank column)
Depart. Total adjusted fuel quantity and sum of fuel above. X
If no fuel adjustment, leave blank column
(Data is taken from aircraft fuel indicator)
Bowser (uplift) Total fuelling on the indication of the fuelling pumping X Note
machine (or fuelling pumping equipment) 2
Total uplift Total fuelling on the indication of the aircraft fuel X

indicator
Discrepancy Difference between total fuelling on the browser and X

aircraft fuel indicator.
Discrepancy = |total uplift - Bowser/(uplift) |
Note: If the fuel quantity discrepancy is out of limits in
the Appendix below, the actual fuel quantity must be
checked again manually refer to relevant AMM task (For
example: ATR72 AMM 28-43-00…).
Fuel bill no. Serial number of each refuelling bill X
OIL/ IDG / Technician shall write down the OIL, HYDRAULIC data X Note
13 HYDRAULICS during maintenance 3
No fill: write “NIL”
No apply: write N/A
Liquid unit must be indicated


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
OIL/ Uplift Quantity of uplift oil for each engine and the total X
quantity of available oil in the engine.
Total Total quantity of available oil in the engine. X
IDG/Uplift Quantity of uplift oils each system X
Hydraulics Quantity of uplift oil each relevant system X

systems/
Uplift
“I hereby This Box used for Technical staff to certify quantity and X
Certify that…” quality of fuel and fluid uplift to aircraft on box 12 and 13.
13A
NAME: name of Technical staff performed the fuel and
oil uplift
AUTH No: authorization number 145 of Technical staff
issued by AMO
SIGN: Signature of staff’s
FLIGHT LOG X
14 Information on Flight log in UTC
(UTC)
Chock on Time of chock on; X
Chock off Time of chock off; X
Block time Difference between the chock on time and the chock off X
time:
Block time = Chock on - Chock off
Previous Log Total block time and the total block in the Previous Log X
Previous LogTLP = Total block timePrevious TLP
Total block time The total block of block time and the total block in the X
Previous Log
Total block time = Pre. Log + Block time
LDG Actual time at the moment of touch – down X


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
Actual time at the moment of take off X
Take-off
Flight time Difference between on LDG and Take off time: X

Flight time = LDG - Take-off
Previous Log Write down the total flight time in the Previous Log. X
Previous LogTLP = Total flt. TIMEPrevious TLP
Total flight time Write down the total flight hours of flight time and the X
total flight hours in the Previous Log.
Total flt. TIME = Pre. Log + Flight time
Landings Data of number of landing X
Previous
- log Number of landing B/F in the Previous Log X
14
Previous logTLP = total LDGsPREVIUOS TLP
Full stop LDGs Number of full stop landings of the aircraft X Note
4
(Landing - Taxiing - Full Stop)
Touch & Go Number of Touch and Go X Note

4
(Touch down - Taxiing -Take -off)
Total LDGs Number of landings X
total LDGs = previous log + Full stop LDGs + Touch &
Go
Autoland cat  Autoland CAT X
 Auto land: write I, II or III
 Manual landing: leave blank
MANUAL REC. Time that irregular situations occur in flight or X
EVENT TIME maintenance required.
Push back this  Circle “YES” when aircraft is pushed back by ground X
sector equipment
 Circle “NO” for others


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
EDTO Route  Circle “YES” if EDTO flight conducted. X
this sector
 Otherwise, Circle “NO”
Daily / terminal Information on daily terminal check completed. X
15 chk completed
(Circle mark relevant content)
Date Time Date and time in UTC to perform X
(UTC)
Sign Signature of authorized technical staff. X
Auth No. Authorization number of Technical staff issued by AMO X
Place Working place. X
16 Preflight / Information on aircraft Preflight/Transit/EDTO check.

transit / EDTO X
chk completed (Circle relevant content)
Date Time Date and Time in UTC to perform X

(UTC)
Sign Signature of authorized technical staff. X
Auth No. Authorization number of Technical staff issued by AMO. X
Place Working place X
17 CAPTAIN HAS Write down the Flight Crew Log Page Review X
ACCEPTED Acceptance to ensure the aircraft has been satisfied
THE airworthiness condition to conduct the flight as
AIRCRAFT... scheduled
Sign / FULL PIC signature with full name. X

name
18 TICK BOX In the event that the content is too long and the next X
page is needed, then this box must be ticked in order to
show that there is still information on the next page
19 APU hrs:....... X
Number of hour of APU and APU cycles
Apu cyc.:......
20 De/Anti – icing Write down all de/anti-icing work performed with X


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
Responsibility
Block Title/
staff
Type of fluid Type of fluid and percentage of fluid used X
applied:............/
.........%
Sign: PIC signature with full name. X
Start:...UTC Starting time to perform the work in UTC X
Finish:...UTC Finish time of the work X
Note:
(1) ACTION TAKEN: Record as detailed as possible all defect rectification actions carried out. Records
of relevant references for trouble shooting/defect rectification actions must be clearly written.
(2) If it is necessary to adjust the fuel quantity (uplift or de-fuelling) as flight crew request, write down under
existing figures in the boxes the total fuel quantity (uplift or de-fuelling) of the fuel pump or truck, total
fuel quantity (uplift or de-fuelling) of aircraft, discrepancy of browser and aircraft fuel indicator and fuel
bill (if necessary)
(3) In case there is no fuelling, “NIL” must be written to appropriate boxes. For aircraft without fuel indicator
to figure out “TOTAL” value, “OK” must be written in those boxes. For boxes not applicable to specific
aircraft type, “N/A” must be specified.
(4) Definition:
- Full stop Landings: the process of Landing - Taxiing - Full Stop
- Touch and Go: the process of Touch down - Taxiing -Take off
Table 8.1.23 - Maximum deviation between total fuelling on the aircraft fuel indicator and the
fuelling pumping machine (depending on total fuelling onboard)
Total fuelling quantity by Max deviation (%) Max deviation (Kg)

aircraft fuel indicator
0 – 1.000 kg ≤ 5,8 ≤ 58
1.000 kg – 2.000 kg ≤ 4,5 ≤ 90
2.000 – 5.000 kg ≤ 3,8 ≤ 190
5.000 – 10.000 kg ≤ 2,6 ≤ 260
10.000 – 20.000 kg ≤ 2,3 ≤ 460
≤ 1.600
over 20.000 kg ≤ 1,6 (total fuelling quantity
< 100.000 kg)

FLIGHT OPERATIONS
MANUAL 15 Mar 2017
8.1.11.3 Techlog writing instruction - VAR 10.230(b)

a) Filling in the Technical Log is done prior to flight (pre-flight) - Transit - post flight and at appropriate
moment (times).
1) The white copy: is the first page of one series, which is always kept in the Technical Log and is
always placed on the aircraft. Return Technical Logs to relevant Maintenance Control Center when
they the run out of blank paper. For other case relating to safety it is filed until having notices.
2) The white copy: is the second page of one series which is printed through copy one (the first
white page. When the flight finish all data considered by technicians and fill all necessary
information. This white page is split off and file in relevant Maintenance Control Center. After that
return it to the Technical report.
3) The pink copy: is the third page of the series, which is printed through, copying one (the white
copy). When the flight is completed, the flight crew must fill in the necessary information, split off
the pink copy, file and gather in the relevant MCC.
4) The blue copy: is the second page of the series which is printed through the first copy (the white
copy). After having completed the preflight/ transit check prior to the flight and having filled in
necessary information, the technical shall split off the blue copy, file in 24 hours and cancel it in
case of normal flight. For other case relating to safety it is filed until having notices.
b) All entries shall be in English.
c) All entries shall be in BLOCK LETTER.
d) The Technical log shall be accurately completed and must be legible. All entries shall be in black or
green ballpoint pen.
e) When more than one page of Technical Log recorded for a flight, before transfer the aircraft to flight
crew, technical staff must sign in box 15 or 16 of the last Techlog page (depending on maintenance
type has been done for that flight); Flight Crew required to sign the box 17 “Captain accepted the
aircraft...” of the last Technical log pages of that flight. Other information not required to transfer to the
last page of this flight. VAR – 10.230 (a3)
f) Erasures or alteration of entries in technical log are not permitted. If wrong entries occurred, cross the
incorrect word(s) and re-entry the correct one (for example: REDY READY).
g) To cancel a whole box: 01 cross (from 7h00 to 13h00) of that box to express that is wrong information
(Note: Not allow to cancel the block entry by others). For Technical staff: Please signed and fully
completed the information into CRS columns of box “10c” to confirm about cancel. For Flight Crew:
Please check the CREW box and sign in the “Captain” box “10b” to confirm about cancel.
h) When the information of total flight hours, flight cycles at the “flight log” section is wrong and need
correction request has been raise by Technical statistic section, The Technical staff will open a new
Techlog page and the minimum information needed to transfer to the new page is: the fuel remaining,
total block time, total flight time, total LDGs. Also in box 10 must complete and sign as required.
i) When replacing a new Techlog book, the technical staff has to record in the box 10a, 10c of the
Techlog pages to clarify the continuity of the two log book. At the last page of old books have to write
“The following techlog is...” and at the first page of the new book will record “The previous techlog is...”;
Then signed and completed information on the corresponding CRS column.


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
j) The abbreviation “Technical Staff” means the person who authorized by VAR-145 approval maintenance
organization to release aircraft to service.
k) The following specific provisions about complete a technical log only apply for aircraft in operation.
When aircraft maintain in hangar, completion the technical log shall comply with internal procedures of
the approved Maintenance Organization


FLIGHT OPERATIONS
MANUAL 15 Mar 2017
8.1.11.4 Facsimile of Company Technical Log

2 OPERATING PROCEDURES
FLIGHT OPERATIONS Documents and additional information to be carried Rev 00

MANUAL 15 Mar 2017
8.1.12 DOCUMENTS AND ADDITIONAL INFORMATION TO BE CARRIED

VAR 10.001 VAR 10.030; VAR 10.033; VAR 10.035; VAR 10.045(a1); VAR 10.051 (b); VAR 10.070(b); VAR 10.115(b); VAR 10.127(b)(c); VAR 10.135;
VAR 10.230(a1); VAR 10.283(a1)(a2)(c); VAR 12.055(c1); VAR 12.113(a); VAR 12.190, VAR 16.037(b).
8.1.12.1 List of Documents and Forms to be carried onboard

a) Documents which are required onboard are listed in Table 8.1.24 bellow.
b) In case any difference is found between paper and electric document, or between the electric
documents, the one with the latest date of effective will be applied.
Table 8.1.24 – List of Document of Forms to be carried onboard
Format Remark
No Document
Electric Paper
I Certificates(1)  
Paper copies will be provided

II Flight Permission 
for VIP flights
Electric format is used for
III Documents for a Specific Flight (2)  flight map, charts and
loadsheet
IV Crew Documentation(3) 
V Other Documentation (as applicable)(4) 
VI Operational documents
Doc 9481-Emergency Response
1. Guidance for Aircraft Incidents involving 
Dangerous Good
IATA - Dangerous Good Regulations,
2. 
DGM, DGM
3. FOM 
4. AFM/FM 
ATR-72, A321, A330, B777: 01
paper copy required
5. QRH  
A350, B787: Paper copy not
required
MEL/CDL, Master MEL, SOP, EDTO
6. manual 
7. CCOM, CCPM, Security Manual 


MANUAL 15 Mar 2017
OPT software is applied for

B777/B787,
FCOM/OM, AHM, GOM, RTOW charts, FlySmart software is applied
8. 
FPPM for Airbus aircraft
instead of RTOW charts
9. Domestic Airway Manual 
10. Jeppesen General Text 
11. Enroute Charts 
12. Jeppesen Terminal Charts 
13. Domestic Terminal Charts 
- Check list issued by VNA (LVO, RNP-
10, RVSM, EDTO, One engine taxi out)
Located in QRH folders of
14. - CAT II/CAT III Approval List 
specific aircraft.
- Depressurization Procedure via
L750/A466-M875 over Afghanistan
15. Flight Operation Notice 
16. Report forms  FOM - Chapter 13
In-flight bomb search checklist and related

17. forms, least risk location instructions in the  VNA - SQ - F81 - 03/04/05
event a bomb is found
Aircraft Technical Logbook and Journey

18. 
Log
19. Cabin Defect Logbook 
Backup Approach Procedure – Voice
20.  
Communication Checklist
Notes:
(1) Certificates include:
(i) Certificate of Registration
(ii) Certificate of Airworthiness
(iii) Recognition of Certificate of Airworthiness (if the aircraft is not registered in Vietnam)
(iv) Noise Certificate (if applicable)
(v) Aircraft Radio Licence
(vi) Insurance Certificate
(vii) Air Operator Certificate (true copy)
In case of loss or theft of any document listed above, electric copies shall temporarily be used and
operation is allowed to continue until the flight reaches the base or a place where a replacement
document can be provided until the flight reaches the base or a place where paper document can be
provided.


MANUAL 15 Mar 2017
(2) Flight Specific Documentation includes:

(i) Maps and charts for:
· The route of the proposed flight, and
· All routes along which it is reasonable to expect that the flight may be diverted;
(ii) Operational flight plan;
(iii) Filed ATS flight plan;
(iv) AIS NOTAMS;
(v) Load sheet;
(vi) Meteorological report (Terminal and alternate forecasts valid for the time of flights, appropriate
upper wind charts and significant weather charts);
(vii) Notification of special categories of passengers, security personnel (not considered as crew
member), handicapped persons, inadmissible passengers, deportees and persons in custody;
(viii) Notification of special loads;
(ix) All mandatory written information (NOTOC) in case of special goods including dangerous goods;
(x) Cargo manifests, General Declaration and passenger manifest;
(xi) Another documents required by the states concerned with the flight.
(3)
Crew Documentation includes:
Each crew member must carry the following:
(i) A valid flight crew licence with appropriate ratings for the purpose of the flight including medical
certificate (VAR 13.013 (b)) and any approvals such as CAT II/III, Engllish proficiency certificate etc…
(ii) Crew member Certificate (CMC)
(iii) Valid passport with appropriate visas (if applicable)
(iv) Certificate of Vaccination (if applicable)
(v) Logbook
(4) Other Documentation (as applicable):
(i) Catering up-lift;
(ii) Company operations and ground handling frequencies not included in the Route Manual;
(iii) Payment for fuel (carnet, credit card or cash).
8.1.12.2 Electronic Flight Bag (EFB) - VAR 10.178, 6.046 (b)(c), VAR APP 1 TO 12.153 (d)(4)(A)(41)
a) EFB system is approved by CAAV in accordance with FAA AC 120-76x, which is classified as
follows:
Table 8.1.25 - EFB system
Class/ Reference document A/c Users
Type applied
Pilot Cabin Mechanics Ground
Crew staff
Class 1 Cabin Crew EFB Guidance All  
Type A Manual aircrafts
Class 1 EFB Manual All   
Type B aircrafts
SOP
Class 2 A350 Class 2 EFB Manual A350   

MANUAL 15 Mar 2017
Type B
FCOM, SOP
Class 3 B787 Class 3 EFB Manual B787   
Type B
FCOM, SOP
b) The EFB equipment and its associated installation hardware, including interaction with aircraft
systems if applicable, shall meet the appropriate airworthiness certification requirements.
c) The pilot-in-command and the Company shall ensure that they do not affect the performance of the
aircraft systems, equipment or the ability to operate the aircraft. The pilot-in-command and/or the
owner/operator shall assess the safety risk(s) associated with each EFB function.
d) The EFB procedures, Training requirements and Abnormal/emergency procedures are in EFB
manual
8.1.12.3 Onboard document updating responsibility
The following departments and units are responsible for updating and replacing as necessary the applicable
certificates and documentation required by CAAV to be carried on board the aircraft (as specified in 8.1.12
above):
a) Operation Control Center
1) Control and renewal of the validation of Aircraft Operator's Certificate (AOC)
2) Provide detailed Computer flight plan for specific flight
3) Provide AIS, NOTAM, Weather report for flight crew
4) Provide EFB Database.
b) Noi Bai Operation Center/ Tan Son Nhat Operation Center
2) Collect and Control the paper documents for on board updates and replacements.
3) Conduct relevant responsibilities in EFB system.
c) Danang Operation Center
d) Safety - Quality Department
1) Control and renew the validation of aircraft certificates (except AOC), the Insurance Certificate and
those certificates related to maintenance, and deliver to TOC, NOC for on board updates and
replacements.
2) Conduct regular check, supervision and audit on the status of on board documentation (including
EFB) and certificates through Safety & Quality Assurance Programme specified in the Company’s
Quality Manual.
3) Audit and conduct quality assurance programme for electronic document system.


MANUAL 15 Mar 2017
e) Cabin Crew Division

Control, and ensure OCC is provided with the most updated version of CCSM, CCPM.
f) Flight Crew Division
Control, and ensure OCC is provided with the most updated version of Standard Operating
Procedures, Flight Crew Training Manual, and Announcement Hand Book.
g) Legal Department
1) Control and maintain the validation of the Insurance Certificates of Company aircraft
2) Provide the initial or renewed Insurance Certificate of each Company’s aircraft for Operation
Control Center (for distribution) and for Safety -Quality Department (for Certificate of Airworthiness
extension application)
h) VAECO
1) To control and maintain the validation of Techlog, Cabin defect logbook and Safety on board
emergency evacuation cards.
2) Ensure the latest version of relevant operation documents (MEL/CDL…) be provided to Mechanic.
i) The other related units (e.g Ground Handling Service, VNA representatives)
1) Supply Flight Crew with weight, load and trim sheet of the specific flight
2) Inform in written form passenger manifest, special goods or dangerous goods on board aircraft, if
any. Especially, in small domestic airports, that responsibility belongs to regional offices.
8.1.12.4 Flight Crew Responsibilities (PIC)
a) Before departure:
1) Make sure EFB database is up-to-date.
2) Any missing document or out of date database must be informed by the TOC/NOC/DOC/VNA
representatives in sufficient time to ensure appropriate replacement.
b) After flight:
1) Sign all documents required including Flight report and Technical Log.
2) Hand over the Flight Voyage Envelope to operation staffs at NOC/DOC/TOC or leave it in the
cockpit for the staffs to collect (in case of staff’s absence). The envelope must have date, flight
number, sector, PIC’s name and must contain:
i) Computer flight plan and ATS flight plan;
ii) NOTAMS;
iii) Weather information;
iv) Load and trim sheet documentation;

MANUAL 15 Mar 2017
v) Fuel delivery dockets;

vi) Any other flight specific documentation: Flight reports, Technical Log.
3) Hand over Class 1 EFB type B equipment to TOC/NOC/DOC after the last flight of the day.
8.1.12.5 Cabin Crew Responsibilities (Purser)
a) Before departure:
1) Make sure EFB database is up-to-date.
2) Any missing document or out-of-date database must be informed by the Cabin crew department in
sufficient time to ensure appropriate replacement.
b) After flight:
1) Sign all documents required including Flight report and Cabin Log Book.
2) Hand over Flight Document to VNA representatives at arrival airport

GROUND HANDLING
MANUAL Refueling and defueling
15 Mar 2017
8.2 GROUND HANDLING – VAR APP 1 TO 12.153 (d)(4)(A)(9)

8.2.1 Refuelling and Defueling
8.2.1.1 General safety principles – VAR APP 1 TO 12.153 (d)(4)(A)(8)
a) The list of approved fuel types and additives are given in Aircraft Maintenance Manual (AMM) - servicing
chapter.
b) Fuelling procedures provided in the Servicing chapter of the Aircraft Maintenance Manual (AMM)
include the fuelling safety precautions to be taken before the beginning of, and during, the fuelling of
the aircraft. Operational information on the fueling servicing is also available in the "Loading" Chapter
of the FCOM. The following precautions apply during any fuelling operations:
1) Engine ignition system must be "OFF".
2) The weather radar must be switched OFF
3) Radio is not transmitting on HF
4) Electrical circuits in the tanks area must not been connected or disconnected
5) Ground Power Unit and APU may be functioning, but must not be started nor stopped
6) No open flame, nor smoking is permitted around the aircraft
8.2.1.2 PIC duties concerning refuelling
a) When operating, the PIC should confirm with operations that the fuel quantity ordered is sufficient to
meet at least the requirements calculated for the flight (see 8.1.7), and during the pre-flight inspection
he should ensure that he, or a flight crewmember nominated by him, confirms that:
1) The aircraft fuel gauges indicate that the tanks have been filled to the required levels; and
2) Details of the fuel uplift have been correctly entered in the technical log (refuel sheet) and a gross
error check is carried out;
8.2.1.3 Refuelling and defueling when passengers are embarking, on board or disembarking - VAR
13.065(b)
a) Fuelling is not permitted with passengers boarding, on board or disembarking with wide cut gasoline
type fuel (JET B, JP4 or equivalent) or when a mixture with these types of fuel might occur.
b) Fuelling with Kerosene (JET A, JET A1 JP8, TS1, RT, TH or equivalent as approved by the AFM), when
passengers are embarking, on board, or disembarking is allowed.
c) However, when passengers are involved, precautions must be taken to ensure that they can be
evacuated in the unlikely event that fire does occur. These precautions involve the ramp agent, the
engineer (qualified ground crew member), the cabin crew and the pilot(s).
d) If presence of fuel vapour is detected inside the aircraft or any other hazard arises, re/defueling must be
stopped immediately. (VAR 10.195.a -8).
1) Evacuation ways preparation: (VAR 10.195.a -10)
i) Access doors used:

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15 Mar 2017
- An evacuation device (stair or air-bridge) has to be on site at each door used for passenger
boarding and must be suitably positioned in order to be immediately usable from inside the
aircraft.
- When aircraft are equipped with an integrated boarding stair, this one can be considered as
an evacuation mean.
- When passenger boarding is performed by mobile lounge, evacuation mean must be set up
at an accessible door.
- Inside aircraft, access doors has to be free, partition doors and curtains for classes or cabin
separation have to remain open.
Caution:
+ Mobile lounge (EB, DPT) is not taking into account in definition of minimum emergency
evacuation means.
+ Technical step-ladder cannot be considered as an evacuation means.
ii) Access doors unused:
- Ground support services have to be performed in such a way that they allow a sufficient
number of slides to be set up as required.
- Depending on local station conditions, ground operations must be performed in such a way:
 Either leave all LH unused exits clear.
 Or to have a total number of usable and clear exits at least equal to half the total of exits.
Caution: The door over wing at the side of refuelling is not permit to use for emergency exit.
iii) Cabin access door:
- When access doors open inside cabin, it is permitted to keep doors closed, but unlocked.
- When maneuverer of access doors is outside cabin and requires stair or air bridge
displacement, these doors have to remain open.
- Activities inside the cabin (cleaning, catering) must be conducted in such a manner that they
do not create hazard and that the aisles and emergency doors are unobstructed.
2) VNA representative must ensure that:
i) Aircraft be parked in an authorized area.
ii) Local authorities, airport fire department, and refuel be informed each time fuelling is planned in
these conditions.
iii) A radio intercom contact be tested before refuelling to ensure that the flight crew can be alerted
by service personnel (radio intercom must remain connected, agent near the aircraft).
iv) Ground-extinguishing devices be available throughout the fuelling operations.
v) The station, when locally requested, have responsibility to set up supplementary resources.

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15 Mar 2017
vi) Passengers, before boarding, be informed that fuelling is in progress.

vii) The staff be informed of the beginning and ending of fuelling, (VAR 10.195 (a3)
3) The ramp agent must ensure that:
i) Pilot(s), cabin crew and engineer are at their stations,
ii) The area around emergency exits is kept clear,
iii) The fire service is alerted
iv) Passenger boarding / disembarkation is carried out in a controlled manner.
4) The pilot(s) must - VAR 10.195 (a1)(a2):
i) A flight crew member must remain on the flight deck during fuelling/de-fuelling;
ii) Establish communication with the engineer,
iii) Inform the cabin crew of the beginning and ending of fuelling, (VAR 10.195.a -3)
iv) Listen for fire warning from the engineer
v) Be prepared to initiate passenger evacuation if necessary.
vi) Turn on the “No Smoking” sign and the “Exit” sign. (VAR 10.195.a-5)
vii) Not turn on the “Fasten seat belt” sign. (VAR 10.195.a -4)
5) The engineer supervising the re/defueling must – VAR 10.195 (a1)(a2)
i) Must remain at a specified location during fuelling operations with passengers on board
ii) Be able to handling emergency procedures concerning fire protection and fire-fighting
iii) Be able to initiating and directing an evacuation
iv) Establish and maintain a two-way communication with the pilot(s),
v) Ensure that pilot(s), cabin crew and ramp agent are at their stations
vi) Ensure that the ground areas beneath emergency exits and slide deployment are kept clear, (VAR
10.195.a -9)
vii) Ensure that the fire service is alerted

viii) Inform the pilot(s) of the beginning and ending of fuelling, (VAR 10.195.a -3)
ix) Alert pilot(s) if fire occurs,
x) Stop fuelling upon pilot request.
6) The cabin crew must - APP to VAR 10.195(a):
i) Have enough personnel who have appropriate certification on plane in preparation for the
emergency evacuation. The number of cabin crew on board must not be less than the minimum
number of cabin crew required to operate the aircraft.

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15 Mar 2017
ii) Establish communication with the pilots and conform with the requirements in 8.3.15.3
iii) Ensure that “No Smoking” sign is “ON.
iv) Instruct passengers that smoking is prohibited
v) Ensure that “Fasten seat belt” sign is “OFF”
vi) Instruct passengers to remain seated but to unfasten their seat belts - APP to VAR 10.195(a)(6)
vii) Instruct passengers that all mobile phones must be switched off
viii) Ensure that emergency exits are unobstructed
ix) Ensure that "EXIT" sign is "ON"
x) Ensure that ground servicing such as catering or cleaning don't risk creating hazard or hindering
an emergency evacuation
xi) A crewmember is to be stationed at each exit door and be prepared for an immediate emergency
evacuation
xii) Inform the passenger of the beginning and ending of fuelling
Note: If presence of fuel vapour is detected inside the aircraft or any other hazard arises,
re/defuelling must be stopped immediately.
8.2.1.4 Precaution with mixed fuels
8.2.1.4.1 Safety precautions
a) JET A, JET A1, JP8, TS1, RT and TH are kerosene type fuel.
b) JET B, JP4 or AVTAG are wide-cut gasoline type fuel.
c) Vietnam Airlines does not use wide-cut fuel types. If a situation arises such that only wide-cut fuels are
available for refuelling/defueling, it should be notice that mixtures of wide-cut fuels and kerosene turbine
fuels can result in the air/fuel mixture in the tank being in the combustible range at ambient
temperatures. When refuelling/defueling, it must be ensured that:
1) To comply with all precaution of fire.
2) Reduced flow by 50% of the normal filling rate.
3) Over-wing refuelling is not permitted.
Remarks: When wide-cut fuel has been used, this should be recorded in the Technical Log,
precautions mention above must be obeyed at least in the next two times of fuelling.

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8.2.1.4.2 Fuel freezing point determination

a) The freezing point of a fuel mixture depends on the percentage of element and vary in function of non-
straight laws. Therefore, the only reliable way to obtain an accurate freeze point of a mixture of fuels is
to make an actual freeze point measurement.
b) With the mixture of JET A and JET A1, in order to determine the fuel freezing point, convention as
below:
1) When the mixture contains less than 10% JET A, the fuel is considered as JET A1
2) When the mixture contains more than 10% JET A, the fuel is considered as JET A.
8.2.1.5 Refuelling with one engine running
a) Procedure for refuelling with one engine running is given in FCOM/OM.
b) This procedure may be used only if:
1) No external ground pneumatic is available while APU is unserviceable.
2) Airport authorisation is obtained for this operation.
3) Airport fire department stands by at the aircraft during the entire refuelling procedure.
4) One flight crew member can manage the operation and monitor all systems and the engine running
from the cockpit.
5) A qualified ground crew member is present at the fuelling station.
6) The refuelling system is fully operational (over wing filling is not permitted).

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MANUAL Passenger Handing
15 Mar 2017
8.2.2 Passenger Handling

8.2.2.1 Denial of transportation – VAR 13.020
a) VNA may deny transportation when a passenger – VAR 13.020(a):
1) Refuses to comply with the instructions regarding exit seating restrictions prescribed by relevant
Authority; or – VAR 13.020 (a)(1).
2) Has a handicap that can be physically accommodated only by an exit row seat – VAR 13.020 (a)(2).
b) Except for cases in (a) above, VNA have the right to refuse the carriage of passenger who has got an
air ticket and reserved a seat on the flight or in the course of the passenger’s journey – VAR 13.020(b).
1) Do from condition of the passenger's health the carrier obviously realizes that the transport of the
passenger or continuing transport of the passenger shall be dangerous or harmful to the passenger,
other persons on the aircraft or the flight; VAR 13.020(b)(1).
2) For the prevention of infectious disease spread; - VAR 13.020(b)(2)
3) The passenger does not observe regulations on aviation safety and security and air transportation; -
VAR 13.020(b)(3)
4) The passenger has an act affecting public order, jeopardizing the flight’s safety or affecting others'
life and health or properties; - VAR 13.020(b)(4)
5) The passenger is in influence of alcohol, beer and other stimulants that he/she does not control his/
her behaviour; - VAR 13.020(b)(5)
6) For the security reasons; - VAR 13.020(b)(6)
7) At the request of competent governmental authority. - VAR 13.020(b)(7)
8.2.2.2 Prohibition against carriage of weapons – VAR 13.023
a) No person may, while on board an aircraft being operated in commercial air transport, carry on or about
their person a deadly or dangerous weapon, either concealed or unconcealed. - VAR 13.023(a)
b) This Article is not applicable in case of officers, state’s employees, persons permitted to carry weapons
or crew members and individuals approved by carrier. - VAR 13.023(b)
8.2.2.3 Carriage of special categories of passengers – VAR 13.025
a) The special categories of passengers shall include: – VAR 13.025 (b)
1) Infant, children, unaccompanied minor; – VAR 13.025 (b)(7)(8)
2) Pregnant passenger;
3) Persons with reduced mobility whose mobility is reduced due to any physical disability, sensory or
locomotory, permanent or temporary, intellectual disability or impairment, any other cause of
disability, or age – VAR 13.025(b)(3);
4) Vision or hearing impairment; – VAR 13.025(b)(1)(10)
5) Paraplegic persons (non-ambulatory) – VAR 13.025(b)(2)
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15 Mar 2017
6) Persons requiring medical oxygen;– VAR 13.025(b)(4)

7) Persons requiring stretcher; – VAR 13.025(b)(9)
8) Person unable to use seat belts;– VAR 13.025(b)(5)
9) Prisoners under escort.– VAR 13.025 (b) (6)
b) VNA accept for carriage of special categories of passengers are mentioned Passenger Handling
Manual 7.0 - VAR 13.025 (a):
1) As provided in Passenger Handling Manual; and - VAR 13.025(a)(1).
2) With the knowledge and concurrence of the PIC. - VAR 13.025 (a)(2).
c) VNA consider the following criteria before acceptance for carriage of special categories of passengers:
- VAR – Appendix 1 section 13.025(1)
1) Aircraft type and cabin configuration; VAR – Appendix 1 section 13.025(1)(a)

2) The total number of passengers carried on board; VAR – Appendix 1 section 13.025(1)(b)
3) The total number of special categories of passengers do not exceed the total number of able-
bodied passengers capable of assisting with an emergency evacuation, as specified in Passenger
Handling Manual 7.1.2.2, 7.3.2.2, 7.4.2.2. VAR – Appendix 1 section 13.025(1)(c)
4) The criteria or case that may cause unusual hazard or risk to the cabin crew‘s evacuation
procedure. VAR – Appendix 1 section 13.025(1)(d)
5) The escort of must be at least 18 years old, understanding cabin crew ‘s instruction, physically and
mentally able and willing to evacuate the special categories of passengers in case of emergency.
VAR – Appendix 1 section 13.025(1)(g).
6) The escort and special categories of passengers must be assigned seats on the same row and
next to each other. VAR – Appendix 1 section13.025(1)(h)
d) General principles of carriage:
1) The carriage of special categories of passengers does not affect to the safety of the aircraft, cabin
crew, and other passengers as well as property.
2) Special categories of passengers shall be carried under conditions that ensure the safety of the
aircraft and its occupants according to procedures established by the operator.
3) The PIC shall be notified in advance when special categories of passengers are to be carried on
board and approve of transportations of them.
4) The PIC may request a medical examination by a qualified physician.
5) The PIC must be informed and approve of the transportation of any sick passenger or
persons with reduced mobility. If deemed necessary, he may request a medical examination by a
qualified physician.
6) The PIC should satisfy himself that:
i) The transport of such passengers will not cause inconvenience or discomfort to other
passengers.
ii) The emergency evacuation and the safety during the flight will be guaranteed.
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15 Mar 2017
8.2.2.4 Carriage of passengers requiring oxygen – VAR 13.027

a) VNA allows a passenger to carry and operate equipment for the storage, generation or dispensing of
medical oxygen only as prescribed by CAAV – VAR 13.027(a).
b) No person may smoke, and no crew member may allow any person to smoke within 10 feet of oxygen
storage and dispensing equipment carried for the medical use of a passenger. – VAR 13.027(b).
c) No crew member may allow any person to connect or disconnect oxygen dispensing equipment to or
from an oxygen cylinder while any other passenger is on-board the aircraft. – VAR 13.027(c).
8.2.2.5 Carriage of passengers with reduced mobility – VAR 13.030
a) No person may allow a person of reduced mobility to occupy seats where their presence could –VAR 13.030
(a)
1) Impede the crew in their duties; –VAR 13.030(a)(1)

2) Obstruct access to emergency equipment; or –VAR 13.030(a)(2)
3) Impede the emergency evacuation of the aircraft. –VAR 13.030(a)(3)
b) The PIC must be informed and approve of the transportation of any sick passenger or persons with
reduced mobility. If deemed necessary, he may request a medical examination by a qualified physician.
c) The PIC should satisfy himself that the carriage of such passengers will not cause inconvenience or
discomfort to other passengers and that overall flight safety shall not be impeded by such passengers.
8.2.2.6 Carriage of Inadmissible (INAD), Deportees or Criminal Passengers
a) The inbound carrier has the responsibility to return inadmissible passenger to his original point and
bear apart or the whole transportation and other expense concerned (if any).
b) The carrier has the right of being informed about the deportee (including the reason of the case) in
order to prepare necessary steps to due with the situation and ensure the safety and security of its
passengers and personnel and be entitled:
1) To request deporting country to provide the escort to accompany the deportee. The escort has to
buy ticket at applicable fare, or
2) The document of deportee with escort is kept by the escort. In the case the deportee without
escort, representative of VNA/ground staff is responsible for keeping and handling over the
deportee’s passport and all relating document to Purser.
3) Refuse to carriage deportee, criminals if there is a suspicion of unsafe and insecurity to the flight.
The final decision is made by the flight captain
c) Transferring a deportee from a country to a certain point is not the obligation of a carrier.
d) The PIC must be informed and approve of the transportation of any any inadmissible, deportees
passenger and criminal
e) Inadmissible passenger, deportees passenger and criminal shall be denied to transport on VIP flights.
f) Limitation for carriage:

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1) INAD passenger shall be accepted as normal passenger if he or she is willing to take on board,
otherwise there must have at lease one security staff to escort one refused immigrant. The number
of refused immigrants with security escort is no more than 5 people. If there are more than 5
passengers per flight, Station manager will inform Safety Quality and Security Department by fax or
Sita for receiving approval by Civil Aviation Administration of Vietnam 2 days prior STD.
2) For passenger who is criminal, there must have at least one security escort to one criminal. There
must have no more 5 criminal passengers per flight.
3) The deported passenger who is not criminal will be treated as refused immigrant. If the deported
passenger is criminal, apply the transportation as with criminal.
8.2.2.7 Embarking and Disembarking Passenger
a) Before disembarking or embarking, cabin stairs and guard rail(s) or Jetway must be in position. The
step between stair and aircraft should not be too high and the stairs should be against the aircraft.
b) It should be noted that during refuelling the weight of the aircraft increases and the landing gear shock
struts compress which can lower the aircraft door on to the top of the stairs. This is to be avoided as
severe door damage can occur.
c) When passengers are embarking required cabin crew must be on board able to give instruction about
seat availability and/or allocation and hand baggage storage.
d) Cabin crew must be informed by ground crew or flight crew about any potentially hazardous situation
and must be prepared to manage an emergency evacuation of passengers, if required.
e) Inadmissible, deportee passenger will be embarked the aircraft before other passengers and
disembarked last.
8.2.2.8 Seat Allocation - VAR 10.197(c)
a) No person may be carried without compliance to the passenger carrying requirements unless there is
an approved seat with an approved seat belt for that person.
b) All persons on board aged 2 years or more must occupy a fixed seat fitted with a safety belt (or a berth
fitted with a restraining belt).
c) No seat must be occupied by more than one person, except for an infant held in the arms of an adult.
d) Any infant (less than 2 years old) must be attended by an adult (more than 18 years old). This adult may
hold the infant in his arms and the safety belt of this adult seat must not strap the infant but only the
adult. A supplementary loop belt or other restraint device must be used for the infant.
e) Unaccepted to seat a passenger of reduced mobility to occupy seats where their presence could
obstruct access to emergency equipment.
f) Child restrains system such as child safety seat will be accepted on board for child use if necessary,
provided that:
1) The child restrain system must be properly secured to an approved forward facing seat
2) The child must be properly secured in the restraint system and must not exceed the specified weight
limit for the restrain system

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3) The restrain system must bear the appropriate label that indicated the certification for use in aircraft
g) The number oxygen masks per seat row must not be less than the number of passengers of the seat
row. Infants are seated with access to sufficient oxygen mask.
8.2.2.9 Seat allocations for specific case:
Besides applying seat allocations as mentioned in 8.2.2.3 (d) above, implementing regulations as below:
a) Unaccompanied Minor (UMNR):
1) Assign UMNR with seat numbers in group, next to cabin crew’s seat number to facilitate child
caring, and assisted in the event of any emergency situation.
2) Do not assign UMNR to seat numbers next to elderly persons to avoid inconvenience happened to
elderly persons.
3) In case UMNR of 6 years to under 14 years of age travelling in Business, premium economy
compartments: locate UMNR at the last row of the compartments to avoid inconvenience to other
passengers, do not locate UMNR next to or near VIP passengers.
4) Be placed next to a sympathetic adult; preferably female passenger in case of flight is full
5) Do not locate UMNR to the row near emergency exit.
b) Passengers required for medical clearance before departure carriage service (MEDA) and escort:
1) MEDA passenger does not obstruct emergency exit or way to emergency exit of the aircraft.
2) Allocate MEDA passenger seat easy for embark/disembark.
3) Provide MEDA passenger good and convenient condition in the aircraft
4) Follow medical instructions (if any)
5) MEDA passenger’s escort must be allocated adjacent to MEDA passenger.
6) Difficult moving passenger is allocated near emergency exits; however, the seat does not obstruct
other passengers in emergency evacuation.
7) The seat of sprained, plaster, paralytic MEDA passenger should be allocated at spacious position
for his convenience as well as his equipment. However the seat must not cause inconvenience to
other passengers as well as obstruct emergency exit.
8) The seat of paralyzed in body, plaster and artificial leg passenger is allocated by the aisle in order
to create good conditions and most convenience for the medical passenger in case of emergency
evacuation.
9) The seats for the MEDA passengers must be allocated adjacent to escort’s seat. It is necessary to
avoid allocating more than one MEDA passengers’ seat in a row. In case of 2 MEDA passengers’
seats are allocated in a row, each of them should use different aisle in the aircraft.
10) Accompanied Cabin Crew shall be checked in as staff on duty and should be allocated to seat next
to requested Special Services (RSS) passenger on the aircraft when RSS passenger check in and
show all tickets and other documents of accompanied cabin crew service.

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c) The deportee’s seat must be allocated in the rear of the cabin, away from emergency exit. The
deportee and the escort (if any) should be seated separately from other passengers if possible.
8.2.2.10 Exit row seating – VAR 13.035
a) The PIC and Purser of a flight must not allow a passenger to sit in an emergency exit row if he/she
determines that it is likely that the passenger would be unable to understand and perform the functions
necessary to open an exit and to exit rapidly. – VAR 13.035 (a)
b) No cabin crew member may seat a person in a passenger exit seat if it is likely that the person would be
unable to perform one or more of the applicable functions listed below: - VAR – Appendix 1 section 13.035 (a)
1) The person lacks sufficient mobility, strength, or dexterity in both arms and hands, and both legs -
VAR – Appendix 1 section 13.035 (a) (1)
i) To reach upward, sideways, and downward to the location of emergency exit and exit-slide
operating mechanisms; - VAR – Appendix 1 section 13.035 (a) (1) (i)
ii) To grasp and push, pull, turn, or otherwise manipulate those mechanisms; VAR – Appendix 1 section
13.035 (a) (1) (ii)
iii) To push, shove, pull, or otherwise open emergency exits; VAR – Appendix 1 section 13.035 (a) (1) (iii)
iv) To lift out, hold, deposit on nearby seats, or maneuver over the seat backs to the next row
objects the size and weight of over-wing window exit doors; VAR – Appendix 1 section 13.035 (a) (1) (iv)
v) To remove obstructions of size and weight similar to over-wing exit doors; VAR – Appendix 1 section
13.035 (a) (1) (v)
vi) To maintain balance while removing obstructions; (a) (1) VAR – Appendix 1 section 13.035 (vi)
vii) To exit expeditiously; VAR – Appendix 1 section 13.035 (a) (1) (vii)
viii) To stabilize an escape slide after deployment; or VAR – Appendix 1 section 13.035 (a) (1) (viii)
ix) To assist others in getting off an escape slide VAR – Appendix 1 section 13.035 (a) (1) (ix)
2) The person is less than 15 years of age or lacks the capacity to perform one or more of the
applicable functions listed above without the assistance of an adult companion, parent, or other
relative.; VAR – Appendix 1 section 13.035 (a) (2)
3) The person lacks the ability to read and understand instructions required by this section and related
to emergency evacuation provided by the AOC holder in printed or graphic form or the ability to
understand oral crew commands; VAR – Appendix 1 section 13.035 (a) (3)
4) The person lacks sufficient visual capacity to perform one or more of the above functions without the
assistance of visual aids beyond contact lenses or eyeglasses; VAR – Appendix 1 section 13.035 (a) (4)
5) The person lacks sufficient aural capacity to hear and understand instructions shouted by cabin
crew members, without assistance beyond a hearing aid; VAR – Appendix 1 section 13.035 (a) (5)
6) The person lacks the ability adequately to impart information orally to other passengers; or VAR –
Appendix 1 section 13.035 (a) (6)
7) The person has a condition or responsibilities, such as caring for small children, that might prevent
the person from performing one or more of the functions listed above; or a condition that might

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15 Mar 2017
cause the person harm if he or she performs one or more of the functions listed above. VAR – Appendix
1 section 13.035 (a) (7)
c) Determination as to the suitability of each person permitted to occupy an exit seat shall be made by the
persons designated in the AOC holder's operations manual. VAR – Appendix 1 section 13.035 (b)
d) In the event a cabin crew member determines that a passenger assigned to an exit seat would be
unable to perform the emergency exit functions, or if a passenger requests a non-exit seat, the cabin
crew member shall expeditiously relocate the passenger to a non-exit seat. VAR – Appendix 1 section 13.035 (c)
e) In the event of full booking in the non-exit seats, and if necessary to accommodate a passenger being
relocated from an exit seat, the cabin crew member shall move a passenger who is willing and able to
assume the evacuation functions, to an exit seat. VAR – Appendix 1 section 13.035 (d)
f) Each cabin crew member shall include in their passenger briefings a request that a passenger identify
himself or herself to allow re-seating, in case the gate agent wrongly places a person in the exit row that:
VAR – Appendix 1 section 13.035 (f)
1) Cannot meet the selection criteria; VAR – Appendix 1 section 13.035 (f) (1)
2) Has a non-discernible condition that will prevent him or her from performing the evacuation
functions; VAR – Appendix 1 section 13.035 (f) (2)
3) May suffer bodily harm as the result of performing one or more of those functions; or VAR – Appendix 1
section 13.035 (f) (3)
4) Does not wish to perform emergency exit functions. VAR – Appendix 1 section 13.035 (f) (4)
g) Each cabin crew member shall include in their passenger briefings a reference to the passenger
information cards and the functions to be performed in an emergency exit. VAR – Appendix 1 section 13.035 (g)
h) Each passenger shall comply with instructions given by a crew member or other authorised employee of
the AOC holder implementing exit seating restrictions. VAR – Appendix 1 section 13.035 (h)
i) No PIC may allow taxi or pushback unless at least one required crew member has verified that all exit
rows and escape paths are unobstructed and that no exit seat is occupied by a person the crew
member determines is likely to be unable to perform the applicable evacuation functions. VAR – Appendix 1
section 13.035 (i)
8.2.2.11 Carriage procedure

a) Infant (INFT), child (CHLD):
1) For safety reason in emergency situation, accompanied minor limitation are as follow:
i) INFT/CHLD travel with adult (18 years of age and above).
ii) Total infants shall not exceed:
- 10% total number of Aircraft’s passenger seat for B787/B777A350/A330/ATR72
- 15% total number of Aircraft’s passenger seat for A321
b) UMNR:
1) The purser shall be informed at the commencement of the flight of the numbers of UM’s and the
arrangements for their escort, if necessary, during the flight and their meeting at destination.
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15 Mar 2017
2) If cabin crew have been designated for children’s escort duty, they shall be in addition to normal
statutory complement and will not be involved with other in-flight duties
3) The children will normally be boarded before other passengers. The purser must check that they
are not seated in an exit row
4) Cabin crew instruct the adult accompanying INFT/CHLD about safety regulations, life vest and
oxygen mask usage with first priority for the adult and the next is for INFT/CHLD.
c) MEDA
1) The total number of MEDA passenger accepted to carried per flight is applied as stated in
Passenger Handling Manual.
2) For safety of the flight, the carriage of over allowed number of MEDA passengers is carried out
unless there is a carriage permit from the Director of Safety Quality and Security Department.
d) Assistant equipment
Crutch, crossbar and other necessary equipment must be allocated in the suitable place near the
special passenger’s seat for easy reaching in urgent.
e) Stretcher and oxygen (STCR/OXYG)
1) Stretcher and oxygen device allocation
i) Units implement the VNA regulations as stated in current “Regulations of installation, utilization
and maintenance of special service equipment”.
ii) The stretcher and oxygen devices must be installed in accordance with the applicable
engineering procedures. The stretcher after installed must be restrained tightly into aircraft seat.
iii) Stretcher passenger must be restrained by suitable devices to stretcher or seats.
2) Advance notification
i) Marketing department, VNA representative at the airport, ground handling unit responsible for
implementing STCR/OXYG case.
ii) The PIC and purser must be advance notified about STCR/OXYG case on flight.
iii) Cabin crew is responsible for operation of the oxygen onboard in accordance with VNA’s
current “Regulations of installation, utilization and maintenance of special service
equipments”.
iv) The signing of the MEDIF II form by the PIC is not required.
f) Other requirement
1) Requirement for passenger:
i) STCR/OXYG passenger is only accepted for carriage in the economy compartment.
ii) STCR/OXYG passenger must be accompanied by escort, who must be a medical qualified
physician.
iii) Passenger’s escort is responsible for monitoring passenger’s health condition.
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15 Mar 2017
iv) At transit airports, STCR/OXYG passenger and escort are permitted to stay on board the
aircraft; In case of transferring from aircraft to another, STCR/OXYG passenger and escort
should be disembarked last from forwarding flight and then transferred to receiving flight
before others.
v) For safety reason, OXYG passenger is not allowed to use oxygen during the connecting time.
vi) No more than one (01) MEDA passenger requiring STCR/OXYG is accepted for carriage per
flight.
2) Requirement for device
i) STCR/OXYG equipment is special device supplying by VNA.
ii) STCR/OXYG equipment installation/uninstallation should not affect services for flights or
cause delay to the flight.
iii) STCR/OXYG equipment is permitted for medical oxygen cylinders to be fitted into the cabin in
case technician, stretcher/ medical oxygen devices is not available at the station where
OXYG/STCR passenger departing, and then the aircraft operates a sector(s) before the
sector that providing service for OXYG/STCR passenger during flight.
iv) STCR/OXYG equipment is permitted for medical oxygen cylinders to be carried in the cabin of
a sector(s) after the aircraft operates the sector that providing service for OXYG/STCR
passenger until it can be removed.
v) Oxygen is being loaded onto the the aircraft to provide medical aid to OXYG/STCR passenger
during flight shall be done and all criteria shall be met under the provisions of current
dangerous goods regulations of Vietnam Airlines and IATA.
vi) All crew members must assure that they shall prevent other passengers or anyone
unauthorized from moving, touching or connecting/disconnecting oxygen dispensing
equipment to or from oxygen cylinders during flight.
g) Pregnant passengers (PREG)
PREG passenger with more than 32 weeks pregnant, Vietnam Airlines representative in the airport
must contact with related parties to prepare extra seatbelt on the plane.
h) INAD passenger:
1) The passenger is served and treated as other passengers.
2) If the inadmissible passenger is violent or, in the assessment of the station manager, is likely to
pose a security risk to the aircraft, crew and other passengers, then the procedures for handling a
deportee must be followed (see section 7.6 - Deportees).
3) Captain and purser of the flight carrying the inadmissible passenger must be informed the case
through “Special Information to Cabin Crew” form.
4) Cabin crew handover the inadmissible passenger together with his passport and the “Letter of
Refusing Admission” to the representative of the carrier at arrival station.
5) Station manager at arrival station escorts the passenger to immigration counter/office and
handover him to local immigration office. The station manager should collect all unpaid expense
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15 Mar 2017
from the passenger.

6) If inadmissible passenger continues to take another flight at the station, the representative of the
inbound carrier will handover the passenger together with his documents concerned to the
representative of the following participating carrier.
i) Deportee passenger:
1) The captain and purser of the flight must be informed about the deportee through “Special
Information to Cabin Crew” form.
2) In case of unaccompanied deportee, station manager/duty ground staffs has the responsibility to
keep and handover the deportee’s passport together with the copy of “Order of Deportation” form
issued by the local authorities to the purser.
3) Should not serve deported passenger and escort (if any) any alcoholic drink and instrument that
can be used as a weapon to create dangerous to other passenger
4) Upon arrival, Cabin Crew handover the deportee (in case of unaccompanied deportee) together
with his passport and “Order of Deportee” form to the station manager at arrival station.
8.2.2.12 Passenger Manifest
a) Prior to departure the number of passengers actually on board the aircraft must be checked with the
passenger manifest (list of passengers) and copy must be given to the Company or ground handling
company agent to be retained amongst the records for the particular flight.
b) In the case of a passenger failing to board the aircraft, his/her checked baggage must be unloaded.
If necessary all checked baggage should be unloaded and all passengers should be disembarked
and required to identify their own baggage. The PIC shall request airport security assistance should
any unidentified baggage remain.
c) Upon arrival at the destination/alternate airport copies of the checked passenger manifest, crew list,
cargo manifest must be available on board the aircraft to be given to the required Company and
airport authority personnel.
8.2.2.13 Passenger’s Serious Illness, Injury or Death in flight
a) Any action must be taken in case of serious illness, injury or death in flight, to avoid contagion for the
other persons on board. Cabin Crew immediately inform the PIC and decide to take appropriate
action to assist the passenger as well as to encourage others who have medical knowledge and
experience to give helps onboard.
b) The ill person should be isolated for the comfort and the safety of the ill person and of the others
passengers.
c) For as long as the ill person is on board the aircraft first aid must be provided by cabin crew or by a
medically qualified passenger.
d) Cabin Crew has to consecutively update the information about the passenger's health condition to
the captain of the flight. Based on the actual situation, the captain has the responsibility to decide
whether to return original airport or to land at nearest enroute alternative or destination airport. In this
situation, the PIC may contact Operation Control Center for supports.

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15 Mar 2017
e) Information about the passenger's health condition should not be released to other passengers
onboard except the passenger's accompanies.
f) If passenger is considered death onboard, cabin crew immediately inform the captain of the flight
and then the captain will inform (through Air traffic control centre) station manager and ground
handling company concerned for necessary assistance on arrival of the aircraft. The information
includes:
1) Flight number, sector, aircraft register.
2) The full name of the passenger.
3) Nationality.
4) Date of birth.
5) Resident address.
6) Departure/Arrival station.
7) Passenger's companion (if any).
g) With the assistance of cabin crew, the captain makes the report about the passenger on
"Passenger's health irregularity report". Symptoms and diagnosis before and after the passenger's
death must be remarked. The signatures of two passengers on the flight as the witness of the
situation must be made. (MEDIF report form is contained in cabin crew's document envelope). This
report is sent together with other documents of the passenger (Waiver of responsibility, MEDIF...).
The report (contains 5 copies) includes:
1) The first copy is sent to Local Police Station.
2) The rest copies are sent to: Local Medical Office, Station manager at arrival airport, Cabin Crew
and Operation Control Center.
h) Cabin Crew must keep passenger's items related to the death (if any), such as: meal, drink.
i) Cabin Crew may change seats for other closed passengers (if seat available) instead of moving the
dead passenger.
j) Cabin Crew has the responsibility to keep and itemized passenger's valuables with the witness and
signature of accompany passenger or passenger of the flight if passenger travels alone. Information
must be included: The witness' name, address, passport number and his itinerary.
k) Upon receiving the information from the captain of the flight, station manager informs sections
concerned about the passenger’s death, such as:
1) Local police office.
2) Airport authority.
3) Medical office at airport
4) Appropriate Embassy, Consulate or High Commission, if the passenger is a foreigner.
5) Dead passenger's family.

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15 Mar 2017
l) Station manager and duty cabin crew create favourable conditions for Air Medical Office as well as
Local Police Station to complete necessary procedures conforming to customs of the region or the
country where the incident occurs. Air Medical Office at airport is the organ has the right to draw the
conclusion on the passenger's death.
m) Station manager has the responsibility to cooperate with duty cabin crew to move corpse of
passenger from aircraft to ground. Station manager informs ground handling company to assist (if
necessary).
n) Station manager informs ground handling company or sections concerned at arrival airport to clean
or disinfect the dead passenger's seat area.
o) If relatives of dead passenger are not present at the airport, station manager completes necessary
procedures (instead of dead passenger’s family), such as: receive death certificate. On behalf of
Vietnam Airlines, station manager shall visit the died passenger’s house, send wreaths and an
amount of 1.000.000VND (within Vietnam) or $100 (outside Vietnam) if this is allowed by regional
tradition.
p) Depending on specific condition, Station manager is required to inform station managers concerned
(by SITA message) to be assisted in solving the case, and to send reports of abnormal cases to
Headquarter (Foreign Office , Marketing Services Department, Legal Department) not later than 24
hours after the incident. Message and report must include: Flight number, aircraft register,
passenger information (name, age, gender, nationality, ID number or passport number, address,
contact number of passenger or relatives), a summary of the abnormal case.
q) Cabin Crew hands over all dead passenger's valuables and his baggage to Local Police Office
together with itemized list and record of evidence.
r) The captain of the flight has the responsibility to follow the above procedures in case no station
manager is located at the arrival airport.
8.2.2.14 Hand Baggage
a) Hand baggage is baggage carried onboard and looked after by passengers.
b) All hand baggage must comply with size and weight requirements in accordance with concerned
regulations. Any oversized and over-weight baggage is required to be checked in.
c) Hand baggage must not impede access to emergency exit or emergency equipment.
d) No person may allow hand baggage to be stowed in a location that would cause that location to be
loaded beyond its maximum placard weight limitation.
e) Cabin crew are responsible to ensure that all baggage is correctly stowed before takeoff and before
landing.
8.2.2.15 Loading and Securing Items in the Aircraft
a) Applicable procedures for loading the aircraft are given in the Cargo Operation Manual and Ground
Operation Manual.
b) During loading, a qualified person must check that the cargo is correctly positioned and secured and
accessible if required.

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15 Mar 2017
c) Cargo shall not be allowed in the passenger cabin and cockpit. Tool kit intermail and document in
the cabin are not cargo.
d) Before takeoff and landing cabin crew must check that galley trolleys and carts are securely stowed.

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MANUAL De-icing and anti-icing on the ground
15 Mar 2017
8.2.3 De-icing and anti-icing on the ground – VAR 12.195, VAR APP 1 TO 12.153 (d)(4)(A)(15)
8.2.3.1 Glossary/Definitions.
Active frost is the condition when frost is forming. Active frost occurs when the surface temperature is at or
below 0°C and at or below the dew point.
Anti-icing: A procedure used to provide protection against the formation of frost or ice and accumulation of
snow or slush on clean surfaces of the aircraft for a limited period of time (holdover time). Anti-icing fluids
are normally applied unheated on clean aircraft surfaces, but may be applied heated, and include
1) SAE Type I fluid;
2) Concentrates or mixtures of water and SAE Type I fluid;
3) Concentrates or mixtures of water and SAE Type II fluid
4) Concentrates of SAE Type III fluid;
5) Concentrates or mixtures of water and SAE Type IV fluid.
Anti-icing code describes the quality of the treatment the aircraft has received and provides information for
determining the holdover time. The following are examples of anti-icing codes:
1) ‘Type I’ at (start time) – to be used if anti-icing treatment has been performed with a Type I fluid;
2) ‘Type II/100’ at (start time) – to be used if anti-icing treatment has been performed with undiluted
Type II fluid;
3) ‘Type II/75’ at (start time) – to be used if anti-icing treatment has been performed with a mixture of
75 % Type II fluid and 25 % water;
4) ‘Type IV/50’ at (start time) – to be used if anti-icing treatment has been performed with a mixture of
50 % Type IV fluid and 50 % water.
Check is an examination of an item against a relevant standard by a trained and qualified person
Clear ice is a coating of ice, generally clear and smooth, but with some air pockets. It forms on exposed
objects, the temperatures of which are at, below or slightly above the freezing temperature, by the freezing
of super-cooled drizzle, droplets or raindrops.
Cold-soak effect: The wings of aircraft are said to be “cold-soaked” when they contain very cold fuel as
a result of having just landed after a flight at high altitude or from having been refuelled with very cold
fuel. Whenever precipitation falls on a cold-soaked aircraft when on the ground, clear icing may occur.
Even in ambient temperatures between –2°C and +15°C, ice or frost can form in the presence of visible
moisture or high humidity if the aircraft structure remains at 0°C or below. Clear ice is very difficult to
detect visually and may break loose during or after take-off. The following factors contribute to cold-
soaking: temperature and quantity of fuel in fuel cells, type and location of fuel cells, length of time at
high altitude, temperature of refuelled fuel and time since refuelling.
Conditions conducive to aircraft icing on the ground (e.g. freezing fog, freezing precipitation, frost,
rain or high humidity (on cold soaked wings), snow or mixed rain and snow).
Contamination check: a check of aircraft for contamination to establish the need for de-icing.

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15 Mar 2017
Contaminated runway: A runway is considered to be contaminated when more than 25% of the runway
surface area (whether in isolated areas or not) within the required length and width being used is covered
by the following:
1) Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent to more than 3 mm
(0.125 in) of water; or
2) Snow which has been compressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or
3) Ice, including wet ice
Critical surfaces are surfaces of the aircraft that shall be completely free of ice, snow, slush or frost before
take-off. The critical surfaces shall be determined by the aircraft manufacturer.
Damp runway: A runway is considered damp when the surface is not dry, but when the moisture on it does
not give it a shiny appearance.
De-icing: A procedure used to remove frost, ice, slush, or snow from the aircraft in order to provide clean
surfaces. The procedure can be accomplished using fluids, infrared energy, mechanical means, or by
heating the aircraft. Deicing fluid is usually applied heated to assure maximum deicing efficiency and
includes
1) Heated water;
2) SAE Type I fluid;
3) Heated concentrates or mixtures of water and SAE Type I fluid;
4) Heated concentrates or mixtures of water and SAE Type II fluid;
5) Heated concentrates or mixtures of water and SAE Type III fluid; or
6) Heated concentrates or mixtures of water and SAE Type IV fluid.
De/Anti icing is a combination of the two procedures, de-icing and anti-icing, performed in one or two
steps. A de /anti icing fluid, applied prior to the onset of freezing conditions, protects against the build-up of
frozen deposits for a certain period of time, depending on the fluid used and the intensity of precipitation.
With continuing precipitation, holdover time will eventually run out and deposits will start to build up on
exposed surfaces. However, the fluid film present will minimise the likelihood of these frozen deposits
bonding to the structure, making subsequent de-icing much easier.
Dew point is the temperature at which water vapour starts to condense.
Drizzle: Fairly uniform precipitation composed exclusively of fine drops (diameter less than 0.5mm (0.02 in))
very close together. Drizzle appears to float while following air currents although, unlike fog droplets, drizzle
falls to the ground.
Fog and ground fog: A visible aggregate of minute water particles (droplets) in the air reducing the
horizontal visibility at the Earth’s surface to less than 1 kilometre.
Freezing conditions are conditions in which the outside air temperature is below +3°C (37.4F) and visible
moisture in any form (such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals) or standing
water, slush, ice or snow is present on the runway

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15 Mar 2017
Freezing fog (Metar code: FZFG) A fog formed of supercooled water droplets which freeze upon contact
with exposed objects and form a coating of rime/clear ice.
Freezing rain (Metar code: FZRA) is a precipitation of liquid water particles which freezes upon impact
with the ground or other exposed objects, either in the form of drops of more than 0.5 mm (0.02 inch)
diameter or smaller drops which, in contrast to drizzle, are widely separated.
Friction coefficient: Relationship between the friction force acting on the wheel and the normal force on
the wheel. The normal force depends on the weight of the aircraft and the lift of the wings.
Frost Referred to as “hoar frost”. A deposit of ice having a crystalline appearance, generally assuming the
form of scales, needles or fans that form from ice-saturated air at temperatures below 0°C (32°F) by
direct sublimation on the ground or other exposed surfaces on a cold and cloudless night. It frequently
melts after sunrise; if it does not, an approved de-icing fluid should be applied in sufficient quantities to
remove the deposit. Generally, hoar frost cannot be cleared by brushing alone.
Thin hoar frost is a uniform white deposit of fine crystalline texture, which is thin enough to distinguish
surface features underneath, such as paint lines, markings, or lettering.
Frozen Contaminants: As used in this context, frozen contaminants include light freezing rain, freezing
rain, freezing drizzle, frost, ice, ice pellets, snow, snow grains, and slush.
Glaze ice or rain ice is a smooth coating of clear ice formed when the temperature is below freezing and
freezing rain contacts a solid surface. It can only be removed by de-icing fluid; hard or sharp tools should
not be used to scrape or chip the ice off as this can result in damage to the aircraft.
Hail (Metar code: GR) is a precipitation of small balls or pieces of ice, with a diameter ranging from 5 to 50
mm (0.2 to 2.0 inches), falling either separately or agglomerated
High humidity is an atmospheric condition where the relative humidity is close to saturation.
Holdover Time (HOT). The estimated time that deicing/anti-icing fluid will prevent the formation of frost
or ice and the accumulation of snow on the critical surfaces of an aircraft. HOT begins when the final
application of deicing/anti-icing fluid commences and expires when the deicing/anti-icing fluid loses its
effectiveness.
Ice Pellets (Metar code PE) is a precipitation of transparent (sleet or grains of ice) or translucent (small hail)
pellets of ice, which are spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less. The
pellets of ice usually bounce when hitting hard ground.
Icing conditions may be expected when the OAT (on the ground and for take-off) or when 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. (AFM definition).
Icy runway: A runway is considered icy when its friction coefficient is 0.05 or below
Light freezing rain: is a precipitation of liquid water particles which freezes upon impact with exposed
objects, in the form of drops of more than 0.5 mm (0.02 inch) which, in contrast to drizzle, are widely
separated. Measured intensity of liquid water particles are up to 2.5mm/hour (0.10 inch/hour) or 25
grams/dm2/hour with a maximum of 2.5 mm (0.10 inch) in 6 minutes.

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15 Mar 2017
Non Newtonian: fluids have characteristics that are dependent upon an applied force. In this instance it is
the viscosity of Type II and IV fluids which reduces with increasing shear force. The viscosity of Newtonian
fluids depends on temperature only.
One step de /anti icing: is carried out with heated anti-icing fluid. The fluid used to de-ice the aircraft and
remains on aircraft surfaces to provide anti - icing capability.
Post Deicing Check: A check, after deicing application, to ensure all aircraft surfaces are free of frozen
contaminants.
Precipitation: Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet
1) Continuous: Intensity changes gradually, if at all
2) Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at least once within
the hour preceding the observation.
Precipitation intensity: is an indication of the amount of precipitation collected per unit time interval. It is
expressed as light, moderate or heavy. Intensity is defined with respect to the type of precipitation occurring,
based either on rate of fall for rain and ice pellets or visibility for snow and drizzle. The rate of fall criterion is
based on time and does not accurately describe the intensity at a particular time of observation.
Pretakeoff Check: A check of the aircraft’s wings or representative aircraft surfaces for frozen
contaminants. This check is conducted within the aircraft’s HOT and may be made by observing
representative surfaces from the flight deck, cabin, or outside the aircraft, depending on the type of
aircraft and Company’s CAAV-approved program.
Pretakeoff Contamination Check. A check (conducted after the aircraft’s HOT has been exceeded) to
ensure the aircraft’s wings, control surfaces, and other critical surfaces, as defined in the operator’s
program, are free of all frozen contaminants. This check must be completed within 5 minutes before
beginning takeoff and from outside the aircraft, unless the operator’s CAAV-approved program specifies
otherwise.
Rain (Metar code: RA) is a precipitation of liquid water particles either in the form of drops of more than 0.5
mm (0.02 inch) diameter or smaller drops which, in contrast to drizzle, are widely separated.
Rime: (a rough white covering of ice deposited from fog at temperature below freezing). As the fog
usually consists of super-cooled water drops, which only solidify on contact with a solid object, rime may
form only on the windward side or edges and not on the surfaces. It can generally be removed by
brushing, but when surfaces, as well as edges, are covered it will be necessary to use an approved de-
icing fluid.
Saturation: is the maximum amount of water vapour allowable in the air. It is about 0.5 g/m3 at - 30°C and
5 g/m3 at 0°C for moderate altitudes.
Shear force: is a force applied laterally on an anti-icing fluid. When applied to a Type II, III or IV fluid, the
shear force will reduce the viscosity of the fluid; when the shear force is no longer applied, the anti-icing fluid
should recover its viscosity. For instance, shear forces are applied whenever the fluid is pumped, forced
through an orifice or when subjected to airflow. If excessive shear force is applied, the thickener system
could be permanently degraded and the fluid viscosity may fall outside the range set by the manufacturer
and tested for certification. Fluid degraded in this manner should not be used for operational purposes.

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15 Mar 2017
SIGMET: is an information issued by a meteorological watch office concerning the occurrence, or expected
occurrence, of specified en-route weather phenomena which may affect the safety of aircraft operations.
Sleet: is a precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as light
freezing rain.
Slush: Water-saturated snow which with a heel-and-toe slap-down motion against the ground will be
displaced with a splatter; specific gravity: 0.5 up to 0.8.
Snow (Metar code SN): Precipitation of ice crystals, most of which are branched, star-shaped, or mixed
with unbranched crystals. At temperatures higher than about -5°C (23°F), the crystals are generally
agglomerated into snowflakes
1) Dry snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon release;
specific gravity: up to but not including 0.35. Dry snow is normally experienced when temperature is
below freezing and can be brushed off easily from the aircraft
2) Wet snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball.
Specific gravity: 0.35 up to but not including 0.5. Wet snow is normally experienced when temperature is
above freezing and is more difficult to remove from the aircraft structure than dry snow being sufficiently
wet to adhere.
3) Compacted snow: Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into chunks if picked up. Specific gravity: 0.5 and over.
Snow grains (Metar code: SG) is a precipitation of very small white and opaque grains of ice. These grains
are fairly flat or elongated. Their diameter is less than 1 mm (0.04 inch). When the grains hit hard ground,
they do not bounce or shatter.
Snow pellets (Metar code: GS) is a precipitation of white and opaque grains of ice. These grains are
spherical or sometimes conical. Their diameter is about 2 to 5 mm (0.1 to 0.2 inch). Grains are brittle, easily
crushed; they bounce and break on hard ground.
Super cooled water droplets is a condition where water remains liquid at negative Celsius temperature.
super cooled drops and droplets are unstable and freeze upon impact.
Two step de-icing/anti-icing contains of two distinct steps. The first step, de-icing, is followed by the
second step, anti-icing, as a separate fluid application. After de-icing a separate overspray of anti-icing fluid
is applied to protect the aircraft’s critical surfaces, thus providing maximum anti-icing protection.
Visible moisture: Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals can all
produce visible moisture on aeroplanes, taxiways and runways exposed to and contaminated by these
conditions.
Wet runway: A runway is considered wet when the runway surface is covered with water, or equivalent,
less than or equal to 3 mm or when there is sufficient moisture on the runway surface to cause it to appear
reflective, but without significant areas of standing water.
8.2.3.2 De-/anti-icing Policy
a) All personnel involved the de/anti-ice process shall be qualified (successfully complete the cold
weather operation training) before conducting or performing any aircraft de/anti-icing.

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15 Mar 2017
b) Division signing contract with de/anti-icing handling agent ensure agent’s ablities adapting VNA’s
requirement of this procedure.
c) The PIC is responsible for the “cleanliness” of the aircraft prior to take off and record the check
condition in aircraft’s Tech Log.
d) If neccesary, any time, PIC can request ground engineer CRS/Handling agent’s personnel to re-carry
out de/anti-icing in order to ensure aircraft be ready for safety operation.
8.2.3.3 Performance Coordination procedure for Aircraft De/anti-icing procedure on Ground.
a) The Dispatcher shall provide weather information and brief flight crew.
b) When receiving weather information or flight crew’s request, Contracted Maintenance Organisation
engineer implements to check aircraft in according with Aircraft Maintenance Manual.
c) The PIC/ the Engineer shall determine weather the aircraft de/anti-icing is required or not.
d) This decision to make de-icing for the aircraft can be made by either a PIC or the engineer. If the
engineer requested de/anti-icing, the PIC is not allowed to refuse this decision; similarly, if the PIC
requested de/anti-icing, the engineer must implement this requirement.
e) If there is requirement to perform de/anti-ice, the PIC/ the engineer CRS request contracted service
provider to perform de/anti-ice service for VNA aircraft. The requirements, agreed with the de-anti ice
fluid mixture must be conformity with the weather conditions and departure time.
f) The contracted service provider to perform de/anti-ice perform de-ainti ice activity in accordance with
its de-anti ice procedure which is subject to agree with in the contract with VNA.
g) On completion, the contracted service provider inform result to the PIC.
h) If neccesary, the PIC will request the engineer CRS to check and confirm aircraft technical situation in
order to ensure the aircraft is ready to fly safely.
i) The PIC and The engineer CRS are responsible to monitor in order to ensure de/anti-icing service or
activities are fully comlied with the regulations.
j) The PIC is responsible to record completion of de/anti-icing into Tech Log.
8.2.3.4 De-/anti-icing awareness – General principles.
8.2.3.4.1 Responsibility – VAR 10.323
a) PIC shall not takeoff an aircraft or continue to operate an aircraft en route when the icing conditions
are expected or encountered, without ensuring that the aircraft is certified for icing operations and has
sufficient operational de-icing or anti-icing equipment.
b) PIC shall not take-off an aircraft in suspected or known ground icing conditions unless the aeroplane
has been inspected for icing and, if necessary, has been given appropriate de-icing/anti-icing
treatment.
c) PIC shall not take-off an aircraft when frost, ice or snow is adhering to the wings, control surfaces,
propellers, engine inlets or other critical surfaces of the aircraft which might adversely affect the
performance, controllability or airworthiness of the aircraft except as permitted in the AFM/FM.

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15 Mar 2017
Accumulation of ice or naturally occurring contaminates shall be removed so that the aircraft is kept in
an airworthy condition prior to take off.
d) PIC shall not take-off an aircraft when conditions are such that frost, ice or snow may reasonably be
expected to adhere to the aircraft, unless the procedures approved for the Company by the CAAV are
followed to ensure ground de-icing and anti-icing is accomplished
e) PIC shall not release an aircraft any time conditions are such that frost, ice or snow may reasonably
be expected to adhere to the aircraft, unless there is the available to the PIC at the aerodrome of
departure adequate facilities and equipment to accomplish the procedures approved for the Company
by CAAV for ground de-icing and anti-icing. – VAR 16.043 (b)
8.2.3.4.2 Necessity
a) Icing conditions on ground can be expected when air temperatures approach or fall below freezing
and when moisture or ice occurs in the form of either precipitation or condensation.
b) Aircraft-related circumstances could also result in ice accretion when humid air at temperatures above
freezing comes in contact with cold structure
8.2.3.5 Instruction on checks to determine the need to De-/Anti-Ice - VAR APP 1 TO 12.195 (b)
a) Aircraft preparation for service begins and ends with a thorough inspection of the aircraft exterior. The
aircraft and especially its surfaces providing lift, controllability and stability must be aerodynamically
clean. Otherwise, safe operation is not possible.
b) An aircraft ready for flight must not have ice, snow, slush or frost adhering to its surfaces. Exceptions
are sometimes allowed. Refer to FCOM/OM. But the critical flying surfaces must definitely be free of
any contamination.
8.2.3.5.1 External inspection - VAR APP 1 TO 12.195 (a)
a) An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed by a
member of flight crew from points offering a clear view of these parts before beginning of take-off roll.
These parts are especially:
1) Wing surfaces including leading edges.
2) Horizontal stabilizer upper and lower surface.
3) Vertical stabilizer and rudder.
4) Fuselage
5) Air data probes
6) Static vents
7) Angle-of-attack sensors
8) Control surface cavities
9) Engines
10) Generally intakes and outlets

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11) Landing gear and wheel bays

8.2.3.5.2 General checks:
a) A recommended procedure to check the wing upper surface is to place high enough steps as close as
possible to the leading edge and near the fuselage, and climb the steps so that you can touch a wide
sector of the tank area by hand. If clear ice is detected, the wing upper surface should be de-iced and
then re-checked to ensure that all ice deposits have been removed.
b) It must always be remembered that below a snow / slush / anti-icing fluid layer there can be clear ice.
c) During checks on ground, electrical or mechanical ice detectors should only be used as a back-up
advisory. They are not a primary system and are not intended to replace physical checks.
d) In some cases, ice may form on the aircraft skin even if the OAT is above freezing, particularly in case
of short turnaround:
1) Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during
an approach.
2) If fuel has become cold soaked during a long flight and is in contact with the skin, frost may form
after landing.
3) Similar to the fuel tank, heavy pieces of structure can become cold soaked and promote frost
formation after landing.
e) When ground temperatures at the destination are low, it is possible that when flaps are retracted
accumulations of ice may remain undetected between stationary and moveable surfaces. It is
therefore important that these areas are checked prior to departure and any frozen deposits removed.
f) Under freezing fog conditions it is necessary for the rear side of the fan blades to be checked for ice
build-up prior to start-up. Any deposits discovered should be removed by directing air from a low flow
hot air source, such as a cabin heater, onto the affected areas.
g) When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice
accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted, those
flaps which are extended must be inspected and, if necessary, de-iced before retraction.
h) The flight crew operating manual for individual aircraft types may allow take-off with a certain amount
of frost on certain parts of the aircraft (refer to the individual FCOM/OM).
i) It is important to note that the rate of ice formation is considerably increased by the presence of an
initial depth of ice. Therefore, if icing conditions are expected to occur along the taxi and take-off path,
it is necessary to ensure that all ice and frost is removed before flight. This consideration must extend
the awareness of flight crew to include the condition of the taxiway, runway and adjacent areas since
surface contamination and blown snow are potential causes for ice accretion equal to natural
precipitation.
8.2.3.5.3 Operation at night
An aircraft must not be operated in expected or actual icing conditions at night unless it is equipped with a
means to illuminate or detect the formation of ice. Any illumination that is used must be of a type that will not
cause glare or reflection that would handicap crewmembers in the performance of their duties.

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8.2.3.6 Responsibility: the de-icing/anti-icing decision

8.2.3.6.1 Maintenance responsibility
The information report (de-icing/anti-icing code - see 8.2.4.3.5.6) given to the cockpit is a part of the
technical airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance
and verification of the results of the de/anti-icing treatment. The responsibility of accepting the performed
treatment lies, however, with the PIC.
8.2.3.6.2 Operational responsibility
The general transfer of operational responsibility takes place at the moment the aircraft starts moving by its
own power.
8.2.3.6.3 Maintenance / ground crew decision
The responsible ground crew member should be clearly nominated. He should check the aircraft for the
need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if required, and he is responsible
for the correct and complete de-icing and/or anti-icing of the aircraft.
8.2.3.6.4 Pilots decision
a) As the final decision rests with the PIC, his request will supersede the ground crew member's
judgement.
b) As the PIC is responsible for the anti-icing condition of the aircraft during ground maneuvering prior to
take-off, he can request another anti-icing application with a different mixture ratio to have the aircraft
protected for a longer period against accumulation of precipitation. Equally, he can simply request a
repeat application.
c) Therefore the PIC should take into account forecasted or expected weather conditions, taxi conditions,
taxi times, holdover time and other relevant factors. The PIC must, when in doubt about the
aerodynamic cleanliness of the aircraft, perform (or have performed) an inspection or simply request a
further de-/anti-icing.
d) Even when responsibilities are clearly defined and understood, sufficient communication between flight
and ground crews is necessary. Any observation considered valuable should be mentioned to the other
party to have redundancy in the process of decision making.
8.2.3.7 De-/ anti-icing instructions
When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch. When
freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time of
dispatch, aircraft surfaces must be anti-iced. In some cases, both anti-icing and de-icing may be required.
8.2.3.7.1 De-icing instruction
a) Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids or mechanical methods
or any other approved methods such as infrared de-icing which is being developed.
b) Mechanical methods may be preferred under extremely cold conditions or when it has been determined
that the frozen contaminate is not adhering to the aeroplane surfaces.

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c) When using heated fluids an optimum heat transfer is desired, for maximum effect, fluids shall be
applied close to the aircraft surfaces to minimize heat loss.
d) Different methods to efficiently remove frost, snow, and ice are described in detail in the ISO method
specification.
e) General de-icing fluid application strategy: The following guidelines describe effective ways to remove
snow and ice. However, certain aircraft may require unique procedures to accommodate specific design
features. The relevant aircraft maintenance or servicing manuals should be consulted.
1) Wings/horizontal stabilizers: Spray from the tip towards the root, from the highest point of the
surface camber to the lowest.
2) Vertical surfaces: Start at the top and work downward.
3) Fuselage: Spray along the top centreline and then outboard; avoid spraying directly onto windows.
4) Landing gear and wheel bays: Keep application of de-icing fluid in this area to a minimum. It may
be possible to mechanically remove accumulations such as blown snow. However, where deposits
have bonded to surfaces they can be removed using hot air or by careful spraying with hot de-icing
fluids. It is not recommended to use a high-pressure spray
5) Engines: Deposits of snow should be mechanically removed (for example using a broom or brush)
from engine intakes prior to departure. Any frozen deposits that may have bonded to either the lower
surface of the intake or the fan blades may be removed by hot air or other means recommended by
the engine manufacturer.
8.2.3.7.2 Anti-icing instruction
a) Applying anti-icing protection means that ice, snow or frost will, for a period of time, be prevented from
adhering to, or accumulating on, aircraft surfaces. This is done by the application of anti-icing fluids.
b) Anti-icing fluid should be applied to the aircraft surfaces when freezing rain, snow or other freezing
precipitation is falling and adhering at the time of aircraft dispatch.
c) For an effective anti-icing protection an even film of undiluted fluid is required over the aircraft surfaces
which are clean or which have been de-iced. For maximum anti-icing protection undiluted, unheated
Type II or IV fluid should be used. The high fluid pressures and flow rates normally associated with de-
icing are not required for this operation and, where possible, pump speeds should be reduced
accordingly. The nozzle of the spray gun should be adjusted to give a medium spray.
d) The anti-icing fluid application process should be continuous and as short as possible. Anti-icing should
be carried out as near to the departure time as is operationally possible in order to maintain holdover
time.
e) In order to control the uniformity, all horizontal aircraft surfaces must be visually checked during
application of the fluid. The amount required will be a visual indication of fluid just beginning to drip off
the leading and trailing edges.
f) Most effective results are obtained by commencing on the highest part of the wing section and covering
from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down.
g) Surfaces to be protected during anti-icing are:

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1) Wing upper surface

2) Horizontal stabilizer upper surface.
3) Vertical stabilizer and rudder.
4) Fuselage depending upon amount and type of precipitation.
Remarks: Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit is
gained from the minimal holdover time generated.
8.2.3.7.3 De/Anti-icing instruction
a) If both anti-icing and de-icing are required, the procedure may be performed in one or two steps. The
selection of a one or two steps process depends upon weather conditions, available equipment,
available fluids and the holdover time required to be achieved.
b) When a large holdover time is expected or needed, a two-step procedure using undiluted fluid should
always be considered for the second step
c) One-step de-icing/anti-icing. This procedure is carried out with heated anti-icing fluid. The fluid is used
to de-ice the aircraft and remains on the aircraft surface to provide anti-icing capability. The Society of
Automotive Engineers (SAE) / International Organization for Standardization (ISO) Type I, II, III and IV
fluids can be used, but the protection provided by Type I fluid is less than that provided by Type II, III
and IV fluids.
d) Two-step de-icing/anti-icing. This procedure contains two distinct steps. The first step, de-icing, is
followed by the second step, anti-icing fluid application. After de-icing, a separate overspray of anti-icing
fluid is fluid is applied to protect the aircraft's critical surfaces, thus providing maximum anti-icing
protection.
8.2.3.7.4 Limits and precautions
a) Aircraft related limits: The use of Type II or IV fluids in 100% concentration or 75/25 mixture is limited
to aircraft with a rotation speed (VR) higher than 85kt. This is to assure the sufficient flow-off of the fluid
during take-off.
b) Temperature limits:
1) When performing two-step de-icing / anti-icing, the freezing point of the heated fluid used for the first
step must not be more than 3°C above ambient temperature.
2) The freezing point of the Type I fluid mixture used for either one-step de-icing/ anti-icing or as the
second step in a two-step operation shall be at least 10°C below the ambient temperature.
3) Type II and IV fluids used as de-icing/anti-icing agents have a lower temperature application limit of -
25°C.
4) The application limit may be lower, provided that a 7°C buffer is maintained between the freezing
point of the undiluted fluid and the outside air temperature. Freezing points are provided in the fluid
manufacturer’s documentation.
c) Application limits

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1) Under no circumstances can an aircraft that has been anti-iced receive a further coating of anti-icing
fluid directly on top of the existing film. In continuing precipitation, the original anti-icing coating will
be diluted at the end of the holdover time and re-freezing could begin. Also a double anti-ice coating
should not be applied because the flow-off characteristics during take-off may be compromised.
2) Should it be necessary for an aircraft to be re-protected prior to the next flight, the external surfaces
must first be de-iced with a hot fluid mix before a further application of anti-icing fluid is made.
d) Precautions
1) The fluids used should be limited to those complying respectively with standards AMS 1424B/ISO
11075 and AMS 1428C/ISO 11078 for Type I, Type II and Type IV.
2) AMS 1428C reflects the additional requirements for fluid dry out and flow off behaviour for type IV
fluids
3) The consumable materials list and Aircraft Maintenance Manual reflect the new 1428C standard.
4) With specific regard to the application of Type IV fluids, and indeed Type II fluids, special care needs
to be taken. Repeated application in dry conditions, as a preventive measure, may leave a residue
that when exposed to precipitation can re-hydrate. This takes the form of a high freeze point gel in
aerodynamically quiet areas of the aircraft. This gel could lead to the restricted movement of control
surfaces. To date this has only been reported on aircraft types with unpowered flying controls and
has not been reported on aircraft. Therefore the aircraft should be frequently cleaned of any residue
and/or de-iced using a heated Type I fluid or hot water prior to the application of Type II or Type IV
fluids (two-step process)
5) De/anti-icing activities should only be carried out by personnel that are fully trained to ISO, SAE or
AEA standards and furthermore that those persons understand their responsibilities and are
authorised/approved to carry out such activities.
6) For de/anti-icing activities the following standards should be followed:
i) ISO 11076 aircraft de-icing/anti-icing methods with fluids
ii) SAE ARP 4737E aircraft de-icing/anti-icing methods with fluids
iii) AEA recommendations for the de-icing/anti-icing of aircraft on ground
7) In order to fully benefit from the longer hold over times of Type IV fluids, they must be used
undiluted. Diluted Type IV are only tested to the same specification as a Type II fluid.
8) For holdover times and recommendations on Type IV fluid application (in addition to those
mentioned in Tables 8.2.2 and 8.2.5), operators should refer to one of the following documents:
i) AEA recommendations for de-icing/anti-icing of aircraft on ground. This document can be
obtained from: www.aea.be/special publications
ii) FSAT bulletin XX-07 (XX = year), entitled FAA-approved de-icing program updates, winter 20XX.
This document can be obtained from: www.faa.gov./avr/afs/fsat
iii) Canadian aviation regulation standard 622-11, entitled "ground icing operations". This document
can be obtained from: www.tc.gc.ca/aviation/regserv/carac.
All three documents provide the updated SAE/AEA Type IV fluids holdover times guidelines.
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9) The aircraft must always be treated symmetrically - the left hand and right hand sides (e.g. left
wing/right wing) must receive the same and complete treatment.
10) Engines are usually not running or are at idle during treatment. Air conditioning should be selected
OFF. The APU may be run for electrical supply but the bleed air valve should be closed.
11) All reasonable precautions must be taken to minimise fluid entry into engines, other intakes / outlets
and control surface cavities.
12) Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust reversers.
13) De-icing / anti-icing fluid should not be directed into the orifices of pitot heads, static vents or directly
onto angle-of-attack sensors.
14) Do not direct fluids onto flight deck or cabin windows because this can cause cracking of acrylics or
penetration of the window sealing.
15) All doors and windows must be closed to prevent:
i) Galley floor areas being contaminated with slippery de-icing/anti-icing fluids.
ii) Upholstery becoming soiled.
16) Any forward area from which fluid may blow back onto windscreens during taxi or subsequent take-
off should be free of fluid residues prior to departure. If Type II or IV fluids are used, all traces of the
fluid on flight deck windows should be removed prior to departure, particular attention being paid to
windows fitted with wipers.
17) De-icing/anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth. Do
not use the windscreen wipers for this purpose. This will cause smearing and loss of transparency.
18) Landing gear and wheel bays must be kept free from build-up of slush, ice or accumulations of
blown snow.
19) Do not spray de-icing fluid directly onto hot wheels or brakes.
20) When removing ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering
and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove snow from wings
and stabilizer surfaces forward towards the leading edge and remove from ailerons and elevators
back towards the trailing edge.
21) Do not close any door until all ice has been removed from the surrounding area.
22) A functional flight control check using an external observer may be required after de-icing / anti-icing.
This is particularly important in the case of an aircraft that has been subjected to an extreme ice or
snow covering.
8.2.3.8 Checks after de-/anti-ice
8.2.3.8.1 Post treatment check
An external check of the aero plane after de-icing and/or anti-icing treatment accomplished from suitably
elevated observation points (e.g. from the de-icing equipment itself or other elevated equipment) must be
performed to ensure that the aeroplane is free from any frost, ice, snow, or slush.

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8.2.3.8.2 Final check before aircraft dispatch

a) No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing
operation unless the aircraft has received a final check by a responsible authorised person.
b) The inspection must visually cover all critical parts of the aircraft and be performed from points offering
sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of equipment). It
may be necessary to gain direct access to physically check (e.g. by touch) to ensure that there is no
clear ice on suspect areas.
8.2.3.8.3 Pre take-off check
a) When freezing precipitation exists, it must be to check aerodynamic surfaces just prior to the aircraft
taking the active runway or initiating the take-off roll in order to confirm that they are free of all forms of
frost, ice and snow. This is particularly important when severe conditions are experienced, or when the
published holdover times have either been exceeded or are about to run out.
b) When deposits are in evidence it will be necessary for the de-icing operation to be repeated.
c) If the take-off location cannot be reached within a reasonable time and/or a reliable check of the wing
upper surface status cannot be made from inside the aircraft, consider a repeat aircraft treatment.
d) If aircraft surfaces cannot adequately be inspected from inside the aircraft, it is desirable to provide a
means of assisting the flight crew in determining the condition of the aircraft. The inspection should be
conducted as near as practical to the beginning of the departure runway.
e) When airport configuration allows, it is desirable to provide de-icing/anti-icing and inspection of aircraft
near the beginning of departure runways to minimise the time interval between aircraft de-icing / anti-
icing and take-off, under conditions of freezing precipitation.
8.2.3.9 Flight crew information - communication
a) No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight crew
has been notified of the type of de-icing / anti-icing operation performed. The ground crew must make
sure that the flight crew has been informed. The flight crew should make sure that they have the
information.
b) This information includes the results of the final inspection by qualified personnel, indicating that the
aircraft critical parts are free of ice, frost and snow. It also includes the necessary anti-icing codes to
allow the flight crew to estimate the holdover time to be expected under the prevailing weather
conditions.
c) When the aeroplane is to be treated with the flight crew on board, the flight and ground crews should
confirm the fluid to be used, the extent of treatment required, and any aeroplane type specific
procedure(s) to be used. Any other information needed to apply the HOT (Holdover Time) tables should
be exchanged.
d) Anti-icing codes: It is essential that flight crew receives clear information from ground personnel as to
the treatment applied to the aircraft. The AEA (Association of European Airlines) recommendations and
the SAE and ISO specifications promote the standardised use of a four-element code. This gives flight
crew the minimum details to assess holdover times. The use of local time is preferred but, in any case,
statement of the reference is essential. This information must be recorded and communicated to the
flight crew by referring to the last step of the procedure.
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Examples of anti-icing codes:

1) AEA Type II/75/16.43 local/FRA 19 Jan 02
AEA Type II: Type of fluid used
75: Percentage of fluid/water mixtures by volume 75% fluid/25% water
16.43: Local time of start of last application
19 Jan 02: Date
2) ISO Type I/50:50/06.30 UTC/ 19 Jan 02
50:50: 50% fluid / 50 % water
06.30: Time (UTC) of start of last application
Note 1: When a two-step de-icing/anti-icing operation has been carried out, the Anti-Icing Code is
determined by the second step fluid. Fluid brand names may be included, if desired.
e) After Treatment: Before reconfiguring or moving the aeroplane, the flight crew should receive a
confirmation from the ground crew that all de-icing and/or anti-icing operations are complete and that all
personnel and equipment are clear of the aeroplane.
f) Standard communication terminology:
1) De-icing/anti-icing supervisor: "Set parking brakes, confirm aircraft is ready for treatment, inform any
special requests"
2) PIC: "Brakes are set, you may begin treatment and observe… (Any special requests like: ice under
wing/flaps, clear ice on top of wing, snow on fuselage, ice on landing gear, anti-ice type IV…)"
3) De-icing/anti-icing supervisor: "We begin treatment and observe… (Special requests mentioned
above). I will call you back when ready"
g) Communication terminology (Only after equipment is cleared from aircraft and all checks are made):
1) De-icing/anti-icing supervisor: "De-icing/anti-icing completed. Anti-icing code is: (plus any additional
info needed). I am disconnecting, standby for clear signal at right/left and/or contact ground/tower for
taxi clearance"
2) PIC: "De-icing/anti-icing completed, anti-icing code is…"
h) Fluid application and holdover time guidelines:
1) Holdover protection is achieved by anti-icing fluids remaining on and protecting aircraft surfaces for a
period of time.
2) With a one-step de/anti-icing operation holdover begins at the start of the operation and with two-
step, at the start of the second (anti-icing) step. Holdover time will have effectively run out, when
frozen deposits start to form/accumulate on aircraft surfaces.
3) Due to its properties Type I fluid forms a thin liquid wetting film, which gives a rather limited holdover
time, depending on weather conditions. With this type of fluid increasing the concentration of fluid in
the fluid/water mix would provide no additional holdover time.
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4) Type II and Type IV fluids contain a thickener which enables the fluid to form a thicker liquid wetting
film on external surfaces. This film provides a longer holdover time, especially in conditions of
freezing precipitation. With this type of fluid additional holdover time will be provided by increasing
the concentration of fluid in the fluid/water mix, with maximum holdover time available from undiluted
fluid.
5) The tables 8.2.3, 8.2.4 and 8.2.5 hereafter give an indication of the time frame of protection that
could reasonably be expected under conditions of precipitation.
6) However, due to the many variables that can influence holdover times, these times should not be
considered as minimum or maximum as the actual time of protection may be extended or reduced,
depending upon the particular conditions existing at the time.
7) The lower limit of the published time span is used to indicate the estimated time of protection during
heavy precipitation and the upper limit, the estimated time of protection during light precipitation.
Caution
The times of protection represented in these tables are for general information purposes only.
They are taken from the ISO/SAE specification, however local authority requirements may differ.
The time of protection will be shortened in severe weather conditions. Heavy precipitation rates
or high moisture content, high wind velocity and jet blast may cause a degradation of the
protective film. If these conditions occur, the time of protection may be shortened considerably.
This is also the case when the aircraft skin temperature is significantly lower than the outside air
temperature.
The indicated times should therefore only be used in conjunction with a pre-take-off
check.

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Table 8.2.1 - Guideline for application of Type I fluid/water mixtures
Two-step procedure
One-step procedure
OAT (0C) Second step:
De-icing/anti-icing First step: De-icing
Anti-icing (**)
Water heated to 60°C Freezing point of

minimum at the nozzle fluid mixture shall
Freezing point of heated or a heated mix of fluid be at least 10°C
(*) fluid mixture shall be and water below actual OAT
-3 and above at least 10°C below
actual OAT
Freezing point of
heated fluid mixture
shall not be more than
Below - 3 3°C above actual OAT
(*) Clean aircraft may be anti-iced with unheated fluid.

(**) To be applied before first step fluid freezes, typically within 3 minutes
Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper
temperature limit shall not exceed 90°C or fluid manufacturer recommendations.
CAUTION: Wing skin temperatures may differ and in some cases may be lower than
OAT. A stronger mix (more glycol) can be used under the latter conditions.

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Table 8.2.2 - Guideline for application of Type II and IV fluid mixtures.

Minimum concentrations as a function of OAT
Concentration fluid/water by volume (fluid % / water %)
One-step procedure Two-step procedure

OAT (C)
First step: Second step:
De-/anti-icing
De-icing anti-icing (**)
50/50 heated (*) Type Water heated to 60°C minimum 50/50

II or IV at the nozzle or a heated mix of
-3 and above Type I, II or IV with water Type II or IV
75/25 75/25
below -3
heated (*) Type II or IV
to -14
Type II or IV Heated suitable mix of Type I, II
or IV with freezing point not more
100/0 than 3°C above actual OAT 100/0
below -14
heated (*) Type II or IV
to -25
Type II or IV
Type II / Type IV fluids may be used at temperatures below -25°C provided
that the freezing point of the fluid is at least 7°C below OAT and that
below -25 aerodynamic acceptance criteria are met. Consider the use of Type I fluid
when Type II or IV fluid cannot be used (see table 8.2.1).
(*)Clean aircraft may be anti-iced with unheated fluid.

(**)To be applied before first step fluid freezes, typically within 3 minutes
Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper
temperature shall not exceed 90°C or fluid manufacturer recommendations.
CAUTION: Wing skin temperatures may differ and in some cases may be lower than OAT.
A stronger mix (more glycol) can be used under these conditions. As fluid freezing may
occur, 50% type II or IV fluid shall not be used for the anti-icing step of a cold soaked
wing.
CAUTION: An insufficient amount of anti-icing fluid, especially in the second step of a

two-step procedure, may cause a substantial loss of holdover time. This is particularly
true when using a Type I fluid mixture for the first step (de-icing)

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15 Mar 2017
Table 8.2.3 - Approximate holdover times achieved by Type I fluid mixtures
Approximate holdover times anticipated under various weather conditions

(hours: minutes)
OAT (C) Frost (*) Freezing Snow Freezing Light Rain on cold
fog Freezing soaked wings
Drizzle
rain
(**)
above 0 0:45 0:12-0:30 0:06-0:15 0:05-0:08 0:02-0:05 0:02-0:05

0 to -10 0:45 0:06-0:15 0:06-0:15 0:05-0:08 0:02-0:05 ($)
Below -10 0:45 0:06-0:15 0:06-0:15
(*) During conditions that apply to aircraft protection for ACTIVE FROST (1)
(**) Use LIGHT FREEZING RAIN holdover times if positive identification of FREEZING DRIZZLE is not
possible
($)CAUTION: Clear ice may require touch for confirmation
CAUTION: For other weather conditions, i.e. snow pellets, snow grains, ice pellets, moderate
and heavy freezing rain, No holdover time guidelines exist
ISO/SAE Type I fluid / water mixture is selected so that freezing point of the mixture is at least 10°C
below actual OAT
CAUTION: ISO/SAE Type I fluids used during ground de-icing / anti-icing are not intended for
and do not provide ice protection during flight.
(1) "Active frost" means that the weather condition is such that frost is actually forming.
This in contradiction to the situation that frost has formed on an aircraft, for example, but at the time
of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is needed
after the de-icing, which would be needed if the frost was still forming actively.
Active frost occurs when aircraft surface temperature is at or below 0°C and or below dew point.

GROUND HANDLING
15 Mar 2017
Table 8.2.4 - Approximate holdover times achieved by Type II fluid mixtures
OAT (0C) Type II fluid Approximate holdover time anticipated under various weather
mixture conditions (hours: minutes)
concentration
undiluted Frost Freezing Snow Freezing Light Rain on
fluid/water fog Drizzle Freezing cold
(*)
(***) rain soaked
(%Vol/%Vol) wings
100/0 12:00 1:05-2:15 0:20-1:00 0:30-1:00 0:15-0:30 0:05-0:40

75/25 6:00 0:50-1:45 0:15-0:40 0:20-0:45 0:10-0:25 0:05-0:25
above 0
50/50 4:00 0:15-0:35 0:05-0:15 0:05-0:20 0:05-0:10
100/0 8:00 0:35-1:30 0:20-0:45 0:30-1:00 0:15-0:30

0 to -3 75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25
($)
50/50 3:00 0:15-0:35 0:05-0:15 0:05-0:20 0:05-0:10
Below 100/0 8:00 0:30-1:05 0:15-0:35 0:15-0:45 0:10-0:30

0:15-0:30 0:10-0:20
-3 to -14 75/25 5:00 0:20-0:55 0:15-0:25 (**) (**)
Below
-14 to 100/0 8:00 0:15-0:20 0:15-0:30
-25
ISO/SAE Type II fluids may be used below -25°C provided that the
freezing point of the fluid is at least 7°C below OAT and that
Below aerodynamic acceptance criteria are met. Consider the use of Type I
100/0 fluid when Type II fluid cannot be used (see table 8.2.3).
-25
(1)
(*) During conditions that apply to aircraft protection for ACTIVE FROST
(**) The lowest authorised temperature is limited to -10°C
(***) Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible
CAUTION: ISO/SAE Type II fluids used during ground de-icing / anti-icing are not intended for
and do not provide ice protection during flight..
GROUND HANDLING
15 Mar 2017
This in contradiction to the situation that frost has formed on an aircraft, for example, but at the
time of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is
needed after the de-icing, which would be needed if the frost was still forming actively.
Table 8.2.5 - Approximate holdover times achieved by Type IV fluid mixtures
Type IV fluid Approximate holdover time anticipated under various weather

mixture conditions (hours: minutes)
OAT concentration
undiluted Rain on
(0C) Light
fluid/water Frost Freezing Snow Freezing cold
Freezing
(%V/%V) (*) fog Drizzle (***) soaked
rain
wings
100/0 18:00 1:05-2:15 0:35-1:05 0:40-1:00 0:25-0:40 0:10-0:50
above 0 75/25 6:00 1:05-1:45 0:20-0:40 0:30-1:00 0:15-0:30 0:05-0:35

50/50 4:00 0:20-0:35 0:05-0:20 0:10-0:20 0:05-0:10
100/0 12:00 1:05-2:15 0:30-0:55 0:40-1:00 0:25-0:40

0 to -3 75/25 5:00 1:05-1:45 0:20-0:35 0:30-1:00 0:15-0:30
($)
50/50 3:00 0:20-0:35 0:05-0:15 0:10-0:20 0:05-0:10
100/0 12:00 0:40-1:30 0:20-0:40 0:20-0:55 0:10-0:30
Below -3
0:20-0:55 0:10-0:30
to -14 75/25 5:00 0:25-1:00 0:15-0:25 (**) (**)
Below - 100/0 12:00 0:20-0:40 0:15-0:30

14 to -25
ISO/SAE Type IV fluids may be used below -25°C provided that the
below - freezing point of the fluid is at least 7°C below OAT and that
100/0 aerodynamic acceptance criteria are met. Consider the use of
25
Type I fluid when Type IV fluid cannot be used (see table 8.2.3).
(1)
(*) During conditions that apply to aircraft protection for ACTIVE FROST
(**) The lowest authorised temperature is limited to -10°C
(***) Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible

GROUND HANDLING
15 Mar 2017
CAUTION: ISO/SAE Type II fluids used during ground de-icing / anti-icing are not intended for
and do not provide ice protection during flight...
This in contradiction to the situation that frost has formed on an aircraft, for example, but at the
time of de-icing no frost is forming anymore, so in that case no protection for frost re-formation is
needed after the de-icing, which would be needed if the frost was still forming actively.
8.2.3.10 Pilot techniques
a) The purpose of this section is to deal with the issue of ground de-icing/anti-icing from the pilot's point of
view. The topic is covered in the order it appears on cockpit checklists and is followed through, step by
step, from flight preparation to take off. The focus is on the main points of decision making, flight
procedures and pilot techniques. - Refer to FCOM/OM for more details.
8.2.3.10.1 Receiving aircraft
a) When arriving at the aircraft, local advice from ground maintenance staff may be considered because
they may be more familiar with local weather conditions. If there is nobody available or if there is any
doubt about their knowledge concerning de-icing/anti-icing aspects, pilots have to determine the need
for de-icing/anti-icing by themselves.
b) Checks for the need to de /anti ice de-/anti-ice methods.
c) If the prevailing weather conditions call for protection during taxi, pilots should try to determine «off block
time» to be in a position to get sufficient anti icing protection regarding holdover time.
d) This message should be passed to the de-icing/anti-icing units, the ground maintenance, the boarding
staff, dispatch office and all other units involved.
8.2.3.10.2 Cockpit preparation
a) Before treatment, avoid pressurizing or testing flight control systems. Try to make sure that all flight
support services are completed prior to treatment to avoid any delay between treatment and start of
taxiing.
b) During treatment observe that:
1) Engines are shut down or at idle
2) APU may be used for electrical supply, bleed air OFF
3) Air conditioning should be OFF
4) All external lights of treated areas must be OFF
c) Consider whether communication and information with the ground staff is/has been adequate.
d) A specific item included in the normal cockpit preparation procedures is recommended

GROUND HANDLING
15 Mar 2017
e) The minimum requirement is to receive the anti-icing code in order to figure out the available protection
time from the holdover timetable
f) Do not consider the information given in the holdover timetables as precise. There are several
parameters influencing holdover time.
g) The time frames given in the holdover timetables consider the very different weather situations world-
wide. The view of the weather is rather subjective; experience has shown that a certain snowfall can be
judged as light, medium or heavy by different people. If in doubt, a pre take off check should be
considered.
h) As soon as the treatment of the aircraft is completed, proceed to engine starting.
8.2.3.10.3 Taxiing
a) During taxiing, the flight crew should observe the intensity of precipitation and keep an eye on the
aircraft surfaces visible from the cockpit. Ice warning systems of engines and wings or other additional
ice warning systems must be considered.
b) Sufficient distance from the preceding aircraft must be maintained as blowing snow or jet blasts can
degrade the anti-icing protection of the aircraft.
c) The extension of slats and flaps should be delayed, especially when operating on slushy areas.
However, in this case slat/flap extension should be verified prior to take off.
8.2.3.10.4 Take off
Recommendations given in FCOM of individual aircraft types regarding performance corrections (effect of
engine bleeds) or other procedures applied when operating in icing conditions should be considered.
8.2.3.10.5 General remarks
a) In special situations flight crews must be encouraged not to allow operational or commercial pressures
to influence decisions. The minimum requirements have been presented here, as well as the various
precautions.
b) If there is any doubt as to whether the wing is contaminated do not go on.
c) As in any other business, the key factors to keep procedures efficient and safe are awareness,
understanding and communication.
d) If there is any doubt or question at all, ground and flight crews must communicate with each other.

GROUND HANDLING
MANUAL Departure and arrival procedures
15 Mar 2017
8.2.4 DEPARTURE AND ARRIVAL PROCEDURES

8.2.4.1 General
a) The following intercom procedure is the normal procedure to be applied before departure. This
procedure is based upon a standard dialogue between the flight crew and the dispatching
engineer(s) and is standard for all Company aircraft types.
b) Strict adherence to the procedure is necessary in order to ensure the safety of the ground
personnel and the aircraft during the start, push back and departure procedures.
8.2.4.2 Before engine start
a) An aircraft exterior inspection shall be performed by Captain on Flight duty (or by one of flight crew
members authorized by the PIC) and shall focus on safety - critical areas of the aircraft to ensure:
1) Pitot and static ports are not damaged or obstructed;
2) Flight controls are not locked or disabled
3) Frost, snow or ice is not present on critical surfaces,
4) Aircraft structure or structural components are not damaged.
b) Prior to engine start, visual check must be conducted by the PIC during the pre-flight inspection to
ensure the landing gear locking pins not required for the start and push back procedures are
removed and stowed in the aircraft cockpit. It is also required that dispatching engineer(s)
reconfirm such locking pins are properly removed and stowed.
c) If during a pre-flight walk around flight crew observe the landing gear locking pins in place they should
confirm with the dispatching engineer(s) that these have been removed prior to engine start.
d) If the aircraft has been connected to a ground power unit and has a serviceable APU the dispatching
engineer(s) will establish contact with the flight crew and confirm that the ground power unit can be
removed prior to engine start.
e) Refer to FCOM/OM for procedures such as start without APU (air and/or electrics), cross bleed start,
battery start, etc.
f) During the period when the aircraft is almost ready for dispatch the dispatching engineer(s) may
make contact with the flight crew to confirm that the park brake has been set and that the
dispatching engineer(s) are to connect the towbar, or position the tow-bar-less tractor.
g) Engine start should not be commenced until all the doors have been closed and the mobile stairs or
the jetway have been removed from the aircraft, together with all other ground equipment.
h) Once cockpit preparation is complete, all doors have been closed and a clearance received from
ATC for the start and push back the BEACON should be selected ON and the PIC should establish
intercom contact with the dispatching engineer.

GROUND HANDLING
15 Mar 2017
8.2.4.3 Non push-back start

Procedures to be followed during a non push-back start are as follows:
PIC “Cockpit to ground”

Dispatching engineer “Ground to cockpit”
PIC “Ready for start”
Dispatching engineer “Confirm brakes are set”
PIC “Brakes set”
Dispatching engineer “Clear to start one, two (or both)”
PIC “Starting one, two (or both)
When start complete:
PIC “Start complete, disconnect”
Dispatching engineer “Disconnecting”
The dispatching engineer will move clear of the aircraft (either left or right
hand side) and give a “thumbs up” signal when the aircraft is clear to
move under its own power.
8.2.4.4 Push-back start
Procedures to be followed during a push-back start are as follows:
PIC “Cockpit to ground”

Dispatching engineer “Ground to cockpit”
PIC “Ready for push back and start”
Dispatching engineer “Brakes off”
PIC “Brakes off”
Dispatching engineer “Commencing push back”
When clear to start.
Dispatching engineer “Clear to start one, two (or both)”
PIC “Starting one, two (or both)
When push back complete:

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15 Mar 2017
Dispatching engineer “Park brakes”

PIC “Brakes parked”
When start complete:
PIC “Start complete, disconnect”
Dispatching engineer “Disconnecting”
The dispatching engineer will move clear of the aircraft (either left or right
hand side) and give a “thumbs up” signal when the ground equipment
has cleared the aircraft and the aircraft is clear to move under its own
power.
8.2.4.5 Conventional Visual Signals
Refer Chapter Air traffic control - Jeppesen Airway Manual
8.2.4.6 Arrival procedures
a) Once the aircraft arrives at the parking position and the engines have been shut down and the
BEACON has be selected OFF the PIC should make contact with the ground engineering personnel
and confirm that the aircraft has been chocked and that the park brake can be released.
b) PIC may not park an aircraft at night in, or in a dangerous proximity to, a movement area of an
aerodrome, unless the aircraft displays: - VAR 10.307 (f)
1) Navigation and anti-collision lights; - VAR 10.307 (f)(1)
2) Lights that illuminate the extremities of the aircraft’s structure; or - VAR 10.307 (f)(2)
3) Is in an area that is marked by obstruction lights. - VAR 10.307 (f)(3)
c) PIC may not anchor an aircraft at night unless that aircraft: - VAR 10.307 (g)
1) Has lighted anchor lights; - VAR 10.307 (g)(1)
2) Is in an area where anchor lights are not required on vessels. - VAR 10.307 (g)(2)

FLIGHT OPERATION INSTRUCTIONS AND PROCEDURES
MANUAL VFR/IFR
15 Mar 2017
8.3 FLIGHT OPERATION INSTRUCTIONS AND PROCEDURES

8.3.1 VFR/IFR
8.3.1.1 VFR/IFR Policy
a) All flights are normally conducted under IFR rules. Flights under VFR rules must be authorised by the
Flight Operations Vice President. In situations without adequate navigation systems reference, day flights
under VFR must be authorised by the CAAV and conducted safely by pilotage because of the
characteristics of the terrain. The flights in the case of local flight, of short flight or of small part of a flight
or on other routes as required by ATS or National Authority may be conducted under VFR rules.–VAR 10.445,
VAR 10.447, VAR 12.207(b).
b) Air Traffic Services must be used for all flights whenever available.
c) A flight must not be commenced unless an ATS flight plan has been submitted, or adequate information
has been deposited in order to permit alerting services to be activated if required.
d) An ATC flight plan must be filed for both flight categories.
e) Flight under VFR navigating only by visual reference to landmarks is not permitted unless the distance
between each succeeding landmark is less than 110 km (60 nm) – VAR 10.235, VAR 10.440.
f) Unless authorised by the appropriate ATC authority, the pilot may not operate in VFR flight: – VAR 10.447
1) Above FL 200; or
2) At transonic and supersonic speeds
3) Away more than 180km from land in controlled airspace.
g) Pilot shall not operate a VFR in RVSM airspace – VAR 10.450
h) An aircraft should not descend in IMC below the sector safe altitude (MSA) as shown on the instrument
approach chart until it is established in the approved approach or holding procedure.
i) Within the circling area of an airport a visual approach may be conducted, either as a straight in or a
circling approach provided this type of approach is cleared by the ATC and the weather conditions are
suitable. If at any time during such an approach visual reference is lost, the visual approach must be
terminated and a go-around carried out and the appropriate instrument approach conducted.
8.3.1.2 Change from IFR flight to VFR flight – VAR 10.503 (a)
a) An aircraft electing to change the conduct of its flight from compliance with the IFR to compliance with the
VFR shall, if a flight plan was submitted, notify the appropriate air traffic services unit specifically that the
IFR flight is cancelled and communicate thereto the changes to be made to its current flight plan.
b) When an aircraft operating under the IFR is flown in or encounters visual meteorological conditions it
shall not cancel its IFR flight unless it is anticipated, and intended, that the flight will be continued for a
reasonable period of time in uninterrupted visual meteorological conditions.- VAR 10.463 (b) VAR 10.503 (b)
8.3.1.3 Change from VFR flight to IFR flight – VAR 10.455
a) An aircraft operated in accordance with the visual flight rules which wishes to change to compliance with
the instrument flight rules shall:
MANUAL VFR/IFR
15 Mar 2017
1) If a flight plan was submitted, communicate the necessary changes to be effected to its current flight
plan, or
2) Submit a flight plan to the appropriate air traffic services unit and obtain a clearance prior to
proceeding IFR when in controlled airspace.
3) On a VFR flight a PIC shall not commence take-off unless current meteorological reports or a
combination of current reports and forecasts indicate that the meteorological conditions along the
route or that part of the route to be flown under VFR will, at the appropriate time, be such as to
render compliance with these rules possible.
8.3.1.4 Meteorological conditions / minima – VAR APP 1 TO 12.153 (d)(4)(A)(28)
a) On an IFR flight a PIC shall only:

1) Commence take-off; or continue beyond the point from which a revised flight plan applies in the event
of in-flight re-planning, when information is available indicating that the expected weather conditions,
at the time of arrival, at the destination and/or required alternate aerodrome(s) (see 8.1.2.3) are at or
above the planning minima, (see 8.1.2.2) – VAR 10.315 (a)(1), VAR 16.045(a)
2) Continue beyond:
i) The decision point when using Reduced Contingency Fuel Procedure (see 8.1.7.2.2); or
ii) The pre-determined point when using the pre-determined point procedure (see 8.1.7.2.3),
when information is available indicating that the expected weather conditions, at the expected time of
arrival, at the destination and/or required alternate aerodrome(s) (see 8.1.2.3) are at or above the
applicable aerodrome operating minima.
3) Continue towards the planned destination aerodrome when the latest information available indicates
that, at the expected time of arrival, the weather conditions at the destination, or at least one
destination alternate aerodrome, are at or above the applicable aerodrome operating minima –
VAR 10.380(a), VAR 10.483, VAR 10.485 (b), VAR 16.045(a), VAR 16.0539(c).
b) On a VFR flight a PIC shall:

1) Not commence take-off unless current meteorological reports or a combination of current reports and
forecasts indicate that the meteorological conditions along the route or that part of the route to be
flown under VFR will, at the appropriate time, be such as to render compliance with these rules
possible. – VAR 10.240, VAR 16.045(a)
2) Inform ATC and follow ATC instruction If VMC cannot be maintained
3) Abort the VMC approach, if visual reference is lost
8.3.1.5 Instrument departure and approach procedures
a) Instrument departure and approach procedures established by the State in which the aerodrome is
located have to be used (See Operations Manual Part C - Route and Airport instructions and information)
–VAR 10.485
b) However, a PIC may accept an ATC clearance which deviates from above, provided obstacle clearance
criteria are observed and full account is taken of the operating conditions. The final approach must be
flown visually or in accordance with the established instrument approach procedure.
MANUAL VFR/IFR
15 Mar 2017
c) Different procedures (e.g. EOSID) may be implemented if approved by the Authority.

d) An aircraft should not descend in IMC below the minimum (sector) safe altitude (MSA) as shown on the
instrument approach chart until it is established in the approved approach or holding procedure.
e) In the vicinity of the airport an approach may be conducted by visual manoeuvring (circling) under IFR
rules if this type of approach is cleared by the ATC and if weather conditions permit it (see 8.1.3.2).
If visual reference is lost, the circling approach must be aborted.
f) The minima for a specific type of approach and landing procedure are considered applicable if: ) –VAR
10.485 (c)
1) The ground equipment shown on the respective chart required for the intended procedure is
operative;
2) The aeroplane systems required for the type of approach are operative;
3) The required aeroplane performance criteria are met; and
4) The crew is qualified accordingly.
Any increment imposed by the Authority must be added to the minima specified in accordance with
company minima (see 8.1.3).
8.3.1.6 Take-off Conditions - VAR 10.315
Before commencing take-off, a PIC must satisfy himself that:
a) The RVR or visibility in the take-off direction of the aeroplane is equal to or better than the applicable
minimum and
b) The condition of the runway intended to be used should not prevent a safe take-off and departure (see
8.1.2.4.2)
8.3.1.7 Commencement and continuation of an approach – VAR APP 1 TO 12.153 (d)(4)(A)(27)
a) Before commencing an approach to land, the PIC must satisfy himself that, according to the information
available to him, the weather at the aerodrome and the condition of the runway intended to be used
should not prevent a safe approach, landing or missed approach, having regard to the performance
information (see 8.1.2.4.3).
b) The in-flight determination of the landing distance should be based on the latest available report,
preferably not more than 30 minutes before expected landing time.
c) The PIC or the pilot to whom conduct of the flight has been delegated may commence an instrument
approach regardless of the reported RVR/visibility but the approach shall not be continued beyond the
outer marker, or equivalent position, if the reported RVR/visibility is less than the applicable minima.
d) Where RVR is not available, RVR values may be derived by converting the reported visibility in
accordance with table 5 of chapter 8.1.3.4.
e) If, after passing the outer marker or equivalent position in accordance with above, the reported
RVR/visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.

MANUAL VFR/IFR
15 Mar 2017
f) Where no outer marker or equivalent position(1) exists, the PIC or the pilot to whom conduct of the flight
has been delegated shall make the decision to continue or abandon the approach before descending
below 1000 ft above the aerodrome on the final approach segment. If the MDA/H is at or above 1000 ft
above the aerodrome, the operator shall establish a height, for each approach procedure, below which
the approach shall not be continued if the RVR/visibility is less than the applicable minima.
g) The approach may be continued below DA/H or MDA/H and the landing may be completed provided that:
– VAR 10.495.
1) The aircraft is continuously in a position from which a descent to a landing on the intended runway
can be made at a normal rate of descent using normal manoeuvres.
2) A descent rate will allow touchdown to occur within the touchdown zone of the runway of intended
landing;
3) The flight visibility is not less than the visibility prescribed in the standard instrument approach being
used; and
4) At least one of the following visual references for the intended runway is distinctly visible and
identifiable to the pilot:
i) The approach light system, except that the pilot may not descend below 30 m (100 ft) above
the touchdown zone elevation using the approach lights as a reference unless the red
terminating bars or the red side row bars are also distinctly visible and identifiable.
ii) The threshold;
iii) The threshold markings;
iv) Threshold lights;
v) The runway end identifier lights;
vi) The visual approach slope indicator;
vii) The touchdown zone or touchdown zone markings;
viii) The touchdown zone lights;
ix) The runway or runway markings; or
x) The runway lights.
Note: These visual references do not apply to Category II and III operations. The required visual
references under Category II and III operations are provided in the AOC holder’s operations
specifications or a special authorisation prescribed by the CAAV.
h) The touch-down zone RVR is always controlling. If reported and relevant, the mid point and stop end
RVR are also controlling. The minimum RVR value for the mid-point is 125 m or the RVR required for the
touch-down zone if less, and 75 m for the stop-end. For aeroplanes equipped with a roll-out guidance or
control system, the minimum RVR value for the mid-point is 75 m. – VAR 10.487 (b)
Note: “Relevant”, in this context, means that part of the runway used during the high speed phase of the
landing down to a speed of approximately 60 kt.

MANUAL VFR/IFR
15 Mar 2017
i) The equivalent position is a position that can be established by means of a DME distance, a suitably
located NDB or VOR, SRE or PAR fix or any other suitable fix between 3 and 5 miles from threshold that
independently establishes the position of the aircraft.
8.3.1.8 Descent and Arrival
8.3.1.8.1 General
a) In IMC or VMC (day or night) on a track without a published STAR, the aircraft must maintain the MEA,
MDA/H, MOCA, MVA, MORA, MSA, any other minimum altitudes prescribed by the Authority as
applicable, until commencement of the instrument approach procedure. Under VMC (day or night) the
aircraft should complete the appropriate instrument approach.
b) When approaching to land on a runway served by a visual approach slope indicator, PIC shall
maintain an altitude at or above the glide slope until a lower altitude is necessary for a safe landing. –
VAR 10.373 (a)
c) When approaching to land on a runway served by an ILS, PIC shall fly that aircraft at or above the
glide slope from the point of interception to the middle marker. – VAR 10.373 (b)
8.3.1.8.2 Rates of Descent at Lower heights (AGL) – VAR APP 1 TO 12.153 (d)(4)(A)(26)
Rates of descent when within 3,000 FT of terrain should be restricted to not above 3,000 feet per minute and
when within 2,000 FT of terrain to not above 2,000 feet per minute. Similarly on approach at and below 1000
ft AGL sink rate shall not exceed 1000 ft/min.
8.3.1.8.3 Non-Precision Approach Descent Profile
Pilot must ensure the proper use of a stabilised constant descent profile during the final segment of a non-
ILS (including non-precision) approach to include:
c) Vertical Navigation (V-NAV);
d) Flight Path Angle (FPA);
e) Constant Path Angle (CPA);
f) Constant Angle Non-Precision Approaches (CANPA);
g) Other methods that provide a stabilised constant path angle for the final segment of an non-ILS
approach.
8.3.1.8.4 Visual Approach Requirements
a) In VMC and within the circling area of an airport a visual approach may be conducted either as a
straight-in or circling approach provided this type of approach is cleared by ATC.
b) To conduct a visual approach the reported ceiling must be at least 1,500 FT and the reported ground
visibility must be at least 5 Km. If the ground visibility is not reported, a flight visibility of 5km shall be
maintained. If at any time during such an approach visual reference is lost, the visual approach must be
terminated and a go-around carried out and the appropriate instrument approach conducted.
8.3.1.8.5 Climb & Descent Precautions – VAR 10.328, VAR APP 1 TO 12.153 (d)(4)(A)(40)

MANUAL VFR/IFR
15 Mar 2017
Unless otherwise specified in an air traffic control instruction, the flight crew shall use a rate less than
1500 ft/min (depending on the instrumentation available) throughout the last 300 m (1000 ft) of climb or
descent to the assigned level to avoid unnecessary airborne collision avoidance system (ACAS II)
resolution advisories in aircraft at or approaching adjacent altitudes or flight levels.
8.3.1.9 Stabilised Approach Requirements - VAR 10.375, VAR APP 1 TO 12.153 (d)(4)(A)(25)
a) Any significant deviation from the planned flight path, airspeed, or descent rate must be announced.
b) The decision to execute a go-around is no indication of poor performance.
Note: A landing must not be attempted from an unstable approach.
c) The final segment of a non-precision approach must be flown at a constant descent profile.
d) A minimum height for stabilized approach must not be less than 1000ft AAL on landing runway in IMC
and 500ft AAL on landing runway in VMC, and cross threshold at 50 ft.
e) An approach is considered stabilised when all of the following criteria are met:
1) The aircraft is on the correct flight path;
2) Only small changes of heading/pitch are required to maintain the correct flight path;
3) The aircraft speed is not more than approach speed target + 10 Kt and not less than Vref;
4) The aircraft is in the correct landing configuration (landing gear, wing flaps, speed brakes);
5) Rate of descent is no greater than 1,000 feet per minute (if an approach requires a rate of descent
greater than 1,000 feet per minute a special briefing must be conducted);
6) Power setting is appropriate for the aircraft configuration and is not bellow the minimum power for
approach as defined by the aircraft operating manual.
7) All briefings and checklists have been completed.
f) Specific types of approaches are stabilised if they also meet the following additional criteria:
1) ILS approaches must be flown within one (1) dot of the glideslope and localizer;
2) During a circling approach wings must be level on final when the aircraft reaches 300 feet above
airport elevation.
Note: An approach that becomes unstabilised below 1,000 FT above airport elevation in IMC or below
500 feet above airport elevation in VMC requires an immediate go-around.
g) The above criteria must be maintained through the rest of the approach for it to be considered a
stabilised approach. If the above criteria cannot be established and maintained at and below 500 FT
above airport elevation an immediate go-around must be initiated.
h) At 100 FT above airport elevation for all visual approaches the aircraft must be positioned so that the
flight deck is within, and tracking so as to remain within, the lateral confines of the runway’s extended
centre-line.
i) As the aircraft crosses the threshold it must be:

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1) Stabilised on target airspeed to within 10 Kt until arresting descent rate at flare;

2) On a stabilised flight path using normal manoeuvring;
3) Positioned to make a normal landing in the touch down zone.
j) If the above criteria cannot be maintained a go-around shall be initiated.
8.3.1.10 Missed Approach Procedure
8.3.1.10.1 General
Each pilot shall immediately execute an appropriate missed approach procedure when either of the following
conditions exist:
a) Whenever the required visual reference criteria is not met in the following situations:- VAR 10.500
1) When the aircraft is being operated below MDA; or
2) Upon arrival at the missed approach point, including a DH where a DH is specified and its use is
required, and at any time after that until touchdown.
b) Whenever an identifiable part of the aerodrome is not distinctly visible to the pilot during a circling
manoeuvre at or above MDA, unless the inability to see an identifiable part of the aerodrome results only
from a normal bank of the aircraft during the circling approach.
8.3.1.10.2 Mandatory Missed Approach
On all instrument approaches an immediate missed approach must be carried out if any of the following
occurs:
a) A navigation radio aid or flight instrument failure occurs that affects the ability to safely complete the
approach in instrument conditions;
b) When on ILS final approach in IMC and either the localiser and/or the glideslope indicator indicates full
deflection;
c) When the navigation instruments show significant disagreement and visual contact with the runway has
not been established;
d) On a radar approach radio communication is lost;
e) On reaching the published operating minima the required visual contact is not established; or
f) If the required visual reference is lost after the minimum.
8.3.1.11 Monitoring During Approach – VAR 10.497
a) On all approaches the PNF must monitor airspeed and rate of descent, particularly below 500 FT and
call if either is outside tolerance.
b) In adverse conditions the PNF should call height, airspeed and rate of descent each 100FT below
500FT.
8.3.1.12 Landing During Instrument Meteorological Conditions – VAR 10.497

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a) Pilot must not continue an approach-to-land when the flight visibility is less than the visibility prescribed in
the standard instrument approach procedure being used.
b) Pilot may not continue a precision approach to landing unless in compliance with operational procedures
that ensure the aircraft will cross the threshold by a safe margin with the aircraft in landing configuration
and attitude
8.3.1.13 Noise Abatement Procedure - VAR 10.320
a) Company shall establish appropriate operating departure and arrival/approach procedures for each
aircraft type in accordance with the following:
1) The operator shall ensure that safety has priority over noise abatement, and
2) These procedures shall be designed to be simple and safe to operate with no significant increase in
crew workload during critical phases of flight, and
3) For each aeroplane type two departure procedures shall be defined, in accordance with ICAO Doc.
8168 (Procedures for air navigation services, “PANS-OPS”), Volume I:
i) Noise abatement departure procedure one (NADP 1), designed to meet the close-in noise
abatement objective; and
ii) Noise abatement departure procedure two (NADP 2), designed to meet the distant noise
abatement objective; and
iii) In addition, each NADP climb profile can only have one sequence of actions.
b) Pilot prompted by safety concerns can refuse a runway offered for noise preferential reasons.
c) Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear.
d) PIC must not perform or no longer apply Noise Abatement Procedure, if conditions preclude the safe
execution of the procedure and the minimum required obstacle clearance.
e) Noise Abatement Departure Procedure (NADP)
Example:

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Maintain positive rate of climb.

Accelerate smoothly to en-route climb speed.
Retract flaps/slats on schedule
3000 ft
Minimum
Climb at V2+10 to 20 kt
Maintain reduced power
Maintain flaps/slats in Take-off configuration
800 ft Initiate power reduction at or above 800 ft

Minimum
Take-off thrust
V2+10 to 20 kt (Not at scale)
Runway
Figure 8.3.1- NADP 1: Procedure alleviating noise close to the aerodrome

Example:
Transition smoothly to en-route climb speed
3000 ft
Minimum
Not before 800ft and whilst maintaining a positive rate
of climb accelerate toward Green Dot and reduce
power with the initiation of the first flap/slat retraction,
Or
When flaps/slats are retracted and whilst maintaining a
positive rate of climb reduce power and climb at Green
800 ft
Dot + 10 to 20kt
Minimum
Take-off thrust
V2+10 to 20 kt
Runway
(Not at scale)
Figure 8.3.2- NADP 2: Procedure alleviating noise distant from aerodrome

8.3.1.14 Night Operation - VAR 10.313 (b)
PIC shall not cause an aircraft to take-off or land at an aerodrome at night for the purpose of commercial air
transport carrying passengers, unless there is adequate lighting to:
a) Determine the landing direction, and
b) Make a safe approach and landing.

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8.3.2. NAVIGATION PROCEDURES – VAR APP 1 TO 12.153 (d)(4)(A)(3)(4)

8.3.2.1. ROUTES AND AREAS OF OPERATION
a) Operations shall not conducted along such routes or within such areas, for where PBN (RNP),
MNPS, RVSM or RCP performance specifications, EDTO have been prescribed without a written
approval issued by the CAAV indicating - VAR 12.205 (a),VAR 10.363, VAR 12.007 (e).
1) The equipment, navigation, performance and communications capability of the aircraft satisfies
the requirements specified for such operations;
2) Ground facilities and services, including meteorological services, are provided which are
adequate for the planned operation;
3) Company has instituted appropriate procedures in respect of continued airworthiness
(maintenance and repair) practices and program; and
4) Company has instituted:
i) Appropriate flight crew procedures for operations in airspace.
ii) Appropriate maps and charts are available (see 8.1.12);
iii) If two-engine aeroplanes are used, adequate aerodromes are available within the
time/distance limitations (refer to EDTO 8.5 - Maximum diversion time).
b) Company shall operate an aircraft in airspace or on routes requiring a special authorization by the
CAAV, in accordance with the conditions of the procedures and restrictions required for this airspace.
Company shall conduct operating procedures specific to a given region are stated in the operations
manual or appropriate crew guidance. VAR 12.205 (b) VAR 10.363 (b)
c) Company and pilots involved shall provide an incident report in the form and manner prescribed by
the CAAV within 10 days of any deviation from the performance specifications of a route or
airspace. VAR 10.363 (c)
d) For each proposed route or area, there must be navigation systems and facilities capable of
navigating the aircraft: VAR 12.207 (a).
1) within the degree of accuracy required for ATC.
2) to the aerodromes in the operational flight plan within the degree of accuracy necessary for the
operation involved
e) Operations on route segments where the use of celestial or other specialised means of navigation
shall be approved by the CAAV. – VAR 12.207 (e)
8.3.2.2. IN-FLIGHT PROCEDURES
8.3.2.2.1 General
Following information details Company’s general policy with respect to Navigation Procedures. Detailed
procedures for each specific aircraft type are detailed in the applicable FCOM and Aircraft Standard
Operating Procedures.
a) Conventional Navigation: procedures are based on the availability of satisfactory ground navigation
aids, infrastructures (VOR, DME, NDB...), and aircraft navigation systems, which enable navaid to
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navaid navigation. Large safety margins mandated with respect to aircraft separation contribute to
airspace saturation in certain areas.
b) Area Navigation (RNAV) allows to navigate “point-to-point”, the aircraft position being determined by
the on board navigation system using the information from several navigation aids such as VOR/DME
or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the navigation aids. For
example, this allows to create approach constituated by a succession of non-aligned straight
segments. But in all cases, the path is geographically defined.
c) Inertial reference system (IRS) allows to extend this “Aera Navigation” further than the range of the
navigation aids.
d) The Performance Based Navigation (PBN): The Performance Based Navigation (PBN) concept
specifies RNAV system performance requirements in terms of accuracy, integrity, availability, continuity
and functionality needed for the proposed operations in the context of a particular Airspace Concept,
when supported by the appropriate navigation infrastructure. In that context, the PBN concept
represents a shift from sensor-based to performance-based navigation.
8.3.2.2.2 Navigation Data Management – VAR 12.191
a) The navigation database is updated on a 28 day cycle. It is the responsibility of engineering personnel
to ensure that updates are loaded prior to the effective date of the next cycle (Before the end of the
effective date of current navigation database) Before each flight, the validity date for the FMS navigation
database must be checked by flight crew. The navigation data could be out-of-date for a maximum of 10
calendar days. The flight can be continued with out-of-date navigation database provided that:
1) The procedures of the out of date navigation database changed in the current navigation
database are not used (The procedures not changed may be used), and
2) The current aeronautical information (Paper charts or e-charts) is used to check the database
navigation fixes (the coordinates, frequencies, status (as applicable)), and suitability of navigation
facilities required for the intended route, and
3) Apply following procedures during cockpit preparation:
i) Crosscheck, as applicable, RNAV/RNP, conventional SID, STAR, APPR procedures with the
current aeronautical information (Paper chart or e-charts).
- If the procedure intended to be flown is identical to the current aeronautical information
(Paper charts or e-charts): Use the procedure of the out of date navigation database.
- If the procedure intended to be flown is not identical to the current aeronautical information
(Paper charts or e-charts): Do not use the procedure of the out of date navigation database,
Use the procedure intended to be flown by manually tuning the radio navigation aids (VOR,
DME, ADF, ILS), or request the assistance of the Air Navigation Service Providers.
ii) For airways navigation, crosscheck the navigation database airways with the CFP
(Computerized Flight Plan) or with the current aeronautical information (Paper charst or e-
charts).
- If the complete airways is identical: Use the applicable airways of the out of date navigation
database.

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- If the airways is not identical: Insert new routings according to the current airways (CFP or
current aeronautical information).
b) The Company shall not employ electronic navigation data products that have been processed for
application in the air and on the ground unless the:
1) CAAV has approved the operator’s procedures for ensuring that the process applied and the
products delivered have met acceptable standards of integrity and that the
2) Products are compatible with the intended function of the equipment that will use them.
c) The Company shall implement procedures to ensure proper monitoring of the process and products.
d) The Company shall implement procedures that ensure the timely distribution and insertion of current
and unaltered electronic navigation data to all aircraft that require it.
8.3.2.2.3 FMS route/computer flight plan reconciliation
a) Prior to departure the position entered in the FMS must be checked by both pilots against Jeppesen
airport data or the displayed latitude and longitude at the aircraft’s gate position.
b) Prior to each departure the route displayed on the applicable page of the FMS must be checked with the
computer flight plan. One pilot is to read-out each waypoint name and the distance to the next waypoint
whilst the other pilot must check this information on the computer flight plan. A check of the FMS total
distance and the total distance displayed on the computer flight plan is also required.
c) If Company Routes are installed in the FMS the computer flight plan must be used as the master
document. If there is a discrepancy between the computer flight plan and the FMS Company Route, the
FMS route must be changed to reflect the route detailed in the computer flight plan.
8.3.2.2.4 Navigation process
a) After each departure the position of the FMS should be checked against radio aids to ensure accuracy
between the EHSI/ND map presentation and the required track. This check should be conducted at
regular intervals during flight when appropriate radio aids are available.
b) Either pilot may make entries into the FMS. However, FMS entries that change any of the following
must be confirmed by the other pilot prior to execution.
1) Change of the active waypoint.
2) Change of cruise altitude.
3) Change of waypoints within the active flight plan or the active route.
c) Pilots must be performed automation policy as the following:
1) Monitoring of the Auto-Flight System (AFS) by:
i) Cross-checking the status of AP/FD and A/THR modes (armed and selected) on Flight-mode
annunciator
ii) Observing the result of any target entry (on the AFS panel) on the related data as displayed
on the PFD or ND; and, Supervising the resulting AP/FD guidance and A/THR operation on
PFD and ND (e.g attitude, airspeed and airspeed trend, altitude, vertical speed, heading etc.)

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2) The use of an appropriate level of automation for the task, including manual flying
d) Prior to entering an area of long range navigation or EDTO, particularly over water or over remote
areas, a positive check aircraft position, fuel requirements and radio serviceability must be conducted.
e) The FMS is not to be used as a primary navigation reference during IFR flight below the lowest safe
altitude.
f) Navigation accuracy must be checked prior to approach and after prolonged flying except the aircraft
equipped GPS primary.
8.3.2.3 PERFOMANCE BASED NAVIGATION (PBN)
8.3.2.3.1 General Concept
a) The Performance Based Navigation (PBN) concept specifies a required level of navigation
performance, which is characterized by a navigation accuracy level associated with the considered
route or procedure. It is defined by a value “X”, which is the max lateral distance from the track
centerline that aircraft may deviate for 95% of flight time.
Typical examples of navigation performance:
Oceanic area (en-route): X = 10
Continental area (en-route): X = 5
Terminal area (SID or STAR): X = 1
Approach: X = 0.3
The value “X” is function of the type of Airspace/procedure and availability of ground navigation
aids or of GNSS.
b) The PBN concept includes:
1) RNAV navigation specifications, and
2) RNP navigation specifications
8.3.2.3.2 RNAV “X” Specifications
c) Area Navigation (RNAV) allows to navigate “point-to-point”, the aircraft position being determined by
the on board navigation system using the information from several navigation aids such as VOR/DME
or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the navigation aids. For
example, this allows to create approach constituated by a succession of non-aligned straight
segments. But in all cases, the path is geographically defined.
d) RNAV specifications are based on RNAV techniques. Consequently the navigation performance is
associated with the aircraft systems (Navigation, Guidance, Display), the flight crew training and the
type/location of navigations aids (ground Nav aids, GNSS).
e) Operators must ensure that Aircraft equipment (refer to AFM/FM) and flight crew training and Nav aids
availability comply with the required navigation performance level “X” before starting RNAV “X”
operations. An operational approval may be required by the authorities. Accuracy but also integrity,
availability and continuity must be considered.

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8.3.2.3.3 RNP “X” Specifications

a) RNP specifications is based on Required Navigation Performance (RNP) when in addition to the RNAV
capability, an on board monitoring and alerting system is implemented to warm the flight crew when the
actual navigation performance is insufficient.
RNP”X” = RNAV”X” + Monitoring + Alert
PBN
Performance Based
Navigation
Concept
RNAV RNP
Navigation Peformance Navigation Peformance
Without on board With on board
Performance Monitoring Performance Monitoring
and Alerting and Alerting
The RNP concept ensures that the aircraft remains contained within a specific volume of airspace, without
requiring an outside agent to monitor its accuracy and integrity.

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8.3.2.3.4 Airspace designation
Navigation Specifications
RNAV Specifications RNP Specifications
Designation Designation Designation Designation

RNAV 10 RNAV5 RNP 4 Basic-RNP 1
(RNP10) RNAV2 For Oceanic & For Terminal
For Oceanic RNAV1 Remote approach
and Remote For En Route Continental navigation
Continental & Terminal navigation application
navigation navigation applications RNP APCH
applications applications For approach
applications

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8.3.2.4 Navigation: RNAV/RNP

8.3.2.4.1 RNAV/RNP aircraft navigation systems
a) The certified capability and the approved FMGS modes of operation are given in the Aircraft Flight
Manual (AFM).
b) For aircraft without GPS PRIMARY, there is no such statement in the AFM as the RNP concept did not
exist at the time of certification. However, RNP-0.3 capability is usually accepted when the DME/DME
position can be ensured during the whole procedure.
8.3.2.4.2 Aircraft without GPS Primary
a) For these aircraft, navigation performance is function of the ground radio navaid infrastructure.
b) Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which
implies a time limitation in direct relation to the RNP value to be achieved.
8.3.2.4.3 Aircraft with GPS Primary
a) When GPS PRIMARY is available in flight, the on-board navigation performance exceeds the currently
known requirements for any kind of route, in Approach, the Alarm limit (AL) is set to 0.3 NM
(containment limit).
b) The availability of GPS PRIMARY, on any given route, is a function of the:
1) Satellite constellation configuration
2) Aircraft equipment
3) Aircraft’s geographical position
4) Required navigation accuracy
c) GPS avail ability
Depending on which type of RNP value is envisaged, and which type of navigation mode is available, a
pre-flight verification of GPS PRIMARY availability may be required when part of the planned route is
outside radio navaid coverage.
Example: If GPS accuracy is needed for a Non Precision Approach, at destination or at alternate, then
GPS availability at the ETA at this airport must be checked prior to departure.
d) GPS integrity
1) With the GPS PRIMARY function, the Receiver Autonomous Integrity Monitoring (RAIM) of
Honeywell FMS or the Autonomous Integrity Monitored Extrapolation (AIME) of Litton FMS
ensures navigation position integrity.
2) Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with:
i) 99.9 % probable maximum error, assuming a satellite failure.
ii) Guaranteed containment distance, even with undetected satellite failures.
iii) Comparison to an Alarm Limit (AL) function of the area of operation.

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8.3.2.5 RNAV/RNP Operations

a) The operational requirements and procedures are determined by the type of RNAV/RNP route or
airspace, and will be different for:
1) RNAV/RNP en route or terminal area within radio navaid coverage (RNAV/RNP-5, RNAV 2)
2) RNAV/RNP en route in oceanic or remote areas(RNAV/RNP-4/10)
3) SID/STAR based on RNAV/RNP (RNAV/Basic RNP-1/RNP-1)
4) RNAV approach based on RNAV/RNP (RNAV/RNP-0.3)
b) The level of performance (RNAV/RNP value) also has an effect on these operational requirements
and procedures, as well as the aircraft equipment (GPS or no GPS).
c) The Company has the responsibility to address the following steps before starting operations within
such a RNAV/RNP airspace:
1) Verify aircraft certification status
2) Collect adequate flight crew information
3) Establish MEL repercussions
4) Implement adequate flight crew training and Operation Manual repercussions
5) Apply for operational approval if required by national authorities. – VAR 10.363
6) Verify that the intended route is possible, if the navigation system is time-limited.
8.3.2.5.1 RNAV/RNP 5, RNAV 2 based on radio navaid infrastructure (continental enroute)
a) It is normally the responsibility of the airspace administration to support the required navigation
performance by providing the adequate navaid infrastructure. NOTAMs are expected to be published
when a navaid failure may affect the navigation performance on a given route.
b) The following steps must be implemted before operations in RNAV/RNP airspace:
1) Aircraft Certification status
The AFM/FM will reflect the certification status of the particular aircraft type.
2) Flight Crew Information
i) The company shall collect in the national AIPs the routes and airspace vertical and lateral
limits where RNP capability and procedures are implemented.
ii) Refer also to ICAO Doc 7030 Regional Supplementary procedures and to the information
published by the authority that administrated the specific airspace where flights are
intended. Particular contingency procedures in case of loss of RNAV/RNP-X capability may
also be published in above documents.
iii) In most cases, crew action will be to inform ATC, which may require the aircraft to leave the
RNAV/RNP airspace or to use routes that are based on conventional radio navigation.
iv) The company may have to complement its route manual or operations manual with the
above information.
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v) In order to inform the ATS in advance that the aircraft has the appropriate RNAV/RNP
capability, the letter “R” shall be added in the box 10 of the ICAO ATC Flight Plan.
3) MEL repercussions
Specific MEL requirements for this kind of RNP airspace are normally already covered by the basic
MMEL and general operational requirements like VAR.
4) Flight Crew Training and Operations Manual complement
Additional information to complement FCOM data, is provided below.
i) Loss of RNAV/RNP-X capability
- Normal FMS position monitoring with navaid raw data as described in FCOM must be
observed. Any discrepancy, between navaid raw data and FMS position, with a
magnitude of the order of the RNAV/RNP-X value shall be considered as a loss of
RNAV/RNP capability.
- If RNAV/RNP-X capability is lost the crew must advise the ATC, which may require the
aircraft to leave the RNP airspace.
ii) Conditions to enter the RNAV/RNP airspace
- RNAV/RNP airspace can be entered only if the required equipment is operative.
- Only one RNAV system is required to enter RNAV/RNP airspace within radio navaid
coverage, which means basically for that the following equipment is operative:
+ 1 FMS
+ 1 IRS
+ 1 (M) CDU
+ 1 VOR
+ 1 DME
+ 2 ND with flight plan (or 2 EHSI)
+ Navaid raw data on ND or DDRMI.
- The expected RNAV/RNP-X capability must be available. This is done in verifying that
the conditions of RNAV/RNP capability loss (see above) are not present.
5) Operational criteria for use of GPS stand-alone equipment in RNAV/RNP 5, RNAV 2 airspace
i) General Criteria
Approved GPS stand-alone equipment may be used for the purposes of conducting
RNAV/RNP 5, RNAV 2 operations. Such equipment should be operated in accordance with
procedures acceptable to the Authority. The flight crew should receive appropriate training
for use of the GPS stand-alone equipment for the normal and abnormal operating
procedures detailed below:

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ii) Normal Procedures: The procedures for the use of navigational equipment on RNAV/RNP
5, RNAV 2 routes should include the following:
- During the pre-flight planning phase, the availability of GPS integrity (RAIM) should be
confirmed for the intended flight (route and time). Dispatch should not be made in the
event of predicted continuous loss of RAIM of more than 5 minutes for any part of the
intended flight.
- Where a navigation data base is installed, the data base validity (current AIRAC cycle)
should be checked before the flight;
- Traditional navigation equipment (e.g. VOR, DME and ADF) should be selected to
available aids so as to allow immediate cross-checking or reversion in the event of loss
of GPS navigation capability.
iii) Abnormal Procedures in the event of loss of GPS navigation capability:
- In the event of loss of the RAIM detection function, the GPS stand-alone equipment may
continue to be used for navigation. The flight crew should attempt to cross-check the
aircraft position, where possible with VOR, DME and NDB information, to confirm an
acceptable level of navigation performance. Otherwise, the flight crew should revert to
an alternative means of navigation.
- In the event of exceedance of the alarm limit (erroneous position), the flight crew should
revert to an alternative means of navigation.
6) Operational Approval
The Airline national Authorities may by regulation leave to the Airlines the responsibility to
comply with RNAV/RNP 5, RNAV 2 airspace requirements or may require a documented
application for a formal operational approval.
8.3.2.5.2 RNP-4/10 in oceanic or remote areas (En-route)
a) Aircraft Certification Status
1) The RNP-4/10 capability of aircraft without a GPS Primary Navigation System is limited in time
since IRS/INS ground alignment or since last radio update when leaving the radio navaid
coverage.
2) This time limitation is based on an assumed 1.6 NM/h drift rate (cross track or along track
equivalent drift rate) with 95 % probability of IRSs or INSs installed on aircraft.
3) Therefore, a 6.2-hour limitation is normally accepted for RNP-4/10, starting from IRS/INS ground
alignment.
4) For aircraft equipped with FMS it is more advantageous to define a time limitation since last FMS
position radio update, but in this case the effect of the radio update accuracy on the time limit must
be assessed.
5) Considering that VOR/DME updating will occur first, and taking into account the time limit reduction
of FAA order 8400.12A §12, e, the time limit to maintain RNP-10 capability since last FMS radio
update will be 5.7 hours (6.2h-0.5h=5.7h).

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b) Flight Crew Information

1) The Airlines shall collect in the national AIPs the routes and airspace vertical and lateral limits
where RNAV/RNP capability and procedures are implemented.
2) Refer also to ICAO Doc 7030 Regional Supplementary procedures and to the information
published by the authority that administrated the specific airspace where flights are intended.
Particular contingency procedures in case of loss of RNP-X capability may also be published in
above documents.
3) In order to inform the ATS in advance that the aircraft has the appropriate RNP capability, the
letter “R” shall be added in the box 10 of the ICAO ATC Flight Plan.
c) Determination of time limitation for aircraft without GPS PRIMARY
1) If the navigation system has time limitation since last radio update the operator must define which
routes are in compliance with this limitation. For that purpose the wind en route shall be taken into
consideration.
2) A calculation can be performed for each flight but the operator may elect to make only one
calculation, taking into account the statistical wind on the route with 75 % probability.
d) MEL repercussions
The MEL requirements for operations within oceanic and remote areas impose two navigation systems,
which means basically 2 FMS, 2 (M)CDU, 2 IRS and 2 ND. The Airlines should review their MEL to
include the specific requirement of a particular RNP-10 airspace.
e) Flight Crew Training and Operations Manual complement
1) The use of the RNAV system is integrated in the Airbus, Boeing Type Rating Flight Crew training
course.
2) Additional information, which can be used by the airlines to complement to FCOM data, is given
here below.
i) Loss of RNAV/RNP-X capability
- Normal FMS position monitoring with navaid raw data as described in FCOM or
Operations Manual must be observed as long as the aircraft is still within radio navaid
coverage. Any discrepancy, between navaid raw data and FMS position, with a
magnitude of the order of the RNP-X value shall be considered as a loss of RNP
capability.
- The RNP-4/10 capability is maintained as long as flight time in IRS ONLY has not
exceeded 5.7 hours (8.3 hours with INS) or a duration acceptable to the authorities.
- If RNP-X capability is lost the crew must advise the ATC, which may require the aircraft
to leave the RNP airspace.
ii) Conditions to enter the RNP airspace
- RNP airspace can be entered only if the required equipment is operative.

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- In most cases two navigation systems must be operative before entering the RNP-10
airspace which means:
+ 2 FMS
+ 2 (M) CDU
+ 2 IRS
+ 2 ND (or 2 INS and 2 EHSI)
- The expected RNP-X capability must be available. This is done in verifying that the
conditions of RNP capability loss (see above) are not present.
- For aircraft without GPS, before leaving radio navaid coverage, the FMS navigation
accuracy must be verified.
iii) Operating procedures
- Flight planning: During flight planning, the flight crew should pay particular attentions to
conditions which may affect operations in RNP-4/10 airspace (or on RNP-4/10 routes).
These include, but may not be limited to:
+ Verifying that the aircraft is approved for RNP-4/10 operations;

+ That the RNP-4/10 time limit has been accounted for;
+ Verify that the letter “R” is annotated in Block 10 (Equipment) of the ICAO Flight Plan;
+ If any requirements to navigation system, operating restrictions must be considered to
+ RNP-4/10 operations
- Preflight procedures at the aircraft for each flight: The following actions should be
completed during preflight:
+ Review maintenance logs and forms to ascertain the conditions of equipment

required for flight in RNP-4/10 airspace or on an RNP-4/10 route. Ensure the
maintenance action has been taken to correct defects to required equipment.
+ During the external inspection of aircraft, particular attention should be paid to the
condition of navigation antenna and the condition of the fuselage skin in the vicinity of
each of these antenna (this check may be accomplished by a qualified and
authorized person other than the pilot, e.g. maintenance personnel).
+ Emergency procedures for operations in RNP-4/10 airspace or on RNP-4/10 routes
are no different than normal oceanic emergency procedures with one exception,
crews must be able to recognize and ATC advised when the aircraft is no longer able
to navigate to its RNP-4/10 approval capability.
iv) En route:
- At least, two Long Range Navigation systems capable of navigating to the RNP should
be operational at the oceanic entry point. If this is not the case, then the pilot should
consider an alternate routing which does not require that equipment or diverting for
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- Before entering oceanic airspace, the aircraft’s position should be checked as accurately
as possible by using external navigation aids (navaids). This may require distance
measuring equipment DME/DME and/or DME/VHF omnidirectional (VOR) checks to
determine navigation system errors through displayed and actual positions. If the system
is updated, the proper procedures should be followed with the aid of a prepared
checklist.
- Mandatory cross checking procedures should be performed to identify navigation errors
in sufficient time to prevent aircraft from inadvertent deviation from ATC cleared routes.
- Crews shall advise ATC of any deterioration or failure of the navigation equipment below
the navigation performance requirements or of any deviations required for a contingency
procedure.
f) Operational approval
The Airline national Authorities may by regulation leave to the Airlines the responsibility to comply with
RNP airspace requirements or may require a documented application for a formal operational approval.
8.3.2.5.3 Precision RNAV – PRNAV (Terminal airspace: arrival and departure)
Precision RNAV (Basic RNP-1/RNP-1) was implemented within European and US airspaces
a) In the European airspace, the PRNAV will be supported by the ground navaid infrastructure for FMS
radio-update. Therefore GPS will not be mandatory.
b) The operational requirements will be quite similar to the existing RNAV/RNP 5. PRNAV capability will
be first required to fly new RNAV SIDs and STARs.
c) RNAV SIDs and STARs procedures are becoming increasingly common, but in general these existing
RNAV procedures are not associated with a RNP level.
8.3.2.5.4 RNAV Instrument Approach Procedure - RNAV IAP (Approach)
a) RNAV approaches are now associated with GPS. It may be considered that RNAV approaches based
on ground Nav aid VOR DME or DME DME are no more used.
b) The term “RNAV IAP” covers different kinds of approaches:
1) RNAV approach, procedure, requiring VOR DME updating (no more used).
2) RNAV approach, requiring DME DME updating (very limited used).
3) RNAV GNSS or GPS approach requiring GPS updating.
4) RNAV approach with associated RNP value, with and/or without GPS also called Basic RNP IAP
(very limited used).
c) To fly RNAV approaches, aircraft must be equipped with a RNAV system, or FMS
d) RNAV approaches without GPS are possible, provided it has been verified that, for each specific
procedure, FMS navigation radio updating will support the required accuracy.

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8.3.2.5.4.1 RNAV (GNSS or GPS)

a) They require a FMS equipment with GPS position update and RAIM integrity or equivalent (Litton
AIME). These IAPs are sometimes published as GPS approaches but GPS Approach are progressively
renamed RNAV (GNSS or GPS)
b) All Boeing/Airbus aircraft with the GPS PRIMARY function can fly this kind of IAP.
c) These approaches are necessarily coded in the WGS 84 co-ordinates system
8.3.2.5.4.2 RNAV (RNP)
a) RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that the aircraft
position error must be less than 0.3NM, with a probability of 95%.
b) Normally, an FMS with GPS updating is required to demonstrate RNP-0.3, but the same RNP value
can be achieved by an FMS with DME/DME updating, provided the density of DME ground facilities is
sufficient to support it.
c) If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP-0.3 RNAV
approaches without GPS. Specific DME may need to be operative (NOTAM).
d) All Boeing, Airbus aircraft with the GPS PRIMARY function can fly this type of IAP.
8.3.2.5.4.3 RNP APCH
Both RNAV (GNSS or GPS) and RNAP (RNP) approaches are merging in a single category: RNP APCH
(refer to ICAO PBN Manual)
8.3.2.5.5 RNAV IAP operational approval
a) RNAV IAP operational approval may be required by the national Authorities in order to perform RNAV
approaches.
b) This operational approval may be generic for any type of RNAV IAP, or specific for designated
approach procedures, depending on the type of airborne navigation equipment.
c) Typically, when the aircraft is equipped with GPS PRIMARY, a generic approval should be obtained for
any type of RNAV IAPs published in the WGS 84 co-ordinates system. Conversely, RNP-0.3 RNAV
approach procedures based on DME/DME position updates, should be the subject of an operational
approval for each individual approach, unless specifically granted on the published approach chart.
8.3.2.5.6 RNAV Training and documentation
a) Flight crews are extensively trained to use this system from their first type rating course, and from
routine use of the system.
b) The FCOM gives the necessary system description information, and the corresponding procedures for
using the RNAV system.

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8.3.2.5.7 Flight crew procedures (RNAV approach)

Flight crew procedures in FCOM and SOP.
8.3.2.5.8 Crew reporting
The crew must report any lateral or vertical NAV guidance abnormally to the Safety – Quality and
Security Department and Operation Control Center. The report must be fully documented for further
investigation and corrective actions:
a) Approach designation and airport.
b) A/C type, MSN, GW, wind/temp.
c) Navigation database cycle.
d) Pilot selections, FMA, ND, MCDU displays.
e) Description of anomaly, flight path.
f) DFDR/QAR reading.
8.3.2.6 Vertical Navigation
a) See 8.3.2.7 (RVSM) and 8.3.3 (Altimeter setting).
b) Thanks to RNAV capability it is possible to specify an elevation to any point defined only by its
coordinates (WGS84 compliant). This elevation can be an altitude constraint (Above, At or Below). It is
also possible to define a succession of segments with specific constraints altitudes or to define the
slope of a segment. Improvement in Navigation, Guidance and Display functionalities allow a vertical
guidance and a monitoring of the slope. This allows conducting an approach with a specific slope
without ILS or a trajectory with a constant descent-angle following non-aligned straight segments or a
curve.
c) For the vertical navigation, the system compares the vertical position (barometric altitude) with the
desired vertical profile and associated elevations. This type of vertical navigation is called “BARO
VNAV”.
d) All Boeing, Airbus FBW aircraft are approved for BARO VNAV use in approach (FINAL APP mode).
e) Due to the vertical flight path’s definition, vertical navigation accuracy is influenced by:
1) The along flight path horizontal position accuracy.
2) The baro-altitude accuracy, including the effect of temperature (ex: low OAT).
8.3.2.7 Reduced Vertical Separation Minimum – RVSM- VAR 10.363 (c)
8.3.2.7.1. General concept
a) RVSM airspace is defined as an airspace or route where aircraft are vertically separated by 1000 feet
(rather than 2000 feet) between FL 290 and FL 410 inclusive.
b) The objective is to increase the route capacity of saturated airspace, while maintaining (at least) the
same level of safety.
c) This can be achieved by imposing strict requirements on equipment and on the training of psersonnel,
flight crews and ATC controllers. As part of the RVSM program, the aircraft “altitude-keeping
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performance” is monitored, overhead specific ground-based measurement units, to continuously verify

that airspace users are effectively applying the approved criteria and that overall safety objectives are
maintained.
d) Some countries or UIR have their own vertical separation rules and specific RVSM FLs. China is an
example of country having their own vertical separation rules:
e) Flight levels PR of China rule:
Table 8.3.1 - Flight levels PR of China rule
180º - 359º 360º - 179º

ft (x100) metres ft (x100) metres
20 600 30 900
39 1 200 49 1 500
59 1 800 69 2 100
79 2 400 89 2 700
98 3 000 108 3 300
118 3 600 128 3 900
138 4 200 148 4 500
157 4 800 167 5 100
177 5 400 187 5 700
197 6 000 207 6 300
217 6 600 226 6 900
236 7 200 246 7 500
256 7 800 266 8 100
276 8 400 291 8 900
301 9 200 311 9 500 RVSM in
321 9 800 331 10 100 China
341 10 400 351 10 700
361 11 000 371 11 300
381 11 600 391 11 900
401 12 200 411 12 500
430 13 100 430 13 700

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8.3.2.7.2. Aircraft certification status

All Boeing, Airbus aircraft have RVSM capability. The minimum required equipment for RVSM is:
a) Two independent altitude measurement systems
b) One secondary surveillance radar transponder
c) One altitude alerting system
d) One automatic altitude control system
8.3.2.7.3. MEL requirements
Company have to refer to the AFM/FM in preparing their MEL.
8.3.2.7.4. RVSM operations - VAR 12.040
a) Operational approval - VAR 10.363 (a)
Before operating RVSM airspace, approval from operator national Authorities must be obtained - VAR
12.040 (a).
For that the following items must have been addressed:

1) Each aircraft type that an operator intends to use in RVSM is certified for RVSM - VAR 12.040 (c)(1):
i) The RVSM SB has been successfully implemented.
ii) The Equipment standard is adequate.
2) The Operational Documentation has been amended - VAR 12.040 (c)(2):
i) The FCOM includes the necessary information and procedures
ii) The MEL has been revised to comply with the AFM/FM list of required equipment.
iii) The route documentation includes the specific requirements of the airspace being flown.
iv) Flight crews have received adequate instruction, and briefing notes.
v) The Maintenance program has been reviewed for RVSM, and Maintenance documentation has
been amended.
b) RVSM procedures- VAR 12.040 (c)(3)
The specific procedures for operations in RVSM airspace are published in the FCOM and SOP.
The general procedures as follows:
1) Flight planning and Pre-flight:
i) Check that the aircraft is capable of RVSM.
- The aircraft is approved for RVSM
- The required equipment for RVSM is operative (MEL).
- No maintenance log entry concerning defects, which may affect the RVSM capability.
Corrective actions have been performed if necessary.
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ii) During the external inspection of aircraft, particular attention should be paid to the condition of
static sources and the condition of the fuselage skin near each static source and any other
component that affects altimetry system accuracy. This check may be accomplished by a
qualified and authorised person other than the pilot (e.g a flight engineer or ground engineer);
iii) Check on ground that at least two main altitude indications are within the tolerances given in the
FCOM (should not exceed 23m (75 ft)).
iv) Review weather forecast with particular attention on severe turbulence, which may affect the
aircraft altitude keeping performance required for RVSM.
v) The letter W is written in field 10 of ATC Flight Plan to indicate RVSM capability. If non-RVSM
compliant, carry extra fuel for FL280 or below in RVSM airspace
2) Prior to RVSM airspace entry:
i) The following equipment should be operating normally at entry into RVSM airspace:
- Two primary altitude measurement systems
- One auto-pilot altitude-control system
- One altitude-alerting device
- One operating transponder
ii) Should any of the required equipment fail prior to the aircraft entering RVSM airspace, the pilots
should request a new clearance so as to avoid flight in this airspace
3) Within RVSM Airspace:
i) Flight crews will need to comply with any aircraft operating restrictions, if required for the specific
aircraft group, e.g. limits on indicated Mach number, given in the RVSM airworthiness approval.
ii) Emphasis should be placed on promptly setting the sub-scale on all primary and standby
altimeters to 1013.2 (hPa)/29.92 in.Hg when passing the transition altitude, and rechecking for
proper altimeter setting when reaching the initial cleared flight level;
iii) In level cruise it is essential that the aircraft is flown at the cleared flight level. This requires that
particular care is taken to ensure that ATC clearances are fully understood and followed. The
aircraft should not intentionally depart from cleared flight level without a positive clearance from
ATC unless the crew are conducting contingency or emergency manoeuvres;
iv) When changing levels, the aircraft should not be allowed to overshoot or undershoot the cleared
flight level by more than 45 m (150 ft);
Note: It is recommended that the level off be accomplished using the altitude capture feature of
the automatic altitude-control system, if installed.
v) An automatic altitude-control system should be operative and engaged during level cruise,
except when circumstances such as the need to re-trim the aircraft or turbulence require
disengagement. In any event, adherence to cruise altitude should be done by reference to one of
the two primary altimeters. Following loss of the automatic height keeping function, any
consequential restrictions will need to be observed.
vi) Ensure that the altitude-alerting system is operative;
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vii) At intervals of approximately one hour, cross-checks between the primary altimeters should be
made. A minimum of two will need to agree within ±60 m (±200 ft) and tolerance given in FCOM.
Failure to meet this condition will require that the altimetry system be reported as defective and
notified to ATC;
- The usual scan of flight deck instruments should suffice for altimeter crosschecking on most
flights.
- Before entering RVSM airspace, the initial altimeter cross check of primary and standby
altimeters should be recorded
Note: Some systems may make use of automatic altimeter comparators.
viii) In normal operations, the altimetry system being used to control the aircraft should be selected
for the input to the altitude reporting transponder transmitting information to ATC.
ix) If the pilot is advised in real time that the aircraft has been identified by a height monitoring
system as exhibiting a TVE greater than ±90 m (±300 ft) and/or an ASE greater than ±75 m
(±245 ft) then the pilot should follow established regional procedures to protect the safe
operation of the aircraft. This assumes that the monitoring system will identify the TVE or ASE
within the set limits for accuracy.
x) If the pilot is notified by ATC of an assigned altitude deviation which exceeds ±90 m (±300 ft)
then the pilot should take action to return to cleared flight level as quickly as possible.
4) Post flight:
i) Report any malfunction or deviation in relation with the altitude keeping capability and any failure
of the required equipment for RVSM. In making technical log entries against malfunctions in
height keeping systems, the pilot should provide sufficient detail to enable maintenance to
effectively troubleshoot and repair the system. The pilot should detail the actual defect and the
crew action taken to try to isolate and rectify the fault.
ii) The following information should be recorded when appropriate:
- Primary and standby altimeter readings.
- Altitude selector setting
- Sub-scale setting on altimeter.
- Auto-pilot used to control the aeroplane and any differences when an alternative auto-pilot
system was selected.
- Differences in altimeter readings, if alternate static ports selected
- Use of air data computer selector for fault diagnosis procedure.
- The transponder selected to provide altitude information to ATC and any difference noted
when an alternative transponder was selected.
5) In-flight abnormal procedures
When flying within RVSM airspace, the ATC must be informed in case of:
i) Failure of both APs.

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ii) Loss of altimeter indication redundancy. Only one main indication remains.
iii) Excessive discrepancy of altitude indications without means of determining which indication
is valid.
iv) Encounter with severe turbulence
v) Abnormal situation, preventing the aircraft from maintaining the assigned FL.If one AP is
unable to keep the assigned altitude, select the other AP.
8.3.2.7.5. RVSM monitoring - VAR 12.04 (d)(1)(2)
a) The PIC must report to Operation Control Center and the Safety – Quality and Security Department, the
Safety – Quality and Security Department must report to CAAV within 72 hours when the deviation
exceeds:
1) A total Vertical Error of 300 feet (for example, measured by an HMU).
2) An Altimetry System Error of 245 feet.
3) An Assigned Altitude Deviation of 300 feet.
b) These errors, caused by equipment failures or operational errors, may lead the responsible Authority to
suspend or revoke the Airline’s RVSM approval.
c) It is therefore important for the Company to report any poor height-keeping performance and to indicate
which corrective actions have been taken.
8.3.2.8 Minimum Navigation Performance Specification – MNPS - VAR 10.363 (b)(c)
Procedures for North Atlantic Minimum Performance Standards (MNPS) are detailed in the Part B -
B777/787/A330/A350 Standard Operating Procedures and North Atlantic MNPS Airspace Operations
Manual.
8.3.2.9 Pacific Regions
(TBD)
8.3.2.10 Polar Navigation
(TBD)

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8.3.2.11. CNS/ATM – FANS

8.3.2.11.1. CNS/ATM global concept
a) The aim of FANS (Future Air Navigation System) is to solved problems met today, dealing with:
1) Inadequacy of voice HF communications;
2) The growth in traffic in non radar areas; and
3) Traffic congestion that causes delays.
b) FANS is also called CNS/ATM:
1) C: Communication
2) N: Navigation
3) S: Surveillance
4) ATM: Air Traffic Management
c) This CNS/ATM concept requests an extensive use of data links and satellites for Communication,
Navigation, Surveillance and Air Traffic Management purposes.
d) Numerous actors play in this global end-to-end concept, which can be seen as a chain linking a pilot
and a controller. Although most of these actors are independent entities (e.g. Air Traffic Services
organisations or communication service providers) the proper interoperability of all of them is the key
factor for the right operation of the system.
e) The air/ground data communications can be made through the three following communication media:
1) VHF
2) SATCOM
3) HF
Communication Navigation
Satellites (Satcom) Satellites
(GNSS)
Space
Air
Ground
Ground-based radios
Satcom (VHF & HF) Transponder
Ground Network for
Data Communications
Differential
GNSS station
Airline Information ATC

Host Service Center

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a) Communications - C
1) Operationally speaking, the biggest change provided by FANS is the way pilot and controllers
communicate. In addition to the classical VHF and HF voice, and to the more recent satellite voice,
digital CPDLC (Controller Pilot Data Link Communications) is used as a primary communication
means in some airspaces (mainly oceanic and remote areas).
2) CPDLC is a powerful means to sustain ATC communications in oceanic or remote areas. CPDLC
gets rid of drawbacks of HF voice (e.g. poor transmission quality, language barrier, transmission
time, indirect link with ATC via radio operators, workload reduction for both ATC controllers and flight
crews). CPDCL is also becoming an additional tool to overcome VHF congestion in some busy
TMAs and to improve the traffic flow (e.g. deployment of ATN in Europe).
3) Ground-ground communications are also part of the concept. They serve to link and to co-ordinate in
between different ATC service organisations (or services of the same ATC) and AOC (Airline
Operational Centre). AFTN (Aeronautical Fixed Telecommunications Network), voice or AIDC (ATS
Inter-facility Data Communications) ensure these communications.
b) Navigation - N
1) FANS routes or air spaces are associated with a given RNP (Required Navigation Performance)
value. This RNP is a statement on the navigation performance accuracy necessary for operation in
this air space (See 8.3.2.3 - RNP). It is defined by the relevant ATS of the concerned area. In the
South Pacific region, for instance, flying a Los Angeles - Sydney FANS route requires the RNP 10
capability.
2) The combination of RNP with CPDLC and ADS-C enables the reduction of procedural separations
(longitudinal and lateral) down to 30 NM. Therefore, airspace capacity is increased and aircraft have
more flexibility to fly in these airspaces.
c) Surveillance - S
1) Different types of surveillance may be found. Wherever radar coverage is possible, SSR modes A, C
and S are used. Mode S with Elementary Surveillance (ELS) and Enhanced Surveillance (EHS)
provides a lot of surveillance data to ATC.
2) In addition to the conventional SSR modes, ATC can retrieve the aircraft position and other
surveillance data thanks to the Automatic Dependent Surveillance (ADS).
3) There are two kinds of ADS: ADS-Broadcast (ADS-B) and ADS-Contract (ADS-C).
i) ADS-B
- ADS-B automatically broadcasts surveillance data towards ATC and other aircraft.
- From an ATC perspective, ADS-B is a promising technology to complement or replace SSR. In
various places in the world (Australia, Canada, Europe, US, Asia), ADS-B enables SSR-like
surveillance services. ADS-B covers continental areas where ADS-B ground stations can be
easily installed. ADS-B is less expensive than SSR in terms of installation and maintenance,
and promises to be more effective than SSR.
- From an aircraft perspective, ADS-B enhances the traffic situational awareness (e.g. display of
flight numbers and tracks of surrounding aircraft). This enhanced traffic situational awareness

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helps the flight crew better understand ATC instructions in a busy airspace or anticipate flight
planning (e.g. flight level change when flying in OTS).
ii) ADS-C
In oceanic or remote areas, ATC applies procedural separations (e.g. 10-min longitudinal
separation) and flight crews have to regularly report the position of their aircraft. Thanks to ADS-
C, position reports are automatically done via data link. Flight crews are no more required to
perform voice position reports. ATC controllers have clear position reports that are plotted on a
screen. ADS-C is an end-to-end connection between an aircraft and the ATC centre. A contract
is established between the aircraft avionics and the ATC centre to determine the type of position
reports (i.e. on event, on demand, or periodical). ADS-C enables to reduce longitudinal and
lateral separations (e.g. 80 NM down to 30 NM).
d) Air Traffic Management - ATM
Under this term is grouped a large set of methods to improve the management of all the parts of the air
traffic, e.g. traffic flow management, strategic (long term) and tactical (short term) control or air traffic
services. New methods are developed and progressively implemented to provide greater airspace
capacity to cope with the large increase of air traffic demand. A close co-operation of ATS, crews and
airline operational centres, is expected to be reached through data communications, and automated
sharing of real-time information. CPDLC, ADS and AOC/ATC inter-facility link are some of the tools
used to support new ATM methods such as Collaborative Decision Making (CDM). The aim of CDM is to
enable the corresponding actors (crews, controllers and airline operations) involved in ATM system, to
improve mutual knowledge of the forecast/current situations, of each other constraints, preferences and
capabilities, so as to resolve potential problems.
8.3.2.11.2. FANS
a) FANS A
FANS A ensures data link communication (CPDLC) and surveillance (ADS-C) with ATC in oceanic and
remote areas over the ACARS network. With FANS A, the flight crew uses CPDLC to directly
communicate with ATC (e.g. request, response to clearance, etc) instead of using the HF voice. Thanks
to ADS-C, the aircraft position is automatically reported to ATC. Therefore, the flight crew is not required
to report the aircraft position.
b) FANS B
FANS B ensures data link communication (CPDLC) with ATC in continental areas with high density of
traffic. It uses a new ATS network called Aeronautical Telecommunication Network (ATN). ATN is
compliant with ICAO requirements in terms of performances and reliability. Conventional SSR or new
ADS-B ground stations ensure the surveillance. The deployment of ATN is in progress and data link
capability over ATN (e.g. FANS B) is expected to be mandatory by 2011 in Europe.
c) FANS Operations
1) Aircraft setting
i) Data communication are ensured by Datalink service provider(s) between the concerned Aircraft
and the following entities:
- ATC (Air Traffic Control) Centres

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- Information services
- Airline Operations Centres
- Or part of them in function of the operated area or the required services.
ii) For these reasons before starting FANS operations, the operator must:
- Sign contract(s) with Datalink service provider(s) (DSP)
- Declare aircraft to these Datalink services providers
- Declare aircraft and its FANS capability to ATC centres of the operated routes
- Configure adequately the aircraft avionics
- Obtain operational approval
iii) The aircraft configuration needs to be adapted accordingly to the selected datalink service
providers.
2) FANS A Operations
i) FANS A is being implemented progressively on oceanic or remote areas.
ii) As explained above:
- CPDLC replaces HF communication between pilots and ATS centres
- ADS-C allows surveillance managed by ATS centres requesting aircraft to automatically send
reports.
iii) Some oceanic areas and some specific routes have implemented CPDLC and ADS-C
iv) CNS/ATM procedures are depending of the ATS regions (FIR/UIR).
v) For FANS A operations, there are two main operational manuals to cover FANS procedures in
worldwide FIR/UIR:
- For the North Atlantic (NAT) airspaces, the “Guidance Material for ATS Data Link Services in
North Atlantic Airspace” is applicable.
- For all other regions in the world, the “FANS 1/A Operations Manual” is applicable.
vi) For the time being, the carriage of FANS A equipment is mandatory only for Chinese routes
(L888, Y1, Y2, and Y3) and for the Russian polar route A218.
3) FANS B Operations
i) FANS B was designed for data link operations over ATN (Aeronautical Telecommunication
Network).
ii) For the time being, the implementation of ATN for CPDLC purposes is limited to Europe.
Maastricht UAC is already operational and other airspaces will progressively follow.
iii) FANS B is used for Controller Pilot Data Link Communication (CPDLC). It is restricted to non-
time critical situation.
iv) Three services are provided:
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- The ATC Clearance (ACL) to enable the communication between flight crews and controllers;
- The ATC Communication Management (ACM) service to manage the centre transfers,
- The ATC Microphone Check (ACM) to check that the voice frequency is not blocked.
v) Eurocontrol specifies Fans B operations in the manual: "Flight Crew Data Link Guidance for Link
2000+ Servic

8.3.3 /P 1
Altimeter Setting
MANUAL 15 Mar 2017
8.3.3 ALTIMETER SETTING

8.3.3.1 General principles
a) Altimeter Setting procedures are defined in part VI of ICAO "Aircraft operations" DOC 8168-OPS/611
and in part II of ICAO "Rules of the Air and Traffic Services" DOC 4444-RAC/501/12.
b) Aircraft altimeter system is described in FCOM systems description volume -"Instruments" and
associated procedures are given in FCOM Standard Operating Procedures (SOP) or Normal
Procedures.
c) Altimeter tolerances are given in FCOM.
d) All altimeter misreading are to be treated as reportable incidents.
8.3.3.2 Type of Altimeter settings
a) The three different types of altimeter settings are QNH, QFE and QNE. QNE is also refer to as
“Standard” (1013.25 hPa / 29.92 inHg).
b) As indicated below, each setting will result in a altimeter indication which provide a measure of the
vertical distance with regard to the ICAO Standard Atmosphere (ISA) above the particular reference
datum shown.
Table 8.3.2- Altimeter Setting
Altimeter setting Reference Datum Altimeter indication
QNE (Standard) 1013.25hPa/ 29.92 inHg Flight Level
QNH Local mean sea level pressure Altitude
QFE Aerodrome elevation Height above aerodrome
8.3.3.3 Serviceability Checks

Both altimeters are to be set to the airport QNH and should indicate within the tolerances given in FCOM
(not exceed ±75 FT of airport elevation and within 50 FT of each other).
8.3.3.4 Setting procedures - VAR 10.333
a) When changing an altimeter setting, each pilot will call out the new setting and check altitudes.
When receiving an altitude clearance, set immediately the assigned/cleared altitude.
b) Take-off and climb:
1) All take-off will be performed with altimeters set on QNH.
2) When passing the transition altitude, altimeters will be set to standard (1013.25 hPa) and baro
settings and altitude readings will be cross-checked.

8.3.3 /P 2
Altimeter Setting
MANUAL 15 Mar 2017
c) Cruise
1) If cruising below or at transition altitude, both pilot altimeters will be on :
i) The current reported QNH altimeter setting of a station along the route and within 160 km (100
nm) of the aircraft;
ii) The current reported QNH altimeter setting of a nearby station, if there is not a station along
the route
2) If cruising above the transition altitude, both altimeter will be on Standard (1013.25 hPa).
d) Descent
At transition level both pilot reset their altimeter on the appropriate QNH.
8.3.3.5 Altimeter Discrepancies in Flight
a) Except on aircraft fitted with three Air Data Reference (ADR) systems, where a faulty system can be
identified, if a difference between altimeter readings occurs during climb or cruise, the average of the
two readings should be used to determine the flight level or altitude.
b) When a different altimeter reading occurs during the descent and approach phases, the lower reading
altimeter will be used to determine safety heights and critical heights.
c) However, the glide path height check at the outer markers will be used as a further check, bearing in
mind that the glide slope itself may be inaccurate.
8.3.3.6 Temperature Correction
a) Pressure altimeters are calibrated to indicate true altitude under International Standard Atmosphere
(ISA) conditions. Temperature deviation from ISA results in erroneous readings on pressure altimeters.
b) When the temperature is lower than standard, the true altitude is less than indicated altitude.
c) Depending on the amount of temperature deviation (on the colder side) and amount of height to be
corrected for, significant deviations between indicated and true altitude can occur in conditions of
extreme cold weather where terrain clearance is a consideration, corrections should be calculated and a
higher indicated altitude established and flown. Values to be added to the published altitudes are given
in 8.1.1.3.1.
8.3.3.7 Flight Level Tables – Semi-Circular Rule
Jeppesen en-route charts, Jeppesen airway manual, onboard metric/feet conversion table shall be used in
areas that using metric flight level.
8.3.3.8 Metric altimetry
a) Before commencing a flight the PIC must ensure that current maps, charts and associated
documentation are available to cover the intended operation of the aeroplane including any diversion
which may reasonably be expected. This shall include any conversion tables necessary to support
operations where metric heights, altitudes and flight levels must be used.
b) Before beginning a flight from, to or over regions where metric altimetry is used, the PIC must ensure
that ft/meter conversion means are available to the flight crew. The conversion can be done thanks to
an aircraft system or tanks to paper conversion tables.

8.3.3 /P 3
Altimeter Setting
MANUAL 15 Mar 2017
8.3.3.9 QFE operation

Before beginning a flight from, to or over regions where QFE is used for operations, the PIC must ensure
that QFE/QNH conversion means are available to the flight crew.
8.3.3.10 IFR Flight Level tables - Semi circular rules
a) Not applicable for RVSM spaces (See 8.3.2.7)
Table 8.3.3 - Flight levels ICAO rule
180º - 359º 360º - 179º

ft (x100) metres ft (x100) metres
10 300
20 600 30 900
40 1 200 50 1 500
60 1 850 70 2 150
80 2 450 90 2 750
100 3 050 110 3 350
120 3 650 130 3 950
140 4 250 150 4 450
160 4 900 170 5 200
180 5 500 190 5 800
200 6 100 210 6 400
220 6 700 230 7 000
240 7 300 250 7 600
260 7 900 270 8 250
280 8 550 290 8 850
310 9 450 330 10 050
350 10 650 370 11 300
390 11 900 410 12 500
b) Some countries or FIR/UIR may have their own FL semi-circular rules. Ex:Chile, China, Tel Aviv FIR,
Mongolia, Russia …
c) For Reduced Vertical Separation Minimum (RVSM), (see 8.3.2.7).

MANUAL Altitude Alerting System
15 Mar 2017
8.3.4 ALTITUDE ALERTING SYSTEM – VAR APP 1 TO 12.153 (d)(4)(A)(20)

a) The Altitude Alert System is described in the applicable FCOM – Systems Volume.
b) The altitude alert system is to be used to record cleared altitudes and not as a reminder device for
transition levels or reporting altitudes.
c) When climb/descent constraints are part of a departure/arrival clearance, constraint altitude(s) should
be set in the altitude alert system (selected altitude window) even though such constraints are also
entered in the FMS (as applicable).
d) When it is necessary to change the selected altitude, the PNF will make the change cross checked by
the PF.
e) In the case of an instrument approach the missed approach altitude must be set in the altitude alert
system once cleared for final or at the commencement of final approach.

FLIGHT OPERATION INSTRUCTIONS AND PROCEDURES 8.3.5 /P 1
FLIGHT OPERATIONS Ground proximity warning system Rev 00

MANUAL and terrain avoidance warning system 15 Mar 2017
8.3.5 GROUND PROXIMITY WARNING SYSTEM AND TERRAIN AVOIDANCE WARNING SYSTEM
(GPWS/TAWS) – VAR APP 1 TO 12.153 (d)(4)(A)(30)
8.3.5.1 General Principles
a) It is the responsibility of the flight crew to maintain horizontal and vertical situational awareness at all
times.
b) The Ground Proximity Warning System (GPWS/EGPWS) 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).
c) An aircraft must not be operated if it is not equipped with a Ground Proximity Warning System (GPWS).
It must automatically provide, by means of aural signals, which may be supplemented by visual signals,
timely and distinctive warning to the flight crew of sink rate, ground proximity, altitude loss after take-off
or go-around, incorrect landing configuration and downward glide-slope deviation.
d) An aircraft must not be operated if it is not equipped with a predictive terrain hazard warning function
(Terrain Awareness/Avoidance and Warning System – TAWS). The terrain awareness and warning
system must automatically provide the flight crew, by means of visual and aural signals and a Terrain
Awareness Display, with sufficient alerting time to prevent controlled flight into terrain events, and
provide a forward looking capability and terrain clearance floor.
8.3.5.2 Procedure
a) Procedures associated with GPWS/EGPWS activation are described in the applicable FCOM –
Emergency/Non-Normal Section and the QRH and can be summarised as follows:
1) Ideally, preventative actions must be taken before a GPWS/EGPWS warning;
2) The response by the pilot flying must be immediate with an aggressive pull-up manoeuvre utilising
the maximum performance of the aircraft;
3) The pilot not flying must monitor and call the radio altitude and its trend throughout the terrain
avoidance manoeuvre;
4) The pull-up manoeuvre must be continued at maximum climb performance of the aircraft until the
warning has ceased, as indicted by a steadily increasing radio altimeter reading.
b) It is the responsibility of the PIC to develop and implement a plan which employs all available resources
to ensure adequate terrain clearance.
c) When undue proximity to the ground is detected by any flight crewmember or by a ground proximity
warning system, the PIC 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.
d) The GPWS must be “ON” from take-off until landing.
e) The GPWS may not be deactivated (by pulling the circuit breaker or use of the relevant switch) except
when specified by approved procedures.
f) When a warning occurs during daylight VMC conditions, if positive visual verification is made that no
hazard exists, the warning may be considered cautionary. A go-around shall be initiated in any case if
cause of warning cannot be identified immediately.
FLIGHT OPERATION INSTRUCTIONS AND PROCEDURES 8.3.5 /P 2
FLIGHT OPERATIONS Ground proximity warning system Rev 00

MANUAL and terrain avoidance warning system 15 Mar 2017
g) Any GPWS/EGPWS activation must be subject to a incident report forwarded to the Safety - Quality
Department. Where an activation indicates a possible technical malfunction of the system an
appropriate entry should be made in the Technical Log.
h) Pilots shall be aware of the possibility that a nuisance warning may be generated by an aircraft flying
below (up to 6500 ft) e.g. during a holding.
i) Only Enhanced GPWS (EGPWS) also called TAWS (Terrain Avoidance and Warning System) have 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.
j) 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

MANUAL TCAS
15 Mar 2017
8.3.6 TCAS – VAR 10.110(d), VAR APP 1 TO 12.153 (d)(4)(A)(31)

a) All company aircraft must be equipped with TCAS II version 7.0 or 7.1 (ACAS II)
b) The Traffic and Collision Avoidance System is described in the applicable FCOM Systems Volume.
c) When ACAS is installed and serviceable, it shall be used in flight in a mode that enables Resolution
Advisories (RA) to be produced unless to do so would not be appropriate for conditions existing at the
time.
d) When undue proximity to another aircraft (RA) is detected by ACAS, the PIC or the pilot to whom
conduct of the flight has been delegated (must) ensure that (any) corrective action indicated by the RA
is initiated immediately, (unless doing so would jeopardize the safety of the aircraft).
e) The corrective action must:
1) Never be in a sense opposite to that indicated by the RA
2) Be in the correct sense indicated by the RA even if this is in conflict with the vertical element of an
ATC instruction.
3) Be the minimum possible to comply with the RA indication.
f) When the conflict is resolved the aeroplane is promptly returned to the terms of the ATC instructions or
clearance.
g) Although not yet mandatory in other airspaces, it should always be selected ON in flight.
8.3.6.2 Conflicting Information between Air Traffic Control Instructions and a TCAS Alert
a) As Air Traffic Control may not know when the TCAS system issues RA’s it is possible for ATC to
unknowingly issue instructions that are contrary to the TCAS RA indications.
b) Safe vertical separation may be lost during TCAS coordination when one aircraft manoeuvres in the
opposite vertical direction to that indicated by TCAS and the other aircraft manoeuvres as indicated by
TCAS.
c) DURING A TCAS RA DO NOT MANOEUVRE CONTRARY TO THE RA INDICATIONS BASED
SOLEY ON ATC INSTRUCTIONS.
8.3.6.3 TCAS Phraseology
During RA response HVN 211 TCAS RA
HVN 211 CLEAR OF CONFLICT,
When aircraft returning to assigned clearance
RETURNING TO (ASSIGNED CLEARANCE)
When there is insufficient time to inform ATC of
HVN 211 CLEAR OF CONFLICT (ASSIGNED
a RA manoeuvre and the aircraft has returned
CLEARANCE) RESUMED
to the assigned clearance
When the flight crew are unable to comply with
HVN 211 UNABLE, TCAS RA
an ATC clearance due to an RA

MANUAL In-flight Fuel Management
15 Mar 2017
8.3.7 IN- FLIGHT FUEL MANAGEMENT – VAR 12.201(a)

8.3.7.1 Fuel Quantity checks
8.3.7.1.1 General Principles
a) The fuel on board when starting engines must not be less than the minimum fuel quantity (see 8.1.7).
b) The fuel on board must be periodically checked in flight to determine if the remaining fuel is not less
than the minimum fuel required to continue the intended flight. This will help the PIC to detect possible
fuel consumption higher than anticipated or a fuel leak.
c) A PIC shall only commence a flight or continue in the event of in-flight re-planning when he is satisfied
that the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely,
taking into account the expected operating conditions.
8.3.7.1.2 In-flight fuel checks
a) The PIC must ensure that fuel checks are carried out at regular intervals throughout the flight. At each
check, the remaining fuel must be recorded and evaluated so as to - VAR 10.270 (a)(b):
1) Compare actual consumption with planned consumption;
2) Check that the fuel remaining will be sufficient to complete the flight; in accordance with the
paragraph 8.3.7.1.3 ‘In-flight Fuel Management’; and
3) Determine the expected fuel remaining on arrival at the destination.
b) If as a result of an in-flight fuel check, the expected fuel remaining on arrival at the destination is less
than the required alternate fuel plus final reserve fuel, the PIC must take into account the traffic and the
operational conditions prevailing at the destination airport, along the diversion route to an alternate
airport and at the destination alternate airport, when deciding to proceed to the destination airport or to
divert, so as to land with not less than final reserve fuel.
c) Fuel and time trends are monitored and compared against the CFP. At interval, flight crew record on the
CFP the fuel quantity and time over waypoints using FMS, ACARS or other automated methods for
recording data.
1) The crew must carry out regular fuel checks (at waypoints and at least every 30 minutes) noting:
i) Time of observation
ii) Fuel used (FU)
iii) Remaining fuel on board (FOB)
iv) Fuel flow (FF)
2) Subtract "Fuel used" from the block fuel (recorded before engine start) and compare this figure with
the "Remaining fuel on board". If there is no major discrepancy, the figures read on the aircraft
should be used.
3) 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.

15 Mar 2017
4) However, without any failure or fuel leak, some discrepancies, which may be considered large (more
than 1000 kg on some aircraft), can be evidenced. This may be due to:
i) APU consumption (up to 150 kg/h) which is not recorded by FU
ii) FQI errors on block fuel and on FOB
iii) FU indication tolerance
5) Water freezing in the tanks may also affect the FQI indications.
8.3.7.1.3 In-flight fuel management
a) The flight must be conducted so that the expected usable fuel remaining on arrival at the destination
aerodrome is not less than the required alternate fuel plus final reserve fuel.
b) However, if, as a result of an in-flight fuel check, the expected usable fuel remaining on arrival at the
destination aerodrome is less than the required alternate fuel plus final reserve fuel, the PIC must
request air traffic delay information from ATC, then take into account the traffic and the operational
conditions prevailing at the destination aerodrome, at the destination alternate aerodrome and at any
other adequate aerodrome, in deciding whether to proceed to the destination aerodrome or to divert so
as to perform a safe landing with not less than final reserve fuel.
c) The PIC shall declare a situation of fuel emergency - VAR 10.270 (c):
1) When the calculated usable fuel predicted to be available upon landing at the nearest aerodrome
where a safe landing can be made is less than the planned final reserve fuel; and
2) By broadcasting “MAYDAY MAYDAY MAYDAY FUEL”.
8.3.7.1.4 Minimum fuel operation
a) The PIC shall advise ATC when the remaining fuel has reached a state where, upon reaching
destination any undue delay cannot be accepted. This is not an emergency situation but just an advisory
that indicates an emergency situation is possible should any undue delay occur.
b) A minimum fuel advisory does not imply a need for traffic priority. If the remaining usable fuel suggests
the need for traffic priority to ensure a safe landing an emergency should be declared and report fuel
remaining in minutes. An emergency exists if the fuel remaining in flight doesn’t allow to land with at
least the final reserve fuel (30 minutes holding).
c) The PIC shall advise ATC of a minimum fuel state:
1) When, having committed to land at a specific aerodrome, the pilot calculates that any change to the
existing clearance to that aerodrome may result in landing with less than planned final reserve fuel;
and
2) By declaring MINIMUM FUEL
8.3.7.1.5 Additional conditions for specific procedures
a) On a flight using the RCF (Reduced Contingency Fuel) procedure, in order to proceed to the Destination
1 aerodrome, the PIC must ensure that the usable fuel remaining at the decision point is at least the
total of:

15 Mar 2017
1) Trip fuel from the decision point to the Destination 1 aerodrome; and
2) Contingency fuel equal to 5% of trip fuel from the decision point to the Destination 1 aerodrome and
3) Destination 1 aerodrome alternate fuel, if a Destination 1 alternate aerodrome is required; and
4) Final reserve fuel.
b) On a flight using the PDP (Pre-Determined Point) procedure in order to proceed to the destination
aerodrome, the PIC must ensure that the usable fuel remaining at the PDP is at least the total of:
1) Trip fuel from the PDP to the destination aerodrome; and
2) Contingency fuel from the PDP to the destination aerodrome calculated in accordance with
paragraph (see 8.3.7.1.3); and
3) Additional fuel as required in paragraph (see 8.3.7.1)
8.3.7.1.6 Required minimum remaining fuel
a) The minimum fuel expected to be available on arrival at the destination aerodrome is the sum of the
alternate fuel and the final reserve fuel (see 8.1.7)
b) If it appears en route that the fuel remaining is such that the fuel at destination will be less than expected
above, the PIC should consider the following:
1) Decrease aircraft speed (down to Max Range Speed / Cost Index minimum)
2) Obtain a more direct route
3) Fly closer to the optimum FL (taking the wind into account)
4) Select a closer suitable alternate aerodrome
5) Land and refuel
8.3.7.1.7 Re-planning in flight
a) Re-planning in flight may be done when planned operating conditions have changed or other reasons
make further adherence to the original flight plan unacceptable or impractical, for example:
1) Bad weather conditions or runway condition at the planned destination and alternate.
2) Fuel penalties due to ATC constraints or unfavourable wind.
3) Degraded aircraft performance
b) In-flight re-planning procedures for calculating usable fuel required when a flight has to proceed along a
route or to a destination aerodrome other than originally planned must include:
1) Trip fuel for the remainder of the flight; and
2) Reserve fuel consisting of:
i) Contingency fuel; and
ii) Alternate fuel, if a destination alternate aerodrome is required. (This does not preclude selection
of the departure aerodrome as the destination alternate aerodrome); and

15 Mar 2017
iii) Final reserve fuel; and

iv) Additional fuel, if required by the type of operation (e.g. EDTO); and
v) Extra fuel if required by the PIC.
c) In case of in-flight re-planning, the PIC may not have to select a destination alternate if both:
1) The remaining flying time to destination does not exceed 6 hours, and
2) Two separate runways are available and usable at the destination aerodrome and the appropriate
weather reports or forecasts for the destination aerodrome, or any combination thereof, indicate that
for the period from one hour before until one hour after the expected time of arrival at the destination
aerodrome, the ceiling will be at least 2000 ft or circling height + 500 ft, whichever is greater, and the
visibility will be at least 5 km.
8.3.7.1.8 Fuel freezing limitations
a) The minimum fuel temperature limitation is specified in the Limitations chapter of the AFM/FM and of the
FCOM.
b) For some aircraft/engines the temperature limitation is higher than the fuel freezing point due to engines
fuel system or due to specific margin.
c) Hereafter are explanations of fuel temperature limitations:
d) The minimum fuel temperature, published in the operational documentation, may be more restrictive
than the certified aircraft environmental envelope. It includes two different limitations both linked to
engine operation: Fuel freezing point limitation, and fuel heat management system limitation.
1) Fuel freezing point limitation
i) This limitation provides an operating margin to prohibit operations under fuel temperature
conditions that could result in the precipitation of waxy products in the fuel. The resulting
limitation varies with the freezing point of the fuel being used.
ii) Aside from this, engines have a fuel warming (oil cooling) system at their inlet.
iii) Because of the architecture of this system and the fact that the fuel inlet hardware varies from
one engine type to another, the specification of what fuel temperature is acceptable at the inlet of
the engine varies from one engine type to the other.
iv) Therefore, engine manufacturers sometime require a temperature margin to fuel freezing point to
guarantee correct operation.
v) The engine manufacturer’s margins relative to the fuel freezing point are as follows:
- Pratt and Whitney: 0C
- Rolls Royce : 0C
- General Electric : 3C
- IAE : 4C
- CFM (A320/A321): 4C

15 Mar 2017
2) Fuel heat management system limitation

i) This limitation reflects the engine capability to warm-up a given water-saturated fuel flow to such
a point that no accumulation of ice crystals may clog the fuel filter.
ii) Such a limitation does not appear in the documentation for some engine types when outside the
environmental envelope.
iii) When applicable (refer to FCOM Fuel limitations) the resulting limitation is a fixed temperature
below which, flight (or take-off only, if high fuel flows only cannot be warmed-up enough) is not
permitted.
iv) The most restrictive of the two limitations above (a) and (b) should be considered.
Note: The fuel anti-icing additives authorised by engine manufacturers decrease the freezing
temperature of the water contained in the fuel (decrease the fuel heat management system
temperature limitation), but have no effect on the fuel freezing temperature itself.
e) Therefore, the minimum fuel temperature should be:
FUEL FREEZING POINT

+ ENGINE MANUFACTURER MARGIN
f) The fuel freezing point to be considered is the actual fuel freezing point. (See 8.2.1.4.2)
g) If the actual freezing point of the fuel being used is unknown, the minimum fuel specification values
(freezing point) as indicated below should be used as authorised by the AFM/FM or FCOM.
Table 8.3.4 - Minimum fuel specification values (freezing point):
JET A JP5 JET A1/JP8 RT/TS-1 JET B TH JP4
-40C -46C -47C -50°C -50°C -53C -58C
h) AFM/FM or FCOM specify the minimum fuel temperature limits or the margin to be added to the actual
freezing point (or to the specification freezing point value if actual value is unknown).
i) The procedures dealing with low fuel temperature vary with the aircraft type (Refer to FCOM).
j) Whenever necessary the TAT has to be increased. This is achieved by an aircraft speed increase
and/or an altitude decrease
k) Increasing the aircraft speed provides a marginal TAT increase (in the order of 0.5 to 1°C for 0.01 M
increase) and thus a small fuel temperature increase, at the expense of a significant increase in fuel
consumption.
l) Decreasing the altitude generally provides a SAT increase (about 2°C per 1000ft).
m) Nevertheless, whenever the tropopause is substantially low, decreasing the altitude may not provide the
corresponding expected SAT and, thus, TAT increase.
Adverse and potentially hyzardous atmospheric conditions
MANUAL 15 Mar 2017
8.3.8 ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS

a) All aircraft are equipped with an airborne weather radar system capable of detecting thunderstorms and
other potentially hazardous weather conditions when operating in areas where such weather conditions
may be expected to exist along the route either at night or under instrument meteorological conditions. –
VAR 12.193 (b), VAR 16.055(a).
b) If the weather radar or thunderstorm detection device becomes inoperative on an aircraft en route, the
aircraft must be operated under the instructions and procedures specified in the FCOM/OM.
c) Procedures for operating in potentially hazardous atmospheric conditions are described in the
applicable FCOM - Emergency/Non-Normal Section and the QRH.
d) The FCOM/OM detail procedures for the following:
1) Use of weather radar.
2) Operation in icing conditions.
3) Operation in heavy rain, hail or sleet.
4) Flight in severe turbulence.
5) Operation in windshear or downburst conditions.
6) Operation in areas contaminated with volcanic ash.
7) Wipers and rail repellent.
Note: On some airports, relief or obstacles cause special wind conditions with severe turbulence on
approach or during take off. Special procedures or recommendations are indicated in Jeppesen Airway
manual on airport charts when appropriate. They must be taken into account by the flight crews for the
choice of the landing or take off runway.
8.3.8.1 Tropical storms
a) Any intention of cancellation, delay or operation of the flight must be reported to and accepted by
Executive Vice President on duty.
b) In the area where tropical storms are in or expected, aircrafts parked on the ground need proper
protection and anchorage.

MANUAL 15 Mar 2017
8.3.8.2 Thunderstorms
8.3.8.2.1 General
a) There is no useful correlation between the external visual appearance of thunderstorms and their
severity.
Figure 8.3.5 – Thunderstorm Structure
b) Knowledge and weather radar have modified attitudes toward thunderstorms, but one rule continues to
be true: "Any thunderstorm should be considered hazardous"
Figure 8.3.6 – Stages of Thunderstorm

MANUAL 15 Mar 2017
c) A thunder storm has the following stage in its life circle:

1) Initial stage:
i) Also referred as “growth”, “developing” or “cumulus” stage
ii) Lasts approximately 15-20 minutes
iii) No precipitation present during this stage
iv) Continuous and strong up draughts present – causing a towering CU cloud to “grow” vertically
into a CB cloud
2) Mature stage:
i) The stage lasts approximately 20-30 minutes.
ii) CU cloud has reached the CB/TS stage.
iii) Heavy precipitation starts falling from the cloud.
iv) Both updraughts and downdraughts are present.
v) Thunderstorm has the greatest intensity - phenomena such as lightning, hail, microbursts, roll
clouds, and gust fronts are likely to occur at this stage.
3) Dissipating stage:
i) Precipitation continues.
ii) Only downdraughts are present in the CB cloud.
iii) Characterized by the appearance of the so called “anvil” at the top of the CB cloud.
8.3.8.2.2 Weather information
a) Meteorological observations/forecasts messages or charts contain thunderstorm and associated
hazards information.
b) But, when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by
aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level
thunderstorms, the Meteorological Office normally issue warnings, in the form of SIGMET messages, of
"active thunderstorm area"
c) In addition, pilots are required to send a special air report when conditions are encountered which are
likely to affect the safety of aircraft. Such a report would be the basis of a SIGMET warning.
d) The Meteorological Office does not issue SIGMET messages in relation to isolated thunderstorm activity
and the absence of SIGMET warnings does not therefore necessarily indicate the absence of
thunderstorms.
e) See Jeppesen manual chapter "Meteorology" for description of weather message and for the meaning
of the associated codes.

MANUAL 15 Mar 2017
8.3.8.2.3 Operation in Thunderstorms areas

Thunderstorms concentrate every weather hazard to aviation into one vicious package. The most important
hazards are:
a) Turbulence
1) Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence within the
cloud occurs with shear between updrafts and downdrafts. Outside the cloud, shear turbulence has
been encountered several thousand feet above and 20 NM laterally from a severe storm. A low level
turbulent area is the shear zone associated with the gust front. Often, a "roll cloud" on the leading
edge of a storm marks the top of the eddies in this shear and it signifies an extremely turbulent zone.
Gust fronts often move far ahead (up to 15 NM) of associated precipitation. The gust front causes a
rapid and sometimes drastic change in surface wind ahead of an approaching storm.
2) It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt
to do so produces greatly increased stress on the aircraft. Also the speed of the aircraft during the
turbulence encounter and aircraft stress loads are reduced if the aircraft is operated close to the
published turbulence penetration speed. The aircraft should be flown at a constant attitude, rather
than attempting to maintain a constant altitude or airspeed.
3) Stresses are least if the aircraft is held in a constant attitude and allowed to "ride the waves". (Refer
to FCOM/OM "Flight in severe turbulence")
b) Icing
Super cooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the
freezing level; but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The
abundance super cooled water droplets makes clear icing very rapid between 0°C and -15°C.
c) Hail
Hail competes with turbulence as the greatest thunderstorm hazard to aircraft. Super cooled drops above
the freezing level begin to freeze. Once a drop has frozen, other drops latch on and freeze to it, so the
hailstone grows. Large hail occurs with severe thunderstorms with strong updrafts that have built to great
heights. Eventually, the hailstones fall, possibly some distance from the storm core. Hail may be
encountered in clear air several miles from thunderstorm clouds.
d) Low ceiling and visibility
1) Generally, visibility is near zero within a thunderstorm cloud. The hazards and restrictions created by
low ceiling and visibility are increased many fold when associated with the other thunderstorm
hazards.
2) In case of low visibility take-off operation, maximum crosswind defined in Standard Operating
Procedures of each type of aircraft must be applied when RVR is 400m or less.
e) Effect on altimeters
Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of the
first gust and arrival of the cold downdraft and heavy rain showers, failing back to normal as the storm
moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a corrected
altimeter setting, the altimeter may be more than 100 feet in error.

MANUAL 15 Mar 2017
f) Lightning
1) A lightning strike can puncture the skin of an aircraft. Lightning has been suspected of igniting fuel
vapours causing explosion; however, serious accidents due to lightning strikes are extremely rare.
2) Nearby lightning can blind the pilot rendering him momentarily unable to navigate either by
instrument or by visual reference. Cockpit lighting should be turned up to the maximum to reduce the
“blinding” effect of nearby lightning flashes.
3) Lightning can also induce permanent errors in the magnetic compass and lightning discharges, even
distant ones, can disrupt radio communications on low and medium frequencies.
4) In the event of a lightning strike conduct the following procedure:
i) An in-flight serviceability check of all radio communication and navigational equipment;
ii) As a lightning strike may affect the compass system it should be checked on the all four
quadrantal headings after landing.
iii) If the aircraft is not at a Main Base the PIC must record the lightning strike in the Technical Log
indicating whether radio, compasses or other instruments are serviceable. An ‘interim check’ of
the aircraft should be conducted by the flight crew, or engineering personnel, in accordance with
the following;
- Check fuselage, wings, Radom, empennage for signs of damage (e.g. holes burnt through
the skin);
- Check all radio aerials, stall warning vanes and pitot heads;
- Check all control surface trailing edges and static dischargers (refer to MEL/CDL if any
dischargers are missing);
- Confirm the serviceability of all radio and navigation equipment.
5) If no damage is found the PIC will make an entry in the Technical Log adjacent to the entry recording
the lightning strike that an ‘interim check’ has been conducted and certify same. This certification will
permit the current Maintenance Release to remain valid, unless it has been invalidated by other
reasons, until the aircraft arrives at a Main Base, where facilities exist to conduct an ‘Inspection after
Lightning Strike’ as set out in the Maintenance System Manual.
6) In the event of lightning damage the aircraft may not proceed until cleared by approved engineering
personnel.
7) If the airport of landing after the lightning strike is a Main Base record the lightning strike in the
Technical Log specifically commenting on the serviceability of radios, compasses or other
instruments. Engineering personnel will conduct an ‘Inspection after Lightning Strike’ as set out in
the Maintenance System Manual.
8) Lightning intensity and frequency have no simple relationship to other storm parameters. But, as a
rule, severe storms have a high frequency of lightning.

MANUAL 15 Mar 2017
g) Engine water ingestion

Jet engines have a limit on the amount of water they can ingest. Updrafts are present in many
thunderstorms, particularly those in the development stages. If the updraft velocity in the thunderstorms
approaches or exceeds the terminal velocity of the falling raindrops, very high concentrations of water may
occur. It is possible that these concentrations can be excess of the quantity of water engines are designed
to ingest. Therefore, severe thunderstorms may contain areas of high water concentration which could
result in flameout and/or structural failure of one or more engines. (Refer to FCOM/OM for information on
operations in heavy rain, hail or sleet).
8.3.8.2.4 Avoiding thunderstorms
a) General rule
Never regard a thunderstorm lightly.
Avoiding thunderstorms is the best policy:
1) Don't land or takeoff in the face of an approaching thunderstorm.

Turbulence wind reversal or wind shear could cause loss of control.
2) Don't attempt to fly under a thunderstorm even if you can see
through to the other side. Turbulence and wind shear under the
storm could be disastrous.
3) Don't fly without airborne radar into a cloud mass containing
scattered embedded thunderstorms. Scattered thunderstorms not
embedded usually can be visually circumnavigated.
4) Don't trust the visual appearance to be a reliable indicator of the
turbulence inside a thunderstorm.
5) Do avoid by at least 20 NM any thunderstorm identified as severe
or giving an intense radar echo. This is especially true under the
anvil of large cumulonimbus.
6) Do circumnavigate the entire area if the area has 6/10
thunderstorm coverage.
7) Do remember that vivid and frequent lightning indicates the
probability of a severe thunderstorm.
8) Do regard as extremely hazardous any thunderstorm with tops
35,000 feet or higher whether the top is visually sighted or
determined by radar.
b) Departure and arrival

1) When significant thunderstorm activity is approaching within 15 NM of the airport, the PIC should
consider conducting the departure or arrival from different direction or delaying the take-off or
landing. Use all available information for this judgment, including PIREPS, ground radar, aircraft
radar, tower reported winds, and visual observations.
2) In terminal area, departure and arrival are forbidden when thunderstorms is operating in its mature
stage (see 8.3.8.2) within less than 5NM from each side of the flight path. Under the condition that
visibility is more than 2000m and thunderstorms in its mature stage is operating at the distance of or
greater than 5NM from each side of the flight path, take-off and landing are allowed.

MANUAL 15 Mar 2017
3) Many ATC radars are specifically designed to reduce or exclude returns from "weather" and in these
cases little or no assistance can be given by ATC.
4) It is recommended that any guidance given by ATC should be used in conjunction with the aircraft
own weather radar, in order to guard against possible inaccuracies in the ground radars
interpretation of the relative severity of different parts of a storm area. Any discrepancies should be
reported to ATC.
5) Gust fronts in advance of a thunderstorm frequently contain high winds and strong vertical and
horizontal wind shears, capable of causing an upset near the ground. A gust front can affect an
approach corridor or runway without affecting other areas of the airport; under such conditions,
tower-reported winds and the altimeter setting could be misleading.
6) Microbursts may also accompany thunderstorms. 2 NM or less in diameter, microbursts are violent
short-lived descending columns of air capable of producing horizontal winds sometimes exceeding
60 kt within 150 ft of the ground. Microbursts commonly last one to five minutes and may emanate
from high-based cumulus clouds accompanied by little or no precipitation, or may be associated with
large cumulonimbus build-ups and be accompanied by heavy rainfall. Because of their relatively
small diameter, airport anemometers and low level wind shear alert systems may not sense this
phenomenon in time to provide an adequate warning of nearby microburst activity. (Refer to
FCOM/OM for wind shear procedures).
c) En-route
Refer to FCOM/OM "Weather avoidance - Optimum use of weather radar"
1) Overflight
Avoid overflying thunderstorms unless a minimum of 5000 ft clearance above the storm top is ensured.
When possible, detour between the storm cells of a squall line rather than directly above them. Keep the
radar antenna tilted down during overflight to properly assess the most severe cells, which may be
masked by clouds formations.
2) Lateral avoidance
At altitudes above the freezing level, super cooled rain and hail may indicated as only weak radar
echoes, which can mask extreme thunderstorm intensity. Avoid weak radar echoes associated with
thunderstorms by the following minimum distances.
Table 8.3.5 – Altitude and Lateral Avoidance of Thunderstorm
Altitude Lateral avoidance
20 000 ft 10 NM
25 000 ft 15 NM
30 000 ft 20 NM
3) Flight near thunderstorms
i) If flight closer than the minimum recommended distances is unavoidable, observe the following
precaution:
ii) When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side (the
side away from the direction of storm travel). Although severe turbulence and hail can be

MANUAL 15 Mar 2017
encountered in any direction outside a thunderstorm, strong drafts and hail are more often
encountered outside the body of the cell on the downwind side.
iii) Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell,
where hail falls from the anvil or is tossed out from the side of the storm. Hail has been
encountered as much as 20 NM downwind from large thunderstorms.
Avoid cirrus and cirrostratus layers downwind from the storm tops. Such layer may be formed by
cumulonimbus tops and may contain hail, even though the radar scope shows little or no return
echoes.
iv) If ATC requirements make flight into unsafe conditions imminent, the PIC should request a
change of routing and if necessary use his emergency authority to avoid the severe weather
conditions.
v) Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of moderate or
severe turbulence.
4) Thunderstorm penetration
If thunderstorm penetration is unavoidable, the following guidelines will reduce the possibility of entering
the worst areas of turbulence and hail:
i) Use the radar to determine the areas of least precipitation. Select a course affording a relatively
straight path through the storm. Echoes appearing hooked, finger-like, or scalloped indicate
areas of extreme turbulence, hail and possibly tornadoes, and must be avoided.
ii) Penetrate perpendicular to the thunderstorm line, if not possible maintain the original heading.
Once inside the cell, continue ahead, a straight course through the storm most likely get the
aircraft out of the hazards most quickly. The likelihood of an upset is greatly increased when a
turn is attempted in severe turbulence and turning manoeuvres increase the stress on the
aircraft.
iii) Pressure changes may be encountered in strong drafts and may conduct to an altitude error of
1000 ft.
iv) Gyro-stabilized instruments supply the only accurate flight instrument indications.
v) Avoid level near the 0°C isotherm. The greatest probability of severe turbulence and lightning
strikes exist near the freezing level.
vi) Generally the altitudes between 10000 ft and 20000 ft encompass the more severe turbulence,
hail, and icing conditions, although violent weather may be encountered at all level inside and
outside an active thunderstorm.
vii) Due to very high concentration of water, massive water ingestion can occur which could result in
engine flameout and/or structural failure of one or more engines. Changes in thrust should be
minimised.

MANUAL 15 Mar 2017
8.3.8.2.5 Operational procedures – VAR APP 1 TO 12.153 (d)(4)(A)(21)

If is not possible to avoid flying through or near to a thunderstorm, the following procedures and techniques
are recommended:
a) Approaching the thunderstorm area ensure that crew members' safety belts are firmly fastened and
secure any loose articles.
b) Switch on the SEAT BELT signs and make sure that all passengers are securely strapped in and that
loose equipment (e.g. cabin trolleys and galley containers) are firmly secured. Pilots (particularly of long
bodied aircraft) should remember that the effect of turbulence is normally worse in the rear of the aircraft
than on the flight deck.
c) One pilot should fly the aircraft and control aircraft attitude regardless of all else and the other monitor
the flight instruments continuously.
d) Height for penetration must be selected bearing in mind the importance of insuring adequate terrain
clearance. Due to turbulence, wind shear, local pressure variations the maintenance of a safe flight path
can be difficult.
e) The recommended FCOM/OM speed for flight in turbulence must be observed and the position of the
adjusted trim must be noted.
f) The auto-pilot should be engaged. The auto-pilot is likely to produce lower structural loads and smaller
oscillations that would result from manual flight. The auto-thrust should be disconnected to avoid
unnecessary and frequent thrust variations.
g) Check the operation of all anti-icing equipment and operate all these systems in accordance with
FCOM/OM instructions As icing can be very rapid at any altitude.
h) Flight crew must apply or be prepared to apply the FCOM/OM procedures: "Operations in or near to
heavy rain, hail or sleet", and "Operation in wind shear/downburst conditions".
i) Turn the cockpit lighting fully on to minimise the blinding effect of lightning.
j) Continue monitoring the weather radar in order to identify the safest path. Tilt the antenna up and down
occasionally to detect thunderstorm activity at altitudes other than that being flown.
8.3.8.3 Icing conditions
a) An aircraft shall not be operated in expected or actual icing conditions unless it is certificated and
equipped to operate in icing conditions, and a flight shall not be released when, in the opinion of the
PIC, the icing conditions that may be expected or are met exceed that for which the aircraft is certified –
VAR 16.043(a).
b) Icing conditions occur when low temperatures are accompanied by precipitation. Icing of the aircraft is
one of the most dangerous flight hazards. (See 8.2.4)
c) Procedures for “operating in icing conditions” are developed in FCOM/OM.
8.3.8.4 Turbulence
a) Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or eddies and
waves. An aircraft in turbulent flow is subjected to irregular and random motions while, more or less,
maintaining the intended flight path.

MANUAL 15 Mar 2017
b) Procedures for “Flight in severe turbulence” are developed in FCOM/OM - "Procedures and Techniques
/ Supplementary Techniques".
c) If the weather conditions and route forecast indicate that turbulence is likely, the cabin crew should be
pre-warned, and passenger advised to return to, and/or remain seated and to ensure that their seat
belts are securely fastened. Catering and other loose equipment should be stowed and secured until it
is evident that the risk of further turbulence has passed.
d) When encountering turbulence, pilots are urgently requested to report such conditions to ATC as soon
as practicable.
Table 8.3.6 - Classification of Intensity
Intensity Aircraft reaction Cabin conditions
Turbulence that - Liquids are shaking but not

momentarily causes splashing out of cups
slight, rapid, and - Carts can be maneuverer
LIGHT rhythmic bumpiness with little difficulty
without noticeable - Passengers may feel a
changes in the aircraft light strain against
altitude and/or attitude. seatbelts
- Liquids are splashing out
of cups
- Difficulties to walk or stand
without balancing or
Turbulence that causes
MODERATE holding on to something.
rapid bumps or jolts
- Carts are difficult to
manoeuvre
- Passengers feel definite
strain against seat belt
- Items are falling over
Turbulence that causes unsecured objects are
large abrupt changes in tossed about.
SEVERE
the aircraft altitude or - Walking is impossible
attitude - Passengers are forced
violently against seat belts
e) Turbulence Duration (based on time between two locations or over a single location):
1) Occasional: Less than 1/3 of the time
2) Intermittent: 1/3 to 2/3 of the time
3) Continuous: More than 2/3 of the time

MANUAL 15 Mar 2017
8.3.8.5 Wind shear

a) Wind shear is a rapid variation in wind velocity and/or direction along the flight path of the aircraft.
b) Procedures for “operation in wind shear / downburst conditions” are developed in FCOM/OM -
"Procedures and Techniques / Supplementary Techniques".
c) Wind shear conditions are usually associated with the following weather situations:
1) Jet streams
2) Mountain waves
3) Frontal surfaces
4) Thunderstorms and convective clouds
5) Microbursts.
d) When encountering wind shear conditions, pilots are urgently requested to report such conditions to
ATC as soon as practicable in stating the loss or gain of speed and the altitude at which it was
encountered.
8.3.8.6 Jet streams
a) Jet streams are narrow bands with extreme high wind speeds up to 300 kt. They can extend up to
several thousand miles, the width can be several miles.
b) Avoid flying along the edge of Jetstream due to possible associated turbulence.
c) Pilots should also be aware of the effect of increased fuel consumption due to unexpected significant
head wind components that can be encountered.
Figure 8.3.7 – Jet streams

MANUAL 15 Mar 2017
8.3.8.7 Volcanic ash clouds

a) Flying through an ash cloud should be avoided by all means due to the extreme hazard for the aircraft.
Volcanic ash can cause extreme abrasion to all forward facing parts of the aircraft, to the extent that
visibility through the windshields may be totally impaired, airfoil and control surface leading edges may
be severely damaged, airspeed indication may be completely unreliable through blocking of the pitot
heads and engines may even shut down.
b) The information contained in this Section outlines general procedures which should be followed should
an aircraft inadvertently encounter volcanic ash, with or without immediate effect on the operating
characteristics of the aircraft.
c) Where volcanic activity is forecast to occur on the proposed route, the flight should be diverted to avoid
the possibility of encountering the area of volcanic activity.
d) A Volcanic Ash Advice will be issued under the following circumstances:
1) A report is received of a volcanic eruption or ash cloud via a NOTAM, SIGMET, AIREP or from some
other source.
2) There is good evidence on satellite imagery of a volcanic eruption.
3) Where possible a Volcanic Ash Advice will contain the following information:
4) Source of information which prompted the issue of the Advice.
5) Name of erupting volcano and lat/long, together with time of the eruption.
6) Boundary co-ordinates and estimated height of the ash cloud together with time of satellite image
from which the position was determined.
7) Forecast movement of the ash cloud derived from upper wind analyses and forecasts.
8) Forecast position of the ash cloud at 6 hours and 18 hours from time issue.
e) Avoidance of volcanic ash is of paramount importance as encounters with highly abrasive volcanic ash
are extremely dangerous.
f) Of the recorded incidents involving encounters with volcanic ash resulting in multiple engine loss or
shutdown, the following common factors existed:
1) The encounter was not anticipated.
2) Some of the major encounters were at night.
3) The signs of encounter (reduced visibility and static discharge) have a rapid onset with little time for
avoidance decisions.
4) The effects on the engines occur rapidly over a very short time period.
5) For all engines in which a thrust loss or shut down occurred, post flight inspection showed that a
melted deposit had accumulated on the high temperature surfaces reducing effective nozzle guide
vane flow area.
g) Because it is difficult to detect the presence of volcanic ash on weather radar, encounters are most
likely to occur in IMC and/or darkness. During daytime VMC the volcanic ash cloud can usually be

MANUAL 15 Mar 2017
observed but the event may take place so quickly that even with expeditious avoidance action an
encounter may not be avoided.
h) Recognition
The following conditions have been observed by flight crews during an encounter with volcanic ash:
1) Cockpit
i) Smell of burning (electrical);
ii) Sulphurous smells;
iii) Smoke or dust haze appearing inside the aircraft;
iv) Dust collecting on flat surfaces;
v) Presence of St Elmo’s Fire and static discharges around the windshields and leading edges.
vi) Bright white or orange glow in engine inlets;
vii) Windshield opaqueness;
viii) Engine malfunctions such as surge, increasing EGT, torching from tailpipe and/or flameout;
ix) Decrease or loss of airspeed indications;
x) False cargo fire warnings;
xi) Increase in cabin altitude or loss of cabin pressure.
2) Passenger Cabin
i) Engine surging producing uneven engine noises;
ii) Large amounts of flame may be seen by window seat passengers in the process of re-starting
the engines which may give the impression of an engine fire;
iii) Deployment of oxygen masks.
i) Procedures
1) Follow procedures detailed in FCOM/OM
2) A precautionary landing should be made at the nearest suitable airport if aircraft damage or
abnormal engine operation occurs due to a volcanic ash encounter.
3) Because of the abrasive effects of the volcanic ash on windshields and landing lights visibility for
approach and landing could be severely restricted. Under these circumstances an auto land should
be considered.
8.3.8.8 Heavy precipitation
a) 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 wind shear.

MANUAL 15 Mar 2017
b) Effect from water ingested by jet engines

1) Under given weather conditions, the water/air ratio absorbed by jet engines is directly related to its
performance and aircraft speed.
2) This ratio is considerably increased at a high aircraft speed and engines at flight idle (typical descent
conditions).
3) This means that during descent, under heavy rainfall conditions, or hail, significant ingestion of water
may cause surging or extinction of jet engines.
c) Procedures for “Operation in or near to heavy rain, hail or sleet” are developed in FCOM/OM -
"Procedures and Techniques / Supplementary Techniques".
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 (See 8.3.8.11)
8.3.8.9 Sandstorms
a) Avoid flying in active sandstorms whenever possible. When on ground, aircraft should ideally be kept
under cover if dust storms are forecast or in progress. Alternatively, all engine blanks and cockpit covers
should be fitted, as well as the blanks for the various system and instrument intakes and probes. They
should be carefully remove before flight to ensure that accumulation of dust are not deposited in the
orifices which the covers are designed to protect.
b) Procedures for “operation from/ to airports contaminated with loose (abrasive) particles” are developed
in FCOM/OM - "Procedures and Techniques / Supplementary Techniques".
8.3.8.10 Mountain Waves
a) Mountain waves are caused by a significant airflow crossing a mountain range.
b) On some airports, relief or obstacles may cause special wind conditions with severe turbulence and
wind shear on approach or during take off.
c) Special procedures or recommendations are indicated on airport charts when appropriate. They must
be taken into account by the flight crews for the choice of the landing or take off runway.
d) With winds in excess of 20 kts, mountain waves can occur from one to eight miles downwind from a
mountain range. In moist air lenticular clouds will mark the wave while roll clouds will identify the area of
disturbance. In dry air conditions these indicators may be absent. Care should be exercised when
landing at airports near mountains where mountain wave activity is suspected.
Figure 8.3.8 – Mountain Waves

MANUAL 15 Mar 2017
8.3.8.11 Significant temperature inversion

8.3.8.11.1 Temperature inversion, the weather phenomenon
a) General
1) In meteorology, air temperature at the earth’s surface is normally measured at a height of about 1.20
metre (4ft) above the ground. From that temperature, which is reported by Air Traffic Control, take-off
performance will be defined.
2) All along the take-off flight path, aircraft performance is computed considering the altitude gained,
the speed increase, but also implicitly considering a standard evolution of temperature, i.e.
temperature is considered to decrease by 2°C for each 1000 ft.
3) However, although most of the time, temperature will decrease with altitude in quite a standard
manner, specific meteorological conditions may lead the temperature evolution to deviate from this
standard rule. With altitude increasing, marked variations of the air temperature from the standard
figure may be encountered. In that way, air temperature may decrease in a lower way than the
standard rule or may be constant or may even increase with altitude. In this last case, the
phenomenon is called a temperature inversion.
4) As described below, this may particularly affect the very lower layer of the atmosphere near the
earth’s surface.
5) There are many parameters, which influence air temperature and may lead to a temperature
inversion. Close to the ground, air temperature variations mainly result from the effects of:
i) Seasonal variations
ii) Diurnal / nocturnal temperature variations
iii) Weather conditions (effect of clouds and wind)
iv) Humidity of the air
v) Geographical environment such as:
- Mountainous environment
- Water surface (sea)
- Nature of the ground (arid, humid)
- Latitude
- Local specificity
6) As a general rule, valid for everywhere, low wind conditions and clear skies at night, will lead to rapid
cooling of the earth and a morning temperature inversion at ground level.
b) Morning temperature inversion
1) In the absence of wind or if the wind is very low, the air, which is in contact with a “cold” earth
surface will cool down by heating transfer from the “warm” air to the “cold” ground surface. This

MANUAL 15 Mar 2017
transfer of heat occurs by conduction only and consequently leads to a temperature inversion, which
is limited in altitude. This process needs stable weather conditions to develop.
2) Schematically, during the day, the air is very little heated by solar radiation and the earth is very
much. But the lower layer of the atmosphere is also heated by contact with the ground, which is
more reactive to solar radiation than the air, and by conduction between earth and atmosphere.
3) At night, in the absence of disturbing influences, ground surface cools down due to the absence of
solar radiation and will cool the air near the ground surface. In quiet conditions, air cooling is
confined to the lowest levels. Typically, this effect is the biggest at the early hours of the day and
sunshine subsequently destroys the inversion during the morning. Similarly, wind will mix the air and
destroy the inversion.
4) Magnitude of temperature inversion
This kind of inversion usually affects the very lowest levels of the atmosphere. The surface inversion
may exceed 500 ft but should not exceed 1000 to 2000 ft. The magnitude of the temperature inversion
cannot be precisely quantified. However, a temperature inversion of about +10°C is considered as quite
an important one. Usually, within a temperature inversion, temperature regularly increases with altitude
until it reaches a point where the conduction has no longer any effect.
5) Where can they be encountered?
i) This kind of inversion may be encountered worldwide. However, some areas are more exposed
to this phenomenon such as arid and desert regions. It may be also encountered in temperate
climate particularly during winter season (presence of fog). Tropical regions are less sensitive
due to less stable weather conditions.
ii) In some northern and continental areas (Canada, Siberia) during winter in anticyclonic
conditions, the low duration of sunshine during the day could prevent the inversion from
destruction. Thus, the temperature of the ground may considerably reduce and amplify the
inversion phenomenon. In a lower extent, this may also occur in temperate climate during winter,
if associated with cold anticyclonic conditions.
iii) Another important aspect of an inversion is wind change. The air mass in the inversion layer is
so stable that winds below and above, tend to diverge rapidly. Therefore, the wind change, in
force and direction, at the upper inversion surface may be quite high. This may add to the
difficulty of flying through the inversion surface. In some conditions, the wind change may be so
high as to generate a small layer of very marked turbulence.
c) Other types of temperature inversion
1) The Morning temperature inversion process is considered as the most frequent and the most
sensitive. However, as also mentioned above, other meteorological conditions, of a less frequent
occurrence and magnitude, may lead to temperature inversions.
2) For instance, the displacement of a cold air mass over a cold ground surface may lead to turbulence
resulting in a transfer of heat to the lower levels of this mass, thus, also creating a temperature
inversion in the lower levels of the atmosphere below this air mass. Usually, this kind of inversion
has lower magnitude than the previous case described above.
3) In any case, pilot experience, weather reports or pilot reports will be the best way in identifying such
weather conditions.
MANUAL 15 Mar 2017
8.3.8.11.2 The effect on aircraft performance and recommendations

a) A temperature inversion will result in a reduction of the thrust only when performing a maximum takeoff
thrust during hot days, i.e., the actual ambient temperature is above T.REF (Flat rating temperature).
b) Effect on aircraft performance
1) In the event of temperature inversion, the climb performance will be affected in the cases where the
thrust is affected.
2) However, to affect the aircraft performance, a temperature inversion must be combined with other
factors.
3) During a normal takeoff with all engines operative, the inversion will have no effect since the actual
aircraft performance is already far beyond the minimum required performance.
4) Then, the actual aircraft performance could be affected only in the event of an engine failure at
takeoff.
5) Therefore, a temperature inversion could become a concern during the takeoff only in the following
worst case with all of these conditions met together:
i) The engine failure occurs at V1,and
ii) Takeoff is performed at maximum takeoff thrust, and
iii) OAT is close to or above T.REF, and
iv) The takeoff weight is limited by obstacles, and
v) The temperature inversion is such that it results in the regulatory net flight path margin
cancellation and leads to fly below the regulatory net flight path.
c) In all other cases, even if the performance is affected (inversion above T.REF), the only detrimental
effect will be the climb performance to be lower than the nominal one.
8.3.8.12 Operations on Slippery surfaces
8.3.8.12.1 Runway friction characteristics
a) The stopping performance of aircraft is to a greater degree dependent on the available friction between
the aircraft tires and the runway surface, their landing and take-off speeds. In some conditions the
runway length required for landing or take-off could be critical in relation to the runway length available.
b) Adequate runway friction characteristics / braking action is mainly needed for three distinct purposes:
1) Deceleration of the aircraft after landing or a rejected take-off;
2) Directional control during the ground roll on take-off or landing, in particular in the presence of
cross-wind, asymmetric engine power or technical malfunctions;
3) Wheel spin-up at touchdown.
4) To compensate for the reduced stopping and directional control capability for adverse runway
conditions (such as wet or slippery conditions) performance corrections are applied in the form of:
5) Runway length increment;
6) Reduction in allowable take-off or landing weight;
7) Reduction of allowable cross-wind component.
MANUAL 15 Mar 2017
8.3.8.12.2 Measuring and expressing friction characteristics

a) The friction coefficient is defined as the ratio of the maximum available tire friction force and the vertical
load acting on the tire. This coefficient is named
b) Various systems are used to measure the runway friction coefficient /conditions:
1) Skiddometer High pressure tire (SKH)
2) Skiddometer Low pressure tire (SKL)
3) Surface Friction Tester (SFT)
4) Mu-meter (MUM)
5) Diagonal braked vehicle (DBV)
6) Tapley meter (TAP)
7) James Brake Decelerometer (JBD)
c) The results of the friction measuring equipment do not generally correlate with each other for all surface
conditions and no correlation has been established between these results and the stopping
performance of an aircraft.
d) The only perfect way of measuring the friction coefficient "Mu" for a specific aircraft is by using that
specific aircraft braking system on the surface concerned.
e) When friction measurement are not available but can be only estimated, the pilot is informed only of the
estimated braking action reported as "good" - "medium" - "poor" - "unreliable (nil)" or a combination of
these terms.
f) Pilots should treat reported braking action measurements with caution and interpret them
conservatively.
Table 8.3.7 – Estimated Braking Action compatible with Mu values
Estimated braking action Mu values
Good 0.40 and above

Medium/good 0.36 to 0.39
Medium 0.30 to 0.35
Medium/poor 0.26 to 0.29
Poor 0.25 and below
Unreliable -
8.3.8.12.3 Braking action reporting
a) Friction measurements or braking action estimation may be reported:
1) In plain language by the tower
2) By the routine weather broadcast (refer to Jeppesen Airway Manual – Chapter Meteorology)
3) By Snowtam (refer to Jeppesen Airway Manual – Chapter Tables and codes)

MANUAL 15 Mar 2017
b) When necessary, ATC issues the latest braking action report for the runway in use to each arriving and
departing aircraft. Pilots should also be prepared to provide a descriptive runway condition report to ATC
after landing.
8.3.8.12.4 Meteorological observations
a) Meteorological observations in connection with knowledge of previous runway conditions will, in many
cases, permit a fair estimate to be made of braking action.
b) On snow-or ice-covered runways not treated with, e.g. sand, the coefficient of friction varies from as low
as 0.05 to 0.30. It is very difficult to state exactly how and why the runway conditions vary. The braking
action is very much dependent upon the temperature especially near the freezing point. However, when
it is freezing, the braking action could be fairly good, it will so remain if the temperature decreases but if
the temperature rises to the freezing point or above, the braking action will decrease rapidly. Sometimes
very low friction coefficient values occur when humid air is drifting in over an icy runway even though the
temperature may be well below the freezing point.
c) Some of the various conditions which are expected to influence the braking action are given below:
1) Friction coefficient between 0.10 and 0.30 (poor-medium/poor)
i) Slush or rain on snow-or ice-covered runway;
ii) Runway covered with wet snow or standing water;
iii) Change from frost to temperature above freezing point;
iv) Change mild to frost (not always);
v) The type of ice which is formed after long periods of cold;
vi) A thin layer of ice formed:
- By frozen ground having been exposed to humidity or rain at 0°C or above;
- When due to radiation, e.g. when the sky clears, the runway surface temperature drops
below freezing point and below the dew point (this ice formation can take place very suddenly
and occur while the reported air temperature may still be quite a few degrees above the
freezing point).
2) Friction coefficient between 0.25 and 0.35 (medium/poor-medium)
i) Snow conditions at temperature just below freezing point;
ii) Snow-covered runways at temperatures below freezing point, exposed to sun;
iii) Slush-covered runway.
3) Friction coefficient between 0.35 and 0.45 (medium/good-good)
i) Snow-covered runways which have not been exposed to temperatures higher than about -2°C to
-4°C.
ii) Damp or wet runway without risk of hydroplaning (less than 3 mm water depth)
8.3.8.12.5 Aircraft performance on wet or contaminated runways

MANUAL 15 Mar 2017
a) Take-off performance from wet or contaminated runways are given in FCOM /OM.
b) Landing distances on wet or contaminated runways are given in FCOM/OM "Landing" chapter.
c) As no accurate correlation can be made between the aircraft friction coefficient on a given runway and
the reported friction coefficient or braking action, these performance given in the FCOM/OM have been
established for given depths of water or contaminant (slush, snow).
d) Therefore the only way to determine the applicable take-off and landing performance is to obtain the
depth and type of contaminant.
e) It is not recommended to land or take off on a runway for which the braking action is reported as
"POOR" or the friction coefficient is 0.25 or less.
f) Take off runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of wet snow is
not recommended.
8.3.8.12.6 Guidelines for operations on slippery surfaces
a) General Consideration
1) The use of thrust reversers is mandatory on contaminated runways.
2) The two most important variables confronting the pilot when runway coefficient of friction is low
and/or conditions for hydroplaning exist are length of runway and crosswind magnitude.
3) The total friction force of the tires is available for two functions – braking and cornering. If there is a
crosswind, some friction force (cornering) is necessary to keep the aircraft on the centreline. Tyre
cornering capability is reduced during braking or when wheels are not fully spun up. Locked wheels
eliminate cornering. Therefore in crosswind conditions, a longer distance will be required to stop the
aircraft.
4) According to the runway conditions the following cross wind values indicated in FCOM/OM should
not be exceeded for take-off and landing.
5) Whatever the runway conditions, when cross-wind is over 15Kt, PF must be a Captain.

MANUAL 15 Mar 2017
Table 8.3.8 – Maximum crosswind on Wet and Contaminated Runways
Reported Braking Reported Maximum

Runway Surface Conditions
Action(Index) friction coefficient Crosswind
Damp
Good (5) 0.40 and above
Wet 35kt
Up to 3 mm (1/8”) of water
Damp
Medium/good (4) 0.36 to 0.39 Wet 30kt
Slush
Medium (3) 0.30 to 0.35 25kt
Dry snow
Slush
Medium/poor (2) 0.26 to 0.29 20kt
More than 3 mm (1/8”), up to 12.7 mm (1/2”)
Slush
Poor (1) 0.25 and below 15kt
Standing water, with risk of hydorplaning
Slush
Unreliable (9) - Standing water, with risk of hydorplaning 5kt
High risk of hydroplaning
b) Taxiing
1) Aircraft may be taxied at the PIC discretion on ramps and taxiways not cleared of snow and slush.
More power than normal may be required to commence and continue taxi so care should be taken to
avoid jet blast damage to buildings, equipment and other aircraft. Be aware of the possibility of
ridges or ruts of frozen snow that might cause difficulties. The boundaries/edges of manoeuvring
areas and taxiway should be clearly discernible. If in doubt, request "Follow me" guidance.
2) When executing sharp turns while taxiing or parking at the ramp, remember that braking and
steering capabilities are greatly reduced with icy airport conditions; reduce taxi speed accordingly.
3) Slat/flap selection should be delayed until immediately before line up to minimise contamination.
c) Take-off
1) Severe retardation may occur in slush or wet snow.
2) In most cases, lack of acceleration will be evident early on the take off run. Maximum permissible
power must be used from the start.
3) Large quantities of snow or slush, usually containing sand or other anti-skid substances may be
thrown into the engines, static ports and onto the airframe. Pod and engine clearance must be
watched when the runway is cleared and snow is banked at the sides of runways or taxiway.

MANUAL 15 Mar 2017
d) Landing
1) Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the
approach or have been reported as having recently crossed the airfield, there is a high probability of
the runway being contaminated. The runway state should be checked with ATC before commencing
or continuing the approach. Very often a short delay is sufficient to allow the runway to drain or the
contaminant to melt.
2) Use of reverse thrust on landing on dry snow in very low temperatures will blow the dry snow forward
especially at low speed. The increase in temperature may melt this snow and form clear ice on re-
freezing on static ports.
3) The required landing field length for dry runways is defined as 1.67 times the demonstrated dry
landing distance. For wet runways, this landing distance requirement is increased by 15%.
4) The required landing field length for contaminated runways is defined as 1.15 times the
demonstrated contaminated landing distance.
5) The shortest stopping distances on wet runways occur when the brakes are fully applied as soon as
possible after main wheel spin up with maximum and immediate use of reverse thrust. Landing on
contaminated runways without antiskid should be avoided. It is strongly recommended to use the
auto brake (if available) provided that the contaminant is evenly distributed.
6) The factors and considerations involved in landing on a slippery surface are quite complex and
depending on the circumstances, the pilot may have to make critical decisions almost instinctively.
The following list of items summarises the key points to be borne in mind. Several may have to be
acted upon simultaneously.
i) Do not land where appreciable areas of the runway are flooded or covered with 1/2 inch or more
of water or slush.
ii) Limit crosswind components when runway conditions are poor and runway length short.
iii) Establish and maintain a stabilised approach.
iv) Consider the many variables involved before landing on a slippery runway.
- Landing weather forecast
- Aircraft weight and approach speed
- Landing distance required
- Hydroplaning (aquaplaning) speed
- Condition of tires
- Brake characteristics (anti-skid, auto brake mode)
- Wind effects on the directional control of the aircraft on the runway
- Runway length and slope
- Glide path angle
v) Do not exceed VAPP at the threshold. An extended flare is more likely to occur if excess
approach speed is present.
MANUAL 15 Mar 2017
vi) Be prepared to go-around.

vii) Flare the aircraft firmly at the 1000 ft aiming point. Avoid build up of drift in the flare and runway
consuming float. A firm landing, by facilitating a prompt wheel spin up, also ensures efficient
antiskid braking.
viii) Select reverse thrust as soon as possible.
ix) Get the nose of the aircraft down quickly.
x) Do not attempt to hold the nose off aerodynamic braking. Aim to have the nose wheel on the
ground by the time reverse thrust reaches the target level.
xi) If the auto brake is not available, and if remaining runway length permits, allow the aircraft to
decelerate to less than dynamic hydroplaning speed before applying wheel brakes. If however
maximum braking is required apply and hold full brake pedal deflection. Continue to apply rudder
and aileron inputs while braking. The brakes are the primary means for stopping the aircraft but if
necessary the full reverse thrust may be maintained until the aircraft is fully stopped.
xii) Excessive braking in crosswinds will lead to the aircraft drifting away from the centreline. Do not
decrab completely as the aircraft will yaw on the slippery runway due to its weathercock stability.
xiii) Keep the aircraft aligned with the runway centreline. Use rudder and aileron inputs. As rudder
effectiveness decreases, reduce aileron deflection proportionately.
xiv) Caution: Do not allow large deviations from the runway heading to develop as recovery can
become very difficult. Use of the nose wheel steering is not recommended. Under slippery
conditions, the nose wheels must be closely aligned with the aircraft track or they will scrub.
xv) If directional or lateral control difficulties are experienced, disconnect the autobrake, if necessary,
reduce reverse thrust levels symmetrically, regain directional control with rudder, aileron and
differential braking. Once under control, reapply manual braking and increase symmetrical
reverse levels as required while easing the aircraft back towards the runway centreline.
xvi) After landing in heavy slush do not retract the slats and flaps. Allow ground personnel to clear ice
and slush from slats and flaps before full retraction. Taxi with caution to parking area as flaps
extended provides a much reduced ground clearance.

Wake Turbulence
MANUAL 15 Mar 2017
8.3.9 WAKE TURBULENCE -VAR 10.330 (a)(2)

Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices
trailing from the wing tips. Wake turbulence generated from heavy aircraft, even from those fitted with wing
tip fences, can create potentially serious hazards to following aircraft. For instance, vortices generated in
the wake of large aircraft can impose rolling movements exceeding the counter-roll capability of small
aircraft.
8.3.9.1 Take-off and landing
a) Turbulence encountered during approach or take off may be due to wake turbulence.
b) Aircraft wake turbulence categorisation:
1) (H) Heavy: 136000 kg < MTOW < 560000kg
2) (M) Medium: 7000 kg < MTOW < 136000 kg
3) (L) Light: MTOW  7000 kg
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:
a) Arriving aircraft
1) Medium behind an A380: 3 minutes
2) Medium behind Heavy aircraft: 2 minutes
3) Light behind an A380: 4 minutes
4) Light behind Medium or Heavy aircraft: 3 minutes

Wake Turbulence
MANUAL 15 Mar 2017
b) Departing aircraft
Leading Following Departing Location Separation

A/c A/c Minima
A380 A380 - Not

required
Heavy (H) - 2 minutes
Medium - The same RWY 3 minutes

(M)/
Light (L)
- Parallel RWYs separated by less

than 760m (2500ft)
- Crossing RWYs if the projected

flight paths will cross each other at
the same altitude or less than 300m
(1000ft) below.
- Parallel RWYs separated by 760m
(2500ft) or more, if projected flight
paths will cross each other at the
same altitude or less than 300m
(1000ft) below.

Wake Turbulence
MANUAL 15 Mar 2017
- Intermediate part of the same RWY 4 minutes

or,
- Intermediate part of a parallel RWY

separated by less than 760m
(2500ft).
Heavy (H) A380 (J) - Not

Heavy (H) required
Medium (M) Same position 2 minutes
Light (L) Intermediate part 3 minutes
Medium A380 (J) - Not
(M) Heavy (H) required
Medium (M)
Light (L) Same position 2 minutes
Intermediate part 3 minutes
* Remarks: Intermediate part means any point more than 150m after the take-off commencement point
of the preceding aircraft.

Wake Turbulence
MANUAL 15 Mar 2017
c) Departing and landing in opposite direction

1) The minimum separation time is 2 minutes.
2) A separation minimum of 3 minutes should be applied between a LIGHT or MEDIUM aircraft and an
A380 aircraft.
8.3.9.1.2 Radar separation
Table 8.3.9 Radar Separation
Separation in NM
Leading Following Aircraft
Aircraft Heavy Medium Light
A380 6 7 8
Heavy 4 5 6
Medium 3 3 5
Light 3 3 3
Remark: The above minima should be applied when:

(1) An a/c is operating directly behind at the same altitude or less than 300m (1000ft) below; or
(2) Both a/c are using the same runway, or parallel runways separated by less than 760m; or
(3) A lighter a/c is crossing behind a heavier at the same altitude or less than 300m (1000ft) below.
8.3.9.2 In Cruise
a) Wake turbulence events are more frequent in RVSM airspace, even with very distant aircraft (20 NM).
They may be encountered in cruise, specially in North Atlantic Track system where the aircraft flying in
the same direction are vertically separated by 1000ft.
b) In such case, the flight crew should consider keeping the seat belt signs ON, when the aircraft proximity
is known.
c) If considered necessary, the pilot may offset from the cleared track by up to a maximum of 2NM 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.
d) It is important to note that wake turbulence can cause variation in pitch. When crossing a vortex
perpendicularly, these pitch variations are sometimes accompanied by a loud thumping noise. During
an approach at night, passengers may have the sensation that the aircraft has touched the ground.

Crew Members at their Stations
MANUAL 15 Mar 2017
8.3.10 CREW MEMBERS AT THEIR STATIONS

8.3.10.1 Flight Crew
Even though crewmembers should stay alert at all times during flight, unexpected fatigue can occur as a
result of sleep disturbance and circadian disruption. To cover for this unexpected fatigue, and to regain a
high level of alertness, a controlled rest procedure on the Flight Deck can be used. Moreover, the use of
controlled rest has been shown to increase significantly levels of alertness during the later phases of
flight, particularly after the top of descent, and is considered a good use of CRM principles. Controlled
rest should be used in conjunction with other on board fatigue management countermeasures such as
physical exercise, bright cockpit illumination at appropriate times, balanced eating and drinking, and
intellectual activity. The maximum rest time has been chosen to limit deep sleep with consequent long
recovery time (sleep inertia).
a) During take-off and landing each flight crew member required to be on flight deck duty shall be at his
station. – VAR 10.125 (a)
b) During all other phases of flight each flight crew member required to be on flight deck duty shall remain
at his station unless his absence is necessary for the performance of his duties in connection with the
operation, or for physiological needs provided at least one suitably qualified pilot remains at the controls
of the aircraft at all times, or while he is taking a rest period and a qualified relief crew member replaces
him or her at the duty station – VAR 10.125 (b)(1)(2)(3).
c) During all phases of flight each flight crewmember required to be on flight deck duty shall remain alert. If
a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected fatigue is
experienced a controlled rest procedure, organized by the PIC, can be used if workload permits (See
8.3.10.3). Controlled rest taken in this way may never be considered to be part of a rest period for
purposes of calculating flight time limitations nor used to justify any duty period.
d) Except for crew entry/exit, the cockpit door should remain closed and locked during the whole flight.
e) The task of each flight crewmember is defined in the FCOM/OM for all flight phases.
f) Non essential conversations and activities such as flight desk seat changes are prohibited during critical
phases of flight (ground and in-flight operations below 10,000 feet (AFE/AAL)) where workload is high.
At other times the PIC should ensure that only one flight crew member is occupied with non-essential
activities and that one crew member is always seated such that he/she has full access to the flight
controls during flight.
g) One pilot should always be in a position to maintain a lookout.
h) Meals, tea or coffee etc, should normally be partaken separately, so that one pilot can keep watch until
the other is ready, thus maintaining an adequate lookout.
8.3.10.2 Cabin Crew
a) On all the decks of the aircraft that are occupied by passengers, required cabin crewmembers shall be
seated at their assigned stations during critical phases of flight.
b) During taxi, cabin crew members shall remain at their duty stations with safety belt and shoulder
harness fastened except to perform duties related to the safety of the aircraft and its occupants – VAR
13.015(a).

MANUAL 15 Mar 2017
c) During takeoff and landing, and whenever deemed necessary by the PIC in the interest of safety, cabin
crew must be positioned in seats designated for the purpose with safety belt and shoulder harness
fastened – VAR 13.015 (d), VAR 13.015(b)(c).
d) Any additional cabin crew that cannot be accommodated in seats provided for the purpose will normally
occupy passenger seats, or at PIC's discretion any spare seat in the cockpit. All cabin crew members
are requested to fasten safety belt and shoulder harness.

MANUAL 15 Mar 2017
8.3.10.3 Controlled rest on flight deck

a) It is the responsibility of all crewmembers to be properly rested before flight.
b) This paragraph is concerned with controlled rest taken by the minimum certificated flight crew. It is not
concerned with resting by members of an augmented crew.
c) Controlled rest means a period of time ‘off task’ some of which may include actual sleep. Controlled rest
may be used at the discretion of the PIC to manage both sudden unexpected fatigue and fatigue which
is expected to become more severe during higher workload periods later in the flight. It cannot be
planned before flight.
d) Controlled rest should only take place during a low workload part of the flight.
e) Controlled rest periods should be agreed according to individual needs and the accepted principles of
CRM; where the involvement of the cabin crew is required, consideration should be given to their
workload.
f) Only one crewmember at a time should take rest, at his station; the harness should be used and the
seat positioned to minimize unintentional interference with the controls.
g) The PIC should ensure that the other flight crew member(s) is (are) adequately briefed to carry out the
duties of the resting crew member. One pilot must be fully able to exercise control of the aircraft at all
times. Any system intervention which would normally require a cross check according to multi crew
principles should be avoided until the resting crew member resumes his duties.
h) Controlled rest may be taken according the following conditions:
1) The rest period should be no longer than 45 minutes (in order to limit any actual sleep to
approximately 30 minutes).
2) After this 45-minute period, there should be a recovery period of 20 minutes during which sole
control of the aircraft should not be entrusted to the pilot who has completed his rest.
3) In the case of 2-crew operations, means should be established to ensure that the non-resting flight
crewmember remains alert. This may include:
i) Appropriate alarm systems
ii) Onboard systems to monitor crew activity
iii) Frequent Cabin Crew checks; In this case, the PIC should inform the senior cabin
crewmember of the intention of the flight crewmember to take controlled rest, and of the time
of the end of that rest; Frequent contact should be established between the flight deck and
the cabin crew by means of the interphone, and cabin crew should check that the resting
crew member is again alert at the end of the period. The frequency of the contacts should be
specified in the Operations Manual.
i) A minimum 20 minutes period should be allowed between rest periods to overcome the effects of sleep
inertia and allow for adequate briefing.
j) If necessary, a flight crewmember may take more than one rest period if time permits on longer sectors,
subject to the restrictions above.
k) Controlled rest periods should terminate at least 30 minutes before top of descent.
Use of Seat Belts for Crew and Passengers
MANUAL 15 Mar 2017
8.3.11 USE OF SEAT BELTS FOR CREW AND PASSENGERS

8.3.11.1 General Principles VAR 10.197(b)
a) The wearing of safety harness and/or safety belt by all crew members at their assigned stations and the
wearing of seat belt by passengers is compulsory under the following conditions:
1) During taxiing except when cabin crew perform safety-related duties.
2) During take-off and landing VAR 13.015(b);
3) During an instrument approach;
4) When the aircraft is flying at an altitude of less than 1,000 FT above terrain;
5) In turbulent conditions; and
6) At the PIC's discretion or as required by abnormal or emergency procedures – VAR 13.015(c), VAR 13.033(a).
b) The SEAT BELT switch is to be selected to the "ON" position:
1) During the cockpit preparation. Once airborne the SEAT BELT switch should be selected to the
"OFF" position. An announcement should be made noting that although the seat belt sign has been
turned off, passengers should keep their seat belts fastened whenever they are in their seats.
2) When turbulence is anticipated or encountered. In addition, a cabin must make an appropriate PA
announcement requiring the passengers to fasten their seat belts.
3) During initial approach and no later than FL100.
c) As long as the SEAT BELT signs are illuminated, cabin crew should make frequent checks that
passenger seat belts remain fastened.
d) At each unoccupied seat, the safety belt and shoulder harness, if installed, shall be secured so as not to
interfere with crew members in the performance of their duties or with the rapid egress of occupants in
an emergency – VAR 13.033(c).
8.3.11.2 Use of seat belts for crew members - VAR 10.123
a) All crew members must keep full safety harnesses fastened under conditions listed in 8.3.11.1.
b) All flight crew members must keep their seat belts fastened when at their assigned stations.
c) Flight crew members occupying a pilot’s seat must keep full safety harnesses fastened during the take-
off and landing phases of flight.
d) Other flight crew members must keep full safety harnesses during the take-off and landing phases of
flight, unless the shoulder straps interfere with the performance of duties, in which case the shoulder
traps may be unfastened but the seat belts shall remain fastened.

Use of Seat Belts for Crew and Passengers
MANUAL 15 Mar 2017
8.3.11.3 Use of seat belts for passengers VAR 10.197(a)

a) Each passenger seat belt should not be used by more than one occupant. Each passenger occupying a
seat or berth shall fasten his or her safety belt and keep it fastened while the SEAT BELT sign is lighted
– VAR 10.193(b), VAR 13.033(a)(b).
b) When the seat belts must be fastened, each infant must be kept in the supplementary loop belt of the
accompanying person or strapped in a baby bassinet.
c) Each passenger must have seat belt fastened while sleeping.
8.3.11.4 Use of seat belts in turbulent conditions
a) In turbulent conditions and unless otherwise briefed by the PIC, the SEAT BELT sign does not indicate a
requirement for cabin crew to be seated.
b) Selection of SEAT BELT signs during the flight (except during take-off and landing) shall be dictated by
the severity of any anticipated or actual turbulence.
c) The PIC is responsible for keeping the cabin crew and passengers informed of both expected and
unexpected turbulence encountered. The SEAT BELT sign must be ON and the purser shall make an
appropriate PA announcement, regarding the requirement that passengers must ensure their seat belts
are fastened.
d) Cabin crew must ensure all passengers have conformed to the PIC’s instructions on fastening of seat
belts.
e) When a passenger is seen to unfasten his seat belt or attempts to leave his/her seat, the passenger
must be asked to remain seated and strapped in. However, if a passenger insists on moving, he/she
should not be prevented, but must be warned by cabin crew to take particular care.
Table 8.3.10 - Action required for seat belt compliance
Light Moderate Severe
Cabin crew visually checks If possible, manoeuvre carts back to Cabin Crew will not
that passengers are seated galley, at the same time check that attempt to ensure
with seatbelt fastened and passengers are seated with seatbelt passenger compliance. It
cabin baggage stowed. fastened and hand baggage stowed is imperative that cabin
or placed under the seat. crew sit down
Infants must be removed from immediately.
bassinets and secured and Infants must be removed from
restraint on guardian’s lap or in bassinets and secured and restraint Cabin Crew take the
a car type child seat. on guardian’s lap or in a car type child nearest available seat, fit
seat. full harness or fasten seat
Cabin crew confirm “Cabin belt (if passenger seat)
Secured” to Purser Cabin crew confirm “Cabin Secured”
to Purser
Purser reports to cockpit
Cabin crew takes their seats and fit
Recheck for longer period of full harness.
turbulence
Purser reports to cockpit.

Admission to the Flight Deck
MANUAL 15 Mar 2017
8.3.12 ADMISSION TO THE FLIGHT DECK

8.3.12.1 Authorised persons and requirements
a) Except for operating crewmembers, only authorized persons are accepted in the flight deck–
VAR 10.143(a)(1).
b) When accepting persons in the flight deck, security aspects and general safety principles shall be
complied with. – VAR 10.143 (b).
c) Persons authorised to travel in the flight deck and requirements for the use of vacant flight deck seats
(See 8.3.13) – VAR 10.145.
d) In order to enable the PIC to exercise his authority to accept or refuse a person in possession of a flight
deck permit issued by the CAAV or the Company, he must be informed in adequate time prior to
departure. If he refuses admission to the flight deck, he shall explain the reasons.
8.3.12.2 Sterile Flight Deck
a) To avoid distractions to the flight deck crew during high workload periods the following restrictions apply
to cabin to flight deck communications:
1) Interphone contact with the flight deck is prohibited from after the PA announcement from the flight
deck “Cabin crew, seated for takeoff” until the SEAT BELT sign is switched OFF and from five (5)
minutes after the PA announcement from the flight deck “Cabin crew prepare for landing” and the
SEAT BELT sign is switched ON, until after landing.
2) If an emergency situation develops during takeoff or landing the cabin crew member shall advise the
PIC by interphone immediately then advise purser.
b) The sterile flight deck phase is cancelled following a rejected takeoff or a landing that does not appear
normal once the aircraft has come to a complete stop.
8.3.12.3 Locking of the Flight Deck Door
a) The flight deck door must be closed and locked from the time all external doors of the aircraft are closed
until they are opened at destination - VAR 10.140(a).
b) The number of flight deck entries/exits should be minimized.
c) Prior to each flight and as part of the PIC’s pre-flight briefing of the Purser, an agreed password should
be established for the Purser to use via the interphone system for identification when he/she requires
access to the flight deck.
d) To request access to the flight deck the Purser shall activate the flight deck call system and once the
flight deck crew respond, request entry to the flight deck using the phrase: “This is .....(password).
Please unlock the door”
e) The Purser must check and confirm with pilot in the flight deck, that the entire area outside the flight
deck door is clear before unlocking and opening the flight deck door (for both entry and egress). The
door must be closed and locked immediately after the crew member has entered or exited the flight
deck. - VAR 10.140(a)(b)
Note: For aircraft fitted with security cameras (CCTV) the flight deck crew must observe the video
screen to confirm the identity of the crew member requesting flight deck entry before unlocking the flight
deck door.
Admission to the Flight Deck
MANUAL 15 Mar 2017
f) In the case where it is necessary to summon the Purser to the flight deck in an emergency situation the
flight deck door should be unlocked to permit immediate entry of the Purser without using the above
interphone communication procedure. - VAR 10.140(a)
g) Prior to one pilot’s leaving the flight deck for any reason, a cabin crew member must be called to the
flight deck and he/she is to remain on the flight deck until such time as that pilot returns.
Note: If, at the time when one of the operating flight deck crews desires to leave the flight deck, there is
a person other than the remaining operating flight deck crew who remains on the flight deck until that
pilot returns, the presence of an operating cabin crew member in the flight deck is no more required.

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Use of Vacant Crew Seats
MANUAL 15 Mar 2017
8.3.13 USE OF VACANT CREW SEATS

8.3.13.1 Authorised persons - VAR 10.143
a) Flight deck seats
For flight safety and security reasons and to ensure that the flight crew can perform their duties with as little
disturbance as possible persons other than the authorised persons below are not permitted to be in the
flight deck during flight. The following personnel are authorised for travel in the flight deck:
1) With permission but without a possession of a flight deck permit issued by the CAAV or by VNA:
i) Engineers with duties relating to the flight
ii) Flight crew or cabin crew members on positioning flights
iii) Flight crew trainees as part of their training program
iv) Flight operations employees on duty.
v) Flight operations auditors on duty.
2) With permission and with possession of a flight deck permit issued by the CAAV or VNA - VAR 12.053
(a)(3), (b)
i) Flight Inspector/ Flight operation Inspector of the CAAV in a specific function on board;
ii) Experts and other persons of CAAV with a specific or general function on board;
iii) Special invited guests by the Company for introductory or presentation flights with the permission
of Vice President Operations or other authorised person(s).
iv) Air traffic controller on familiarisation flights.
b) Cabin crew seats
Persons permitted to use cabin crew seats are those authorised for using flight deck seats or those who are
Vietnam Airlines staffs holding valid VNA air tickets.
8.3.13.2 Requirements for vacant crew seat users – VAR 10.143
a) The occupancy of a vacant crew seat on the flight deck or crew seat in the cabin by a person who is not
member of the operating flight or cabin crew is permitted provided that:
1) Vacant crew seat with safety equipment is available. –VAR 12.053 (c)
2) The person has the authorisation of the PIC. The PIC shall request the submission and wearing of a
valid Aviation Identification Card at all times of the flight by such persons before granting such
authorization.
3) The PIC is satisfied that the person is properly briefed on safety procedures and equipment and
relevant operating procedures. - VAR 10.143 (b)(2)
4) The person shall keep the safety belt fastened at all times.
5) The PIC emphasizes the importance of avoiding contact with, or operation of, any control or switch.
b) When accepting vacant crew seat users to the flight deck/cabin, security aspects and general safety
principles shall be complied including the flight crew’s advising of the following:
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Use of Vacant Crew Seats
MANUAL 15 Mar 2017
1) Not to distract and/or interfere with the operation of the flight; - VAR 10.143 (b)(1)
2) Not to disturb flight/cabin crew members in critical phases of the flight or when pilots are in
communication;
3) Not to touch any controls, switches, instruments or circuit breakers;
4) Not to smoke;
5) Not to enter passenger cabin without the PIC’s permission - for flight deck seat users; and
6) Restrict multiple entry to/exit from flight deck, except for personal need – for flight deck seat users.
(Flight Inspector/ Flight operation Inspector of the CAAV in a specific function on board shall be
given free and uninterrupted access to the flight deck of the aircraft – VAR 10.145 (a).

Incapacitation of Crew Members
MANUAL 15 Mar 2017
8.3.14 INCAPACITATION OF CREW MEMBERS

a) Incapacitation of a crewmember is defined as any condition which affects the health of a crew member
during the performance of duties which renders him/her incapable of performing the assigned duties.
b) Incapacitation is a real air safety hazard. Incapacitation can occur in many forms varying from obvious
sudden death to subtle, partial loss of function. It occurs in all age groups and during all phases of flight
and may not be preceded by any warning.
c) If cabin crew incapacitation occurs, they will be removed from duty and deal with it as the same situation
like passenger incapacitation (See 8.2.2.11).
8.3.14.2 Recognition of incapacitation
a) Flight crew members should have a high degree of awareness for subtle incapacitation which may be
recognised by the following:
b) If a flight crew member does not respond appropriately to two verbal communications, particularly
standard calls during critical phases of flight.
c) If a flight crew member does not respond to a verbal communication associated with a significant
deviation from a standard flight profile.
d) If during routine monitoring and cross-checking of flight instruments, particularly during critical phases of
flight, such as take-off, climb out, descent, approach, landing and go-around there is a significant
deviation from the standard flight profile.
e) If you don't feel well, say so and let the other pilot fly.
f) Other symptoms of the beginning of an incapacitation are:
1) Incoherent speech
2) Strange behaviour
3) Irregular breathing
4) Pale fixed facial expression
5) Jerky motions that are either delayed or too rapid
8.3.14.3 Action in case of incapacitation
The recovery from a detected incapacitation of the handling pilot shall follow the sequence below:
a) The fit pilot must assume control and return the aircraft to a safe flight path, announce “I have control”
and engage the autopilot
b) The pilot in control must take whatever steps are possible to ensure that the incapacitated pilot cannot
interfere with the handling of the aircraft. This may include involving cabin crew assistance as follows:
c) The pilot in control should make a PA announcement: “Cockpit speaking, Purser required in the cockpit”
d) The Purser, assisted if necessary by another cabin crew member, will proceed as follows:

Incapacitation of Crew Members
MANUAL 15 Mar 2017
1) Pull the incapacitated pilot upright against the seat back to move him away from the controls, with
one arm against his chest;
2) Check that the seat belt is secure and lock the shoulder harness;
3) Lower the seat and move rearward and sideways;
4) Fully recline the seat;
5) Place the incapacitated pilot’s wrists under the shoulder harness to prevent sudden grabbing for the
controls when consciousness returns.
6) If oxygen is required, loosen collar and necktie, place the mask over the pilot’s face and administer
oxygen.
e) The pilot in control may require a cabin crew member to read out the cockpit check list from the
appropriate QRH.
f) The pilot in control will indicate the section of the check list to be read and will brief on the use of the
following hand signals:
1) Thumbs up: Commence reading
2) Raised open hand: Stop
3) Re-commence reading at the point of interruption when the “thumbs up” signal is given again.
g) The cabin crew member will read the first item on the check list and wait for the pilot in control hand
signal to continue to the next item.
h) The pilot in control must land as soon as practicable after considering all pertinent factors – VAR 10.117 (b) (2)
i) Arrange medical assistance after landing giving as many details about the condition of the affected
crewmember as possible
j) In case of incapacitation of the PIC, see 4.3 for succession of command.
8.3.14.4 Crew incapacitation procedure
Apply the "crew incapacitation" procedure published in FCOM.

OPERATING PROCEDURES 8.3.15 /P1
MANUAL
Cockpit and Cabin Safety Requirements
15 Mar 2017
8.3.15 COCKPIT AND CABIN SAFETY REQUIREMENTS

8.3.15.1 Cabin Preparation and Passengers Seating
8.3.15.1.1 Crew Briefing
a) Flight crew and cabin crew must share knowledge relating to flight operations, review individual
responsibilities, share personal concerns, and have a clear understanding of expectations.
b) Upon flight origination or whenever a crew change occurs, the PIC will conduct a verbal briefing,
preferably with all the flight attendants. Regardless of time constraints, company policy is that the PIC
must brief the purser. The briefing should cover the following items:
1) Logbook discrepancies that may affect flight attendant responsibilities or passenger comfort (e.g.,
coffee maker INOP, broken seat backs, manual pressurization, etc.)
2) Weather affecting the flight (e.g., turbulence – including appropriate code levels, time and duration of
turbulence, thunderstorms, weather near minimums, etc.). Provide the time and duration when the
weather may be encountered rather than a distance or location (e.g. “Turbulence can be expected
approximately one hour after take-off”).
3) Delays, unusual operations, non-routine operations (e.g., maintenance delays, ATC delays, re-
routes, etc.)
4) Shorter than normal taxi time or flight time which may affect pre-flight announcements or cabin
service.
5) Any other items that may affect the flight operation or in-flight service such as catering, fuel stops,
armed guards, etc.
6) A review of the sterile flight deck policy, responsibility for PA announcements when the Fasten Seat
Belt sign is turned on during cruise, emergency evacuation commands, or any other items
appropriate to the flight.
7) During the briefing, the PIC should solicit feedback for operational concerns (e.g., does each person
understand the operation of the emergency exits and equipment). The PIC should also solicit
feedback for information which may affect expected team roles. Empower each crewmember to take
a leadership role in ensuring all crewmembers are made aware of any potential item that might
affect the flight operation.
8) During flight, the Purser will discreetly notify the flight crew in the event of suspicious activity security
breaches in the cabin by the quickest means
9) The purser will inform the PIC of any inoperative equipment and the number of flight attendants on
board.
10) The PIC will inform the lead flight attendant when there are significant changes to the operation of
the flight after the briefing has been conducted.
8.3.15.1.2 Pre-flight
a) Pre-Flight the PIC must ensure himself that:
1) A pre-flight inspection of the aircraft security must be completed and recorded by the PIC, the Purser
and the technician in Aircraft Normal Security Check Report.
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15 Mar 2017
2) The medical and emergency equipment and emergency lighting as detailed in the FCOM are on
board, operative, and properly located;
3) Seats are fixed and equipped with individual belt and oxygen;
4) Safety briefing cards are available to the passengers.
b) The above checks must be conducted by both flight crew (for flight deck) and cabin crew (for cabin) on
the first flight of the aircraft for the day:
1) Of the flight crew on an aircraft during a duty period;
2) After a new cabin crew has assumed control of the aircraft cabin;
3) After an aircraft has been left unattended by a flight crew or cabin crew for any period of time.
c) The Purser and the flight crew conducting flight deck check shall confirm the completion of relevant
checks to the PIC.
8.3.15.1.3 Passenger Embarkation
a) Passenger embarkation will be accordance with Company ground handling procedures. However, cabin
crew should be aware of:
1) Passenger seating to ensure that passengers seated next to emergency exits are capable of
assisting in an emergency situation and will not be a hindrance in the event of an emergency
evacuation.
2) Passenger’s carry-on baggage to ensure that:
i) It can be adequately and securely stowed in accordance with procedures – VAR 13.053(a).
ii) It is not stowed in a location that would cause that location to be beyond its maximum placard
weight limitation – VAR 13.053(c).
iii) The stowage locations shall be capable of restraining the articles in crash impacts severe
enough to induce the ultimate inertia forces specified in the emergency landing conditions
under which the aircraft was type certified – VAR 13.053 (d)
iv) Exits and escape paths are unobstructed with carry-on baggage or other items – VAR 13.060.
b) The PIC must ensure that multiple occupancy of aeroplane seats is only done on specified seats and
does not occur other than by one adult and one infant who is properly secured by a supplementary loop
belt or other restraint device – VAR 13.033(b).
c) The PIC must ensure that there is unobstructed access from each passenger seat to the flight deck as
well as to any regular or emergency exit – VAR 13.007 (a)(3).
8.3.15.1.4 Before take-off/landing - VAR 10.043
a) The aircraft passenger entry doors shall not be closed in preparation for taxi or pushback unless at least
one required crew member has verified that each article of baggage has been properly stowed in
overhead racks with approved restraining devices or doors, or in approved locations aft of the bulkhead,
and that each item mass in the passenger cabin is properly secured to avoid hazard during taxi, take-off
and landing and during turbulence – VAR 13.050 (a), VAR 13.053(b).

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15 Mar 2017
b) PIC may not allow taxi or pushback unless at least one required crew member has verified that:
1) All exit rows and escape paths are unobstructed – VAR 13.060.
2) No exit seat is occupied by a person the crew member determines is likely to be unable to perform
the applicable evacuation functions –VAR 13.035(a).
3) Automatically deployable emergency evacuation assisting means installed on the aircraft are ready
for evacuation – VAR 13.063(a).
c) Before take-off and landing the cabin preparation must be completed as follows:
1) All passengers are seated and have correctly fastened their seat belts.
2) All reclining seats are in an upright position and folding tables stowed. – VAR 13.070.
3) All cabin baggage secured in designated areas.
4) All trolleys are secured in its stowed position and galleys are closed – VAR 13.050(b).
5) Exits and escape paths are unobstructed, – VAR 13.060.
6) Exit doors armed.
7) Automatically deployable emergency evacuation assisting means installed on the aircraft are ready
for evacuation – VAR 13.063(a).
8) Passenger briefing completed (see 8.3.16).
9) Cabin lights dimmed at night in order to improve the night vision of cabin crew and passengers.
10) In-flight entertainment system viewing screens off and stowed (if applicable).
d) Cabin preparation completion should be reported to the PIC.
e) Before take-off and before landing a public address (PA) announcement shall be made to request cabin
crew members to be seated at their station.
f) The PIC shall turn on required passenger information signs during any movement on the surface, for
each take-off and each landing, and when otherwise considered to be necessary – VAR 13.037(a)
8.3.15.1.5 In-Flight
a) General
1) It is required that the purser make an appropriate PA announcement, regarding the requirement that
passengers must ensure that their seat belts are fastened, whenever the SEAT BELT signs are
illuminated in flight.
2) Cabin crew must check to ensure that all passengers have conformed to the PIC’s instructions on
fastening of seat belts.
3) When in the descent phase of flight, the cabin crew members provide notification to passengers.
4) When a passenger is seen to unfasten his seat belt or attempts to leave his/her seat, the passenger
must be asked to remain seated and strapped in. However, if a passenger insists on moving, he/she
should not be prevented, but must be warned by cabin crew to take particular care.

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15 Mar 2017
b) Turbulent condition
1) If it is expected that there will be some considerable delay to cabin service due to turbulence, a
cabin crew member shall make PA announcement to inform passengers of the extended interruption
to cabin service.
2) As soon as turbulence is over or as soon as duties can be reassumed, the PIC must be reported of
cabin condition including passenger injuries and/or cabin damage, and cabin crew must be advised
that cabin service can be conducted.
Table 8.3.11. Communication and coordination for anticipated turbulence
Event Cockpit crew Purser Cabin Crew

Light: Turn on
Expected seatbelt sign switch. Inform cabin crew. Receive information from
turbulence Moderate: Make a PA: “We are Purser.
Turn on and recycle passing an area of
seatbelt sign switch; turbulence, please be Perform visual check as
or seated with seatbelt defined in seat belt
Double recycle seat fastened” compliance and confirm to
belt sign switch (if the On receiving cabin Purser “Cabin secured”.
sign has already been secured by cabin crew, On hearing PA, perform
on previously) report back to cockpit: cabin, galley and seatbelt
Severe: “Cabin secured” compliance checks.
- Inform Chief Purser
Turn on or Recycle
seatbelt sign
Light: Turn on
Unexpected seatbelt sign switch. Receive “cabin secure” Confirm to Purser
light to from cabin crew and
report back to cockpit: “Cabin secured”
Moderate:
moderate
turbulence - Turn on and recycle “Cabin secured”
seatbelt sign switch;
or
- Double recycle seat
belt sign switch (if
the sign has already
been on previously)

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15 Mar 2017
Event Cockpit crew Purser Cabin Crew
Unexpected Turn on or Recycle On hearing the PA, On hearing the PA,

severe seatbelt sign. cease all duties, sit cease all duties; set
turbulence down immediately, brakes on all carts
Make a PA: fasten seatbelt and and wedges between
“Cockpit speaking, fit full harness. seats. Place hot
turbulence, cabin Remain seated until liquids, water
crew seated and advised by the flight jugs/pots on the floor.
fastened” crew or until fasten
seatbelt sign is Take the nearest
switched off. available seat, fit full
harness or fasten
Make a PA: seat belt and sit down
immediately
“We are passing
an area of Remain seated until
turbulence, please advised by the flight
be seated with crew or until fasten
seatbelt fastened” seatbelt sign is
switched off
Fasten Advise cabin crew Receive the status Receive information

seatbelt sign whether it is safe or of the cabin if that it is save to get
switched off not to get up and injuries or damage up.
reassume duties. have occurred and
inform the cockpit. Verify that
passengers are not
hurt and check if any
damage has
occurred.
Inform Purser of the
cabin status.

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15 Mar 2017
8.3.15.1.6 Disembarkation
Passenger disembarkation will be in accordance with Company ground handling procedures. However,
cabin crew should be aware of any potential hazard in the area surrounding the aircraft such as moving
vehicles, equipment or other aircraft.
8.3.15.1.7 Stops where passengers remain on board
At stops where passengers remain on board the aircraft, the PIC, the Purser, or both shall ensure that – VAR
13.065(a):
a) All engines are shut down

b) At least one floor level exit remains open to provide for the deplaning of passengers; and
c) There is at least one person immediately available who is qualified in the emergency evacuation of the
aircraft and who has been identified to the passengers on board as responsible for the passenger
safety.

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15 Mar 2017
8.3.15.2 Cockpit to Cabin Crew, Cabin Crew to Cockpit Communication Procedures
Situation Cockpit crew Purser
1. Before take-off Lock cockpit door.

– all exit
closed. Captain – PA announcement:
“Cabin crew arm slides and cross-
check” (Except ATR-72).
2. Pre-take-off B777/787: B777/787:
passenger Both pilots to verbally acknowledge Advises cockpit “Cabin ready”
between themselves “Cabin ready” by dialling 6* on purser
briefing
displayed on EICAS. handset.
completed.
A330 (VNA371-378): A330 (VNA371-378):
PNF to answer interphone call and Call cockpit and advise “Cabin
acknowledge cabin secure. Advise ready” on the cockpit call
Captain “Cabin ready”. system.
A321 & A330 (VNA379/381/383), A321 & A330

A350: (VNA379/381/383), A350:
Both pilots to verbally acknowledge Advises cockpit “Cabin ready”
between themselves “Cabin ready” by pressing “Cabin ready”
MEMO message displayed green button on forward attendant
on ECAM panel.
ATR-72: ATR-72:
Both pilots to verbally acknowledge Advises cockpit “Cabin ready”
between themselves “Cabin ready” by 1 ring on the cockpit call
received. system.
3. Within one PNF - PA announcement:

minute from
take-off. “Cabin crew be seated for take-off”

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15 Mar 2017
Situation Cockpit crew Purser
4. After take-off. Select SEAT BELT sign OFF at

10,000 FT (5,000 FT - ATR-72) to
signal cabin crew that cabin service
activities can be commenced.
If not possible to select SEAT BELT
sign OFF due to turbulence, captain
to advise purser by interphone
whether cabin crew are to remain
seated or can commence service
activities with the SEAT BELT sign
ON.
5. Descent PNF- PA announcement and task: ATR-72:
- At 20,000 FT or top of descent if - 5 minutes after SEAT BELT
cruising below 20,000 FT: “Cabin sign ON: advise cockpit
crew prepare for landing” “Cabin ready” by 1 ring on
the cockpit call system.
* Select SEAT BELT sign ON (if
not selected ON earlier due to A330 (VNA371-378)
turbulence.
- 3 - 5 minutes after 10,000FT:
- At 10,000 FT AGL: “Cabin crew, advise cockpit “Cabin ready”
ten thousand” by call cockpit on the cockpit
call system
6. Final Approach PNF– PA announcement: Advises cockpit “Cabin ready”
“Cabin crew be seated for landing”. - A321, A330 (379, 381,
383), A350: by pressing
“cabin ready” button on
forward attendant panel.
- B777, B787: by pressing
“6*” on purser handset.
7. After parking PNF – PA announcement:
break ON.
“Cabin crew disarm slides and
cross-check”
(Except ATR-72).
8. Engine shut Unlock cockpit door.
down.

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15 Mar 2017
8.3.15.3 Fuelling with passengers on board, embarking or disembarking

a) Crew, staff and passengers must be warned that re/defueling will take place. The number of cabin crew
to remain on board the aircraft will equal the number of cabin main exits. These cabin crew members
will remain in the vicinity of their assigned exits during refuelling/de-fuelling, at least one qualified cabin
crew member trained in emergency procedures is positioned near boarding door.
b) The purser must make a PA announcement that refuelling is about to take place, instruct passengers
not to smoke or use any object likely to cause a spark or flame and all items of personal electrical
equipment are switched off.
c) In addition:
1) The NO SMOKING sign will be ON and the SEAT BELT sign will be OFF;
2) Passengers must be instructed to unfasten their seat belts and refrain from smoking;
3) All aisles and routes to exits remain clear from obstructions;
4) Areas on the ground could be used in the case of an evacuation are unobstructed;
5) At least one main exit door forward should remain open with a jet bridge/mobile stair in position;
6) The main right rear exit should remain closed with the mode selector set to “Armed” until
completion of the fuelling operation;
7) The ground servicing such as catering or cleaning must be finished before fuelling with
passengers boarding
8) If the presence of fuel vapour is detected inside the aeroplane, or any other hazard arises during
re/defueling, fuelling must be stopped immediately;
d) A two-way communication shall be established and shall remain available by the aircraft’s inter-
communication system or other suitable means between the ground crew supervising the refuelling and
the qualified personnel on board the aircraft.
8.3.15.4 Portable Electronic Devices (PED)
VNA regulations on PED use onboard comply with ICAO CIR 340 Guidelines For Expanded Use Of
Portable Electronic Devices - VAR 10.177 (a)(4)
8.3.15.4.1 List of Permitted, Prohibited and Restricted Devices - VAR 10.177 (a)(2)
a) PED permitted at all times:
1) Traditional electronic watches, excluding cell phone or any receiving/transmitting devices which
function as electronic watches.
2) Traditional portable voice recorder, excluding cell phone or any receiving/ transmitting devices which
function as portal voice recorders.
3) Hearing aids
4) Heart pacemakers
5) Electronic shavers

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15 Mar 2017
6) Electronic games without remote control;

7) Portable personal listening devices (compact disc, cassette players);
b) PED permitted during flight at and above 10,000 feet
1) Computers and printers modems connected directly to aircraft satellite phone or via wireless internet
2) Digital media players
3) E-readers
4) Customer-owned electronic noise-cancelling/reduction headphones
5) Electronic calculators
6) Voice recorders
c) PED prohibited at all times
1) AM/FM transmitters and receivers (including televisions, radios)
2) Two-way communication devices (unless the transmitting function is disabled)
3) Remote-control devices (customer-owned)
4) Personal air purifiers
5) Electronic simulated smoking devices (cigarettes, pipes, cigars)
6) Large heavy electronic power devices
7) Wireless mouse
8) VHF scanner receivers;
9) Portable television sets
10) Radio controlled toys
11) Two way transmitters such as walkie-talkies, radios
12) 49 MHz transmitters
d) Restricted Transmitting Portable Electronic Devices (TPEDS)
All restricted T-PEDS are prohibited during refueling, excluding T-PEDs used by crew member for
operational purpose.
1) TPED (group 1)
i) Mobile phone / smart phones
ii) Tablets
iii) Bluetooth devices
iv) E-Readers *when equipped with a transmitting function
v) Electronic games * when equipped with a transmitting function
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15 Mar 2017
vi) Digital media players *when equipped with a transmitting function

Notes:
(1) Restricted TPED listed above are permitted for use during taxi, take-off, cruise, approach and
landing with restrictions. The ‘Airplane Mode/ Flight mode’ must be enabled once the passenger
are onboard until their disembarkation. PEDs shall not be charged during critical phases of the
flight.
(2) Devices marked with (*) are prohibited during taxi, take off, landing and flight operations below
10,000 feet
2) TPED (group 2)
i) Laptops and notebooks: must be unplugged, switched off and stowed in an approved stowage
during taxi, take-off, approach and landing.
ii) Portable DVD players: must be unplugged, switched off and stowed in an approved stowage
during taxi, take-off, approach and landing.
iii) Navigation devices must be switched off for taxi, take-off, approach and landing.
3) Use of mobile phone/ smart phone, tablet, laptop and notebooks on aircraft with cellular
phone/wifi connectivity system (A350/ B787)
i) The activation of cellular phone/wifi mode on mobile phone/ smart phone, tablet, laptop and
notebooks in flight is allowed at or above 10,000 feet on aircraft equipped with cellular phone/wifi
connectivity system, except when operating in airspace where restrictions of in-flight use of
PED/TPED are applied.
ii) These devices may be used for non-voice data services only (i.e e-mail, text messaging and
internet).
iii) Unless setting the ‘Airplane Mode/ Flight mode’, mobile phone/ smart phone, tablet, laptop and
notebooks must be stowed bellow 10,000 ft.
8.3.15.4.2 PED on board using instruction
a) Silent Mode
All PED, when being used, must be set SILENT to minimize interference with higher priority in-flight
communication.
b) Stowage and Securing of PEDs
i) Large PED (laptop or computer) must be stowed in overhead locker or under the seat.
ii) Small hand-held PED (mobile phone or tablet) must be secured during taxi, take- off, decent,
approach and landing. Passenger may secure small PEDs (not heavier than 1,3 kg) by placing them
in the seat pockets and may not leave them unsecured in adjacent empty seat or on the laps.
iii) Passenger are prohibited from getting up out of their seats to access the overhead bins or other
stowage areas when this may present a risk to themselves or the passengers around them, such as
during critical phases of flight and at other times identified by the crew.
c) On board charging (using aircraft power)
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If power source of 50-60 hz 110-220 volt or USB is provided on board, PED charging is allowed. Over-
capacity charging is not permitted.
8.3.15.4.3 PED-related procedures
a) Normal procedures
1) Boarding:
i) Cabin crew makes an announcement on instructions of using, stowage and securing of PEDs.
ii) Cabin crew members supervise the cabin to ensure passenger’s compliance with the PED’s
policy.
2) During critical phases of flight:
i) Cabin crew makes an announcement for permission/restriction of PED/T-PEDs using.
ii) Cabin crew members supervise to ensure passengers’ compliance with the PED’s policy.
3) In case of turbulence:
Cabin crew follows the turbulence procedures.
4) During refuelling:
Cabin crew makes an announcement on the prohibitions of restricted T-PEDS.
b) Abnormal procedures relating to the use of PEDs
1) Fire related to PEDs or stand-alone lithium batteries
Refer to Doc 9481 – Emergency Response Guidance for Aircraft Incidents Involving Dangerous
Goods for detailed guidance on procedures in case of fire involving a PED or stand-alone lithium
batteries.
2) Passenger management
Passengers who do not adhere to the policy regarding the use of PEDs are considered unruly
passengers and are handled in accordance with the procedure specified in 10.2.
c) Suspected Interference Report
1) If interference from a device is suspected, PIC will prohibit the use of the device.
2) Where interference with the aircraft systems or equipment is suspected from use of a device, crew
members must:
i) Instruct passenger(s) to terminate the use of device
ii) Prohibit the use of suspected device
iii) Recheck the aircraft systems and equipment
iv) Photograph the suspected PED, if possible and submit with report
3) The PIC shall enter Technical Log any suspect of causing interference to aircraft operation relating
to the use of PED.

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4) The PIC shall also report incidents of PED interference and include the following information in the
Occurrence report – VNA-FOM-RF01:
i) Flight Information – aircraft type, registration date and UTC time of incident, aircraft location
(VOR bearing/DIST/LAT/LONG), altitude, weather conditions, name and telephone number of
the PIC;
ii) The aircraft systems affected and the description of Interference:
- Description of effects on aircraft systems, audio or systems, including radio frequency,
identification, duration, severity and other pertinent information;
- Location the device was found, phase of flight and the time the problem occurred;
- Full description of the device (brand, serial number, operating system) and any other
peripherals.

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8.3.15.5 Medical kits

a) First-Aid kits
1) The following number of first-aid kits, should be readily accessible for use in the aircraft:
Number of
Number of First-Aid
passenger
Kits required
seats installed
0 to 99 1
100 to 199 2
200 to 299 3
300 and more 4
2) The first-aid kits must be inspected periodically to confirm, to the extent possible, that contents are
maintained in the condition necessary for their intended use; and replenished at regular intervals, in
accordance with instructions contained on their labels, or as circumstances warrant.
3) The following should be included in the first-aid kits:
i) Bandages (unspecified)
ii) Burns dressings (unspecified)
iii) Wound dressings, large and small
iv) Adhesive tape, safety pins and scissors
v) Small adhesive dressings
vi) Antiseptic wound cleaner
vii) Adhesive wound closures
viii) Adhesive tape
ix) Disposable resuscitation aid
x) Simple analgesic e.g. paracetamol
xi) Antiemetic e.g. cinnarizine
xii) Nasal decongestant
xiii) First-Aid handbook
xiv) Splints, suitable for upper and lower limbs
xv) Gastrointestinal Antacid
xvi) Anti-diarrhoeal medication e.g. Loperamide
xvii) Ground/Air visual signal code for use by survivors.
xviii) Disposable Gloves
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4) A list of contents in at least 2 languages (English and Vietnamese). This should include information
on the effects and side effects of drugs carried.
Note: An eye irrigator whilst not required to be carried in the first-aid kit should, where possible, be
available for use on the ground.
b) Emergency medical kit
1) An emergency medical kit must be carried by any aeroplane with a maximum approved passenger
seating configuration of more than 30 seats if any point on the planned route is more than 60
minutes flying time (at normal cruising speed) from an aerodrome at which qualified medical
assistance could be expected to be available.
2) The PIC shall ensure that drugs are not administered except by qualified doctors, nurses or similarly
qualified personnel.
3) The emergency medical kit must be dust and moisture proof and shall be carried under security
conditions, where practicable.
4) The emergency medical kit must be inspected periodically to confirm, to the extent possible, that the
contents are maintained in the condition necessary for their intended use; and replenished at regular
intervals, in accordance with instructions contained on their labels, or as circumstances warrant.
5) The following should be included in the emergency medical kit carried in the aeroplane:
i) Sphygmomanometer - non mercury
ii) Stethoscope
iii) Syringes and needles
iv) Oropharyngeal airways (2 sizes)
v) Tourniquet
vi) Coronary vasodilator e.g. nitro-glycerine
vii) Anti-smasmodic e.g. hyascene
viii) Epinephrine 1:1 000
ix) Adrenocortical steroid e.g. hydrocortisone
x) Major analgesic e.g. nalbuphine
xi) Diuretic e.g. fursemide
xii) Antihistamine e.g. diphenhydramine hydrochloride
xiii) Sedative/anticonvulsant e.g. diazepam
xiv) Medication for Hypoglycaemia e.g. hypertonic glucose
xv) Antiemetic e.g. metoclopramide
xvi) Atropine
xvii) Digoxin

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15 Mar 2017
xviii) Uterine contractant e.g. Ergometrine/Oxytocin

xix) Disposable Gloves
xx) Bronchial Dilator – including an injectable form
xxi) Needle Disposal Box
xxii) Anti-spasmodic drugs
xxiii) Catheter
6) A list of contents in at least 2 languages (English and Vietnamese). This should include information
on the effects and side effects of drugs carried.
c) Water supply
Water sterile and water purification tablets was kept in the Survival Pack of the aircraft
8.3.15.6 Universal Precaution Kit – VAR 6.156
a) PIC shall not operate an aircraft that is required to carry cabin crew as part of the operating crew,
unless it is equipped with one universal precaution kit for the use of cabin crew members in managing
incidents of ill health associated with a case of suspected communicable disease, or in the case of
illness involving contact with body fluids.
b) A minimum of two universal precaution kits are required for aeroplanes authorized to carry more than
250 passengers)
c) The installed universal precaution kit shall contain the minimum contents prescribed by the CAAV.
8.3.15.7 Smoking on board
All flights of Vietnam Airlines are no-smoking flights, the NO SMOKING sign will be ON during all phases of
flight – VAR 10.193 (e), (f), VAR 13.027(b).

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15 Mar 2017
8.3.15.8 Procedures and checklist system

Procedures and checklist system for use of cabin crew must at least take into account the following items:
Item Pre Take-off In- flight Pre-landing Post-Landing

1. Brief of cabin crew by the Purser
prior to commencement of a flight or X
series of flight
2. Check of safety equipment in
accordance with operators policies X
and procedures
3. Security checks: searching for
concealed weapon, explosives or X
X
other dangerous devices
4. Supervision of passenger
X X
embarkation and disembarkation
5. Securing of passenger cabin (e.g.
X X
seatbelt, cabin cargo/baggage)
6. Securing of galleys and stowage

X X
of equipment
7. Arming of door slides X
8. Safety information to passengers X X X X
9 “Cabin secure” report to flight crew X if required X
10. Operation of cabin lights X if required X

11. Cabin crew at crew stations for
take-off and landing X X X
12. Surveillance of passenger cabin X X X X
13. Prevention and detection of fire
in the cabin, galley, crew rest areas
X X X X
and toilet and instructions for action
to be taken
14.Action to be taken when
turbulence is encountered or in-flight
X
incidents (pressurisation failure,
medical emergency etc.)
15. Disarming of door slides X
16.Reporting of any deficiency
and/or unserviceability of equipment X X X X
and/or any incident

Passenger Briefing
MANUAL 15 Mar 2017
8.3.16 PASSENGER BRIEFING

8.3.16.1 General - VAR 10.200
a) Prior to embarkation, passengers must be briefed on which articles are prohibited to be carried on board
(on their person, in hand baggage or in checked baggage).
b) All passengers must receive appropriate briefing, or equipment demonstration, for the various stages of
the flight, in particular:
c) Passengers must be given a verbal briefing about safety matters. Parts or all of the briefing may be
provided by an audio-visual presentation.
d) Each passenger seat must be provided with a safety briefing card on which picture type instructions
indicate the operation of emergency equipment and exits of the aircraft type and variant used for that
flight. – VAR 10.200 (a)(5); VAR 12.185(b).
e) The briefing shall all subjects approved by the CAAV for the specific operations conducted as included
in the pertinent Operations Manual. – VAR 10.200(c)
f) The card must contain – VAR 12.185 (a):
1) Location and methods of opening the emergency exits;
2) How and when oxygen equipment is to be used (if carriage of oxygen is required);
3) Location and use of individual floatation devices (where carriage is required);
4) Other instructions necessary for use of the emergency equipment, and
5) Information regarding the restrictions and requirements associated with sitting in an exit seat row.
8.3.16.2 Briefing Sections:
8.3.16.2.1 Pre-take-off Briefing- VAR 10.200(d), VAR APP 13.077 (b), VAR 13.007 (a)(5)
Prior to take-off cabin crew must brief all passengers on applicable safety rules and procedures. The
briefing (which may be performed as a video presentation) will include:
a) Information on the prohibition of smoking;
b) Restrictions on the use of PED - VAR 10.177 (a)(3);
c) Requirement for seat back to be upright and tray table stowed;
d) A demonstration of the following:
1) Seat belt fastening and un-fastening;
2) Location and operation of oxygen masks: Passengers must be informed of how to put out all
smoking materials when oxygen equipment used
3) Location of exit signs and exits;
4) Location of escape path marking lights;
5) Location of emergency exits and escape slides;
6) Location and operation of life raft, life jackets and flotation devices – VAR 13.045;
7) Smoking/smoke detector regulations;
8) Stowage of hand baggage;
9) Reference to passenger safety briefing card.
Passenger Briefing
MANUAL 15 Mar 2017
Remarks: Persons of reduced mobility must be personally briefed on the route to the most appropriate exit
and the time to begin moving to the exit in the event of an emergency – VAR 13.043 (c).
8.3.16.2.2 After Take-off Briefing
After take-off the cabin crew must make a PA announcement reminding passengers of the following:
a) Smoking regulations;
b) Use of safety belts and/or safety harnesses including the safety benefits of having safety belts fastened
when seated irrespective of seat belt sign illumination; and
c) Permission for use and restrictions applied for PED used in flight (at or above 10,000ft).
8.3.16.2.3 Pre Landing Briefing
Before landing the cabin crew must make a PA announcement reminding the passengers of the following:
b) Use of seat belts;
c) Requirement for seat back to be upright and tray table stowed;
d) Re-stowage of hand baggage; and
e) Restrictions on the use of PED
8.3.16.2.4 After Landing Briefing
After landing the cabin crew must make a PA announcement reminding the passengers of the following:
b) Use of seat belts.
8.3.16.3 Public Address (PA) Announcements – VAR 10.203
a) Although the PIC may delegate the use of the PA system to any other crew member, he remains
responsible for its proper use. The PIC should discuss his plan for routine announcements with the
purser. The following should be considered before each announcement:
1) Plan the content of the announcement;
2) Speak clearly in simple language to encourage a friendly an informal mood;
3) Keep it short and avoid exploiting a captive audience with lengthy or too-frequent announcements;
4) Avoid the use of aviation jargon and humour.
b) Crew members should cary out PA in case:
1) Greeting, provide the flight information;
2) Delays, diversions, cancel and the reason(s)
3) Safety related matters, non-normal and emergency situations
4) Turbulence: When noticeable turbulence is anticipated or encountered, the flight crew is required to
advise cabin crew and passengers of the duration and intensity expected and if deemed appropriate
request all cabin crew to be seated with their seat belts fastened. – VAR 8.3.16.5
c) When the take-off is imminent, the passengers are to be advised by making an announcement over the
PA.
Passenger Briefing
MANUAL 15 Mar 2017
d) After take-off, immediately after turning the seat belt sign off, an announcement is required
recommending that the passengers keep their seat belts fastened while seated, even though the seat
belt sign is off – VAR 13.043(b).

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General Operating Instructions
15 Mar 2017
8.3.17 GENERAL OPERATING INSTRUCTIONS

8.3.17.1 Use of cockpit lights
a) Lighting should be set at a level which maximizes clarity and provides good external visibility.
b) Storm light shall only be used when the aircraft is on the ground. To minimize temporary loss of vision in
case of lightning, dome lights must be set to maximum brightness.
8.3.17.2 Operations Outside Controlled Airspace
Operation outside controlled Airspace is not applicable by VNA.
8.3.17.3 Collision Avoidance - VAR 10.330 (a)(1)
In visual meteorological conditions (VMC) flight deck crew must maintain regular vigilance outside the flight
deck in order to “see and avoid” any confliction with visual traffic.
8.3.17.4 Communication
a) Phraseology: Flight crew are required to adhere to ICAO standard radio phraseology (Doc 4444) at all
times including clearance acceptance and read-back; and use of call-sign.
b) Standard verbal callout: Flight crew are required to adhere the standard verbal callout in Standard
Operating procedures during each phrases of flight.
c) Common language: English is common language for use by all flight crew members for communication
as follows:
1) On the flight deck during line operations;
2) Between the flight crew and cabin crew during line operations;
3) During flight crew training and evaluation activities
d) Communication between flight crew and cabin crew: Standard language, terminology, signal and/ or
verbal commands must be used for communication between flight crew and cabin crew during normal,
abnormal and emergency situation.
e) Use of Headset/boom microphone and Flight Deck Speakers:
1) Pilots are required to use headsets and boom microphone for communication with ATC during
critical phases of flight, from push back/start until 20000ft on climb or TOC (which ever earlier) and
from TOC or passing 20000ft on descent (which ever later) until last engine shutdown. – VAR 10.150 (a)
2) Flight deck speaker(s) may be used during cruise.
f) VHF Procedures: The left VHF should be used for all ATC communications. The right VHF should be
used for company messages, as a standby and to monitor the emergency/guard frequency (121.5). At
least one pilot must maintain a listening watch on the designated VHF ATC frequency at all times.
g) Emergency/Guard Frequency:
The emergency/guard frequency (121.5) should be monitored by at least one pilot when the aircraft is
operating above 10,000 FT. This frequency is not to be used as an aircraft to aircraft "talk" frequency
except to establish contact and to nominate a change to another VHF frequency. Within the Asia/Pacific
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15 Mar 2017
region the VHF frequency 128.95 Mhz is authorized for aircraft to aircraft "talk" and it is only to be used
for operational reasons.
h) Calls on Company Frequency
1) Company frequency will be used only when the flight crew need the assistance or to inform the flight
status to Company flight operation units, but uninterrupted communication to ATC units must be
maintained. – VAR 10.397, VAR 10.463 (a)(3)
2) When the workload permits, calls on company frequency can be made by the PNF/PM using the
other VHF equipment that do not occupy for ATC communication where aircraft inside VHF
coverage area (around 150 NM from VHF station upon aircraft height). VHF calling from ground staff
is not allowed. Flight crew and ground staffs must comply with the following provisions:
i) Do not communicate any information relating to or affecting the ATC operations.
ii) No VHF conversation in the boundary areas of 2 AOR (Areas of responsibility) of ATC services
units, Transfer Control areas and aircraft approaching areas.
iii) No VHF conversation for personal needs.
iv) Only use VHF when pilot want to have the assistant from:
- Emergency situations;
- Flight schedule, crew roster;
- Passenger status;
- Aircraft technical status, crew status;
- Terminal, gate, parking bay forecasts;
- Other technical and operation requirements
v) When using Company frequency, all provisions in the current aviation legislation system on radio
frequency use must be satisfied.
vi) Only qualified staffs are permitted to establish VHF communication. All communication between
crew and ground and related actions must be recorded in to VHF communication logbook as
follows:
Flight
Date Time Flight crew Ground staff Content Action
number
i) High Frequency Radio Operations: High frequency radio range is governed by the frequency and the
atmospheric conditions and normally the higher the frequency the further the range. Range is further
increased for all frequencies at night when compared to day and can be most unpredictable at sunrise
and sunset. Following any frequency change a SELCAL check should be requested.

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j) IATA In-Flight Broadcast Procedure

1) Certain FIR’s are declared In-Flight Blind Broadcast areas and are identified on the applicable
Jeppesen area chart. When operating through such FIR(s) a listening watch should be commenced
on the designated frequency 10 minutes prior to entering the designated airspace. In the case of an
aircraft departing from an airport located within the lateral limits of the designated airspace a
listening watch should commence as soon as possible after take-off and be maintained until clear of
the designated airspace.
2) Additional position reporting procedures required in such airspace are detailed on the applicable
Jeppesen area chart.
k) Data link for aircraft communications
1) Data link communications include, but are not limited to, automatic dependent surveillance (ADS),
controller-pilot data link communications (CPDLC), data link flight information services (D-FIS) and
aeronautical operational control (AOC) messages.
2) Company ensures either:
i) Aircraft in its fleet for which the individual certificate of airworthiness is first issued after 01 Jan
2005 that utilize data link communications, and are also required to carry a CVR, are equipped
with an FDR that records all data link communications to and from the aircraft; the minimum
recording duration shall be equal to the duration of the CVR and correlated to the recorded
cockpit audio, or
ii) Have a process to ensure the time and content of all data link messages between the Company
and aircraft, for which the individual certificate of airworthiness is first issued after 01 Jan 2005,
are recorded, retained and back up.
8.3.17.5 Flight Simulation
a) Company shall specify that the required manoeuvres that cannot be safely accomplished in an aircraft,
are trained and examined in a Authority approved and certified flight training device. When engine-out
manoeuvres are carried out in an aircraft, the engine failure shall be simulated.
b) Simulations of abnormal or emergency situations requiring the application of part or all of abnormal or
emergency procedures and simulation of IMC conditions by artificial means are forbidden during a
revenue flight. - VAR 10.350 (a)(b)
c) Company do not allow to operate an aircraft in simulated instrument flight unless: - VAR 10.347 (a)
(1) That aircraft has fully functioning dual controls;
(2) The other control seat is occupied by a safety pilot who is qualified for the category and class
appropriate to the aircraft and operation being flown, and
(3) The safety pilot has adequate vision forward and to each side of the aircraft, or a competent
observer in communication with the safety pilot shall occupy a position on the aircraft from which
provides adequately supplement to the vision of the safety pilot.

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8.3.17.6 Aircraft Manufacturer Procedures and Check lists

a) It is Company policy to operate all Company aircraft in accordance with the applicable manufacturer’s
procedures and checklists, provisions of aircraft certificate of airworthiness.
b) In the event that the Company requires a change to such procedures and/or checklists the Flight crew
director shall be responsible to ensure that any significant changes are based on operational
considerations and not introduced without first considering the human factors principles associated with
the proposed change(s).
8.3.17.7 Task Sharing – VAR APP 1 TO 12.153 (d)(4)(A)(18)(29)

Task sharing including use of checklists, PF/PNF duties and manual and automatic flight shall be in
accordance with the particular aircraft manufacturer’s FCOM/OM and the associated Company Standard
Operating Procedures.
8.3.17.8 Pre-Departure and Pre-Landing Briefings – VAR APP 1 TO 12.153 (d)(4)(A)(17)(23)
a) Pre-departure and pre-landing briefings are set out in the applicable aircraft type FCOM/OM and/or
Company SOP and should include the following considerations as appropriate for each flight:
1) Aircraft technical status;
2) Fuel status;
3) Airport and taxi diagram review;
4) Weather;
5) NOTAMS;
6) Low visibility procedures;
7) Departure/approach charts;
8) Minimum safe altitudes and terrain;
9) Use of automation;
10) Take-off/landing speeds and flap settings;
11) Missed approach/go-around and alternates;
12) Normal and non-normal departure and approach considerations;
13) Special conditions and operations (e.g. crew familiarization with the route or airport flown, hazardous
materials, environmental, non-standard noise abatement, etc...);
14) Safety briefing for any jump seat or observer passenger not type rated on the particular aircraft;
15) Bird strike potential, if applicable.
8.3.17.9 Circuit breaker trip/reset
a) Flight crew must coordinate with maintenance personnel to reset a circuit breaker on the ground and
their reset actions must comply with the FCOM/OM procedures.

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b) A tripped circuit breaker should not be reset in flight unless doing so is consistent with explicit
procedures specified in the FCOM/OM/QRH or in the judgment of the PIC, resetting the circuit breaker
is necessary for the safe completion of the flight.
8.3.17.10 Cross-check required cockpit actions
a) It is Company policy that any actuation of a cockpit control(s) that is irreversible must be cross-checked
and verbal confirmation by two flight crew member (dual response) before actuation any critical aircraft
system control, including:
1) Engine thrust levers;
2) Fuel master or control switches;
3) Engine fire handle or switches
4) Engine fire extinguisher switches;
5) IDG/CSD disconnect switch.
b) It is Company policy that any critical crew actions must be cross-checked and confirmed, including:
1) Configuration changes (landing gear, wing flaps, speed brakes)
2) Heading, altitude, altimeter and airspeed (bug) settings
3) Altimeter subscale settings
4) Altitude (window) selections
5) Transfer of controls of the aircraft
6) Changes to AFS/FMS and radio navigation aids during the departure or approach phases of flight
7) Weight /mass and balance calculations and associated AFS/FMS entries
8) Performance calculations or inputs, including AFS/FMS entries
8.3.17.11 Overwater operations
a) VNA must demonstrate to CAAV that it has the ability and equipment to efficiently carry out ditching
procedures before conducting overwater operations – VAR 12.135.
b) When conducting overwater operations, the PIC must ensure that all passengers have been orally
briefed on the location and operations of life preservers, life rafts, and other flotation means, including a
demonstration of the method of donning and inflating a life preserver – VAR 13.045(a).
c) The PIC shall determine that this information is immediately available from Company before
commencing flight overwater or remote areas. VAR 10.185
1) Number, colour and type of life rafts and pyrotechnic
2) Details of emergency medical supplies,
3) Water supplies and
4) Type and frequencies of the emergency portable radio equipment

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d) Overwater flights
Company shall not conduct overwater flights unless it is equipped with life jackets equipped with a
survivor locator light, for each person on board. Each life jacket must be stowed in a position easily
accessible from the seat or berth of the person for whose use it is provided. Life jackets for infants may
be substituted by other approved flotation devices equipped with a survivor locator light.
e) Long-range overwater flights
1) Company shall not conduct long-range overwater flights unless the following equipments are on
board:
i) Life savings rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate
their ready use in emergency, provided such life-saving equipment including means of sustaining
life.
ii) Equipment for making the pyrotechnic distress signals.
8.3.17.12 Turns after Take-off
Turns after take-off at altitudes below 500 FT (Above ground level - AGL or Above airport level - AAL),
except for noise abatement procedures, are to be avoided.
8.3.17.13 Loading of Emergency equipments – VAR 10.127 (a)
a) Crash axe or crowbar
All aircraft must be equipped with a minimum of one crash axe or crowbar located on the flight deck.
b) Flashlight
Aircraft intended to be operated at night must be equipped with a flashlight (torch) at each flight crew
member station – VAR 10.127 (a).
c) Hand-held fire extinguishers
1) Total number of hand-held fire extinguishers for passenger aircraft shall not be less than:
i) Three extinguishers for aircraft with 61 to 200 passenger seats;
ii) Four extinguishers for aircraft with 201 to 300 passenger seats;
iii) Five extinguishers for aircraft with 301 to 400 passenger seats
2) Hand-held fire extinguishers shall be of a type that will minimize the hazard of toxic gas
concentration. A minimum of one hand-held fire extinguisher shall be located in the flight deck.
d) Emergency locator transmitters (ELTs)
All aircraft utilized for international flight are equipped with a minimum of two ELTs that operate on 121.5
MHz and 406 MHz simultaneously, one of which shall be automatic.
e) Securely attached underwater locating device
Effective 1 January 2018, all aircraft of a maximum certificated take-off mass of over 27 000 kg and
operated on long-range over-water flights are equipped with a securely attached underwater locating
device. Such device shall not be installed in the aircraft wings or empennage, and shall:
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15 Mar 2017
1) Automatically activate upon immersion in water;

2) Operate at a frequency of 8.8 kHz;
3) Once activated, operate for a minimum of 30 days.
f) GPWS
All aircraft in its fleet are equipped with a ground proximity warning system (GPWS) that:
1) Automatically provides a warning to the flight crew when the aircraft is in close proximity to the
earth's surface with:
(i) Excessive descent rate;
(ii) Excessive terrain closure rate;
(iii) Excessive altitude loss after takeoff or go-around;
(iv) Unsafe terrain clearance while not in the landing configuration;
(v) Excessive descent below the instrument glide path.
2) Has a forward-looking terrain avoidance function.
8.3.17.14 In-flight re-planning/diversion – VAR 10.345
In-flight re-planning/diversion mean a situation that a flight could not land at destination airport or alternate
airport because of any reason. In this case, In-flight re-planning shall be make. The PIC must contact the
ATC and Flight dispatcher as early as possible. The responsibility to the diversion route rests entirely with
the PIC. However, on PIC’s request the flight dispatcher shall forward the recommendation and/or analysis.
8.3.17.15 One-off procedure
a) For abnormal flights landing to airport that not support qualified technical staffs, PIC must communicate
with OCC and inform necessary information and aircraft technical checks. After receiving that
information, Technical department, coordinated with VAECO consider, review it and support flight crew if
necessary. The PIC is permitted to sign CRS of the aircraft provided that:
1) Aircraft without any inoperative items of previous flights
2) PIC will implement the standard aircraft checks and supplement checks as required by Technical
department/ MCC-VAECO
3) Aircraft check results will be reviewed by Technical department to ensure the aircraft airworthiness
4) Safety, Quality and Security Department reviewed and approved the Concession sheet completed
by Technical department.
b) After receiving the approval from Safety, Quality and Security Department, the PIC sign the tech log and
fill the Occurrence Report after flight.
8.3.17.16 Pilot economic measures
a) At the gate
1) Reduce unnecessary fuel on board
2) Coordinated optimum time to start APU (APU costs 30 to 50 times more than ground power)
3) Data link Departure clearance if applicable

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4) Shortest taxi route to runway with rolling line up

5) Runway direction matched to departure direction, if possible
b) Taxi
1) Accurate taxi estimates by ATC permits pilot to plan for:
i) APU start-up / shut-down
ii) Engine start-up
iii) Avoid Slow taxi speeds cost time and fuel. Up to 30kts is permissible.
2) During taxi, ATC updates on take-off sequence: Allows pilots to complete pre-take off check lists in
good time -reducing runway occupancy.
c) Approaching the runway
Rolling take – off avoids holding in take – off position
d) Take-off
1) Intersection take-offs save time and fuel. Check the Airport Analysis/RTOLW chart for use of a
intersection take-off. ATC may assign, or the flight crew may request an intersection take-off.
Following the departure of a heavy aircraft, ATC may issue a clearance for an intersection take-off
after waiting for 3 minutes.
2) Pilot request Optimum climb-out speed from Controller
e) Climbing to Cruise Altitude
1) Climb using its optimum climb profile
2) A weekend flight with no military training and military authorities released airspace permitting civil
flights to take advantage of shorter tracks
f) Enroute
After hours flying, the aircraft is lighter and needs to climb to a higher optimum altitude (Pilot can
requests climb clearance via data link if applicable)
g) Descent
1) Continuous Descent
Example: at cruising level ATC clears pilot to descend at pilot’s Discretion “Pilot’s discretion descend
and maintain 3,000 feet”. This clearance allows the pilot to reduce thrust to flight-idle setting.
h) Landing
The landing runway chosen is the closest to the passenger terminal and minimizes taxi time
i) Taxi-in
1) Vacate runway via high speed taxiway is included in landing clearance
2) Advance gate information
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3) One – engine taxi

8.3.17.17 Hot weather operations
a) Ground operation
1) Consider External Power to reduce APU load
2) Consider keeping doors and blind closed
3) Select high pack flow
b) Engine start
Consider manual start
c) Take-off
1) Check brakes temperature
2) Consider Packs OFF or APU BLEED ON
3) Be aware of possible lateral jerks (thermal vortices)
d) Landing
1) Check brakes temperature (maintenance actions)
2) Use BRK FAN (if available)
e) Parking
If brakes >500oC: avoid applying parking brakes
8.3.17.18 Prevention of runway incursion
a) Awareness of the aircraft position relative to the airport surface:
1) Methods for maintaining situational awareness in order to prevent or minimize the risks of runway
incursion;
2) The use of all available resources (heading indicators, airport diagrams, airport signs, markings
lighting and air traffic control) to keep an aircraft on its assigned flight and/or taxi route;
3) Reference to the airport diagram and airport signage;
4) Taxi progress monitoring and/or verbal call-outs after taxiway passage;
5) The development and/or discussion of a pre-taxi plan and taxi route briefing;
6) The transcription of complex ATC taxi instructions;
7) Not stopping on a runway and, if possible, taxiing off an active runway and then initiating
communications with ATC to regain orientation;
8) Visually clearing the final approach path prior to taxiing into the take-off position on the runway.
b) Operating policies and procedures for use when there is a high risk of an incursion:

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1) Managing flight crew workload prior to take-off and before landing;

2) Procedures for deferring administrative tasks until non-critical phases of flight;
3) Identifying checklist items that must be re-accomplished in the event of a runway change;
4) Maintaining a “Sterile Flight Deck;”
5) The use of standard R/T phraseology;
6) Clearance read-back and confirmation of changes;
7) Monitoring clearances given to other aircraft;
8) Obtaining directions or progressive taxi instructions when taxi route in doubt;
9) Take-off and landing runway verification and crosscheck;
10) Take-off and landing clearance verification;
11) Questioning clearances when holding or lined up in position for take-off on the runway, and take-off
clearance has not been received within a specified period of time.
c) Use of equipment and aircraft lighting to mitigate the risk of an incursion:
1) Use of aircraft of lighting during taxi, runway crossing, take-off, and landing;
2) Appropriate transponder use at airports with ground surveillance radar;
3) Appropriate use of TCAS when on the runway and holding in the take-off position (e.g. center mode
on Navigation Display to display traffic on final approach).
d) The identification, in documentation available to the flight crew, of areas on the airport surface
that could pose a higher risk of an incursion
1) Delineation of potential incursion areas or points (i.e. hot spots) on airport diagrams;
2) Use of operator data collection programs to identify potential incursion areas in other documentation
available to the flight crew;
3) The presence of Land and Hold Short Operations (LAHSO)
e) Specific low visibility policies and procedure that minimize the risk of an incursion
1) A recommendation that checklists be suspended or delayed until the aircraft is stopped;
2) CAT II/III Surface Movement Guidance System (SMGS) procedures.
8.3.17.19 Auto pilot – VAR APP 1 TO 12.153 (d)(4)(A)(21)
8.3.17.19.1 General
a) Pilots shall not operate an aircraft above FL 290 unless that aircraft is equipped with an autopilot
capable of automatically maintaining a selected flight level.
b) Pilots shall not operate an aircraft in airspace for which minimum navigation performance specifications
are prescribed unless that aircraft is equipped with an autopilot capable of receiving and automatically
tracking the selected navigational equipment inputs.
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8.3.17.19.2 Minimum altitudes for use of an autopilot – VAR 10.477

a) For enroute operations, pilots shall not use an autopilot at an altitude above the terrain:
1) That is less than 150 m (500 ft), or
2) If the maximum altitude loss specified in the AFM/FM for a malfunction under cruise conditions when
multiplied by two is more than 150 m (500 ft), then the derived figure becomes the controlling
minimum altitude for use of the autopilot.
b) For instrument approach operations, pilots shall not use an autopilot at an altitude above the terrain:
1) That is more than 15 m (50 ft) below the MDA or DH; or
2) If the maximum altitude loss specified in the AFM/FM for a malfunction under approach conditions
when multiplied by two is more than 15m (50 ft), the extent to which that figure exceeds 15m (50 ft)
will be added to the minimum altitude determined in the paragraph above then becomes the
controlling minimum altitude for use of the autopilot.
c) Pilots shall not use an autopilot for Category III approach to touchdown and rollout unless authorised by
the Authority.
8.3.17.20 Communications & Communications Failure
a) Listening Watch
1) Each person operating an aircraft on a controlled flight under VFR or IFR shall maintain a continuous
air-ground voice communication watch on the appropriate communication channel or, and establish
two-way communication as necessary with, the appropriate ATS unit, except as may be prescribed by
the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled
aerodrome.
2) SELCAL or similar automatic signalling devices may be used to satisfy the requirement to maintain a
continuous listening watch.
3) The requirement for an aircraft to maintain air-ground voice communication watch remains in effect
after CPDLC has been established.
b) Communications Failure: General
1) In event of communications failure, the pilot shall attempt to establish communications with the
appropriate air traffic control unit using all other available means.
2) In addition, the pilot shall, when forming part of the aerodrome traffic at a controlled aerodrome, shall
keep a watch for such instructions as may be issued by visual signals.
c) Communications Failure: Visual Meteorological Conditions
1) If in visual meteorological conditions, the PIC shall:
i) Continue to fly in visual meteorological conditions; land at the nearest suitable aerodrome; and
report its arrival by the most expeditious means to the appropriate air traffic services unit;
ii) If considered advisable, complete an IFR flight in accordance with Subsection
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d) Communications Failure: Instrument Meteorological Conditions
1) If in instrument meteorological conditions or when the pilot of an IFR flight considers it inadvisable to
complete the flight in VMC, the PIC shall:
i) Unless otherwise prescribed on the basis of regional air navigation agreement, in airspace where
radar is not used in the provision of air traffic control, 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 in accordance
with the filed flight plan;
ii) In airspace where radar is used in the provision of air traffic control, maintain the last assigned
speed and level, or minimum flight altitude if higher, for a period of 7 minutes following:
- The time the last assigned level or minimum flight altitude is reached; or
- The time the transponder is set to Code 7600; or
- The aircraft’s failure to report its position over a compulsory reporting point; whichever is later,
and thereafter adjust level and speed in accordance with the filed flight plan;
2) When being radar vectored or having been directed by ATC to proceed offset using area navigation
3) (RNAV) without a specified limit, rejoin the current flight plan route no later than the next significant
point, taking into consideration the applicable minimum flight altitude;
4) Proceed according to the current flight plan route to the appropriate designated navigation aid or fix
serving the destination aerodrome and, when required to ensure compliance with (h) below, hold over
this aid or fix until commencement of descent;
5) Commence descent from the navigation aid or fix specified in (g) 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 acknowledged, at, or as close as possible to, the estimated time of arrival resulting from
the current flight plan; estimated time of arrival specified in (g) or the last acknowledged expected
approach time, whichever is later.
6) Complete a normal instrument approach procedure as specified for the designated navigation aid or
fix; and land, if possible, within 30 minutes after the estimated time of arrival specified in e) or the last
acknowledged expected approach time, whichever is later
8.3.17.21 Air-Ground Communications Failure In IFR – VAR 10.505
a) If air-ground communication failure occurs in IFR conditions, or if continued flight in VFR is judged not
feasible, each pilot shall continue the flight according to the following:
1) Maintain the last assigned speed and level, or minimum flight altitude if higher;
2) For a period to include 20 minutes following the pilot’s failure to report its position over a compulsory
reporting point;
3) Thereafter adjust level (altitude) and speed to conform to filed flight plan;
4) Proceed according to the current flight plan route to the appropriate designated navigation aid serving
the destination aerodrome specified in the flight plan;

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5) If the aircraft arrives at the designated navigation aid prior to the time ATS will be expecting it to
descend for landing, initiate a holding pattern until that time.
6) ATS will be expecting the pilot to begin a descent for landing at the:
i) Expected approach time last received and acknowledged; or
ii) Estimated time of arrival in the current flight plan, if no expected approach time has been
received.
7) If the aircraft arrives at the navigation aid after the applicable time for descent, begin the descent as
soon as possible;
8) Complete a normal instrument approach procedures as specified for the designated navigation aid.
9) Land, if possible, within 30 minutes after the applicable time for descent.
10) If landing is not possible due to weather conditions, after a complete missed approach, proceed by
flight planned route to the alternate aerodrome.
8.3.17.22 Aircraft monitoring and crew alerting system
a) General instruction
1) Aircraft is designed on “Dark cockpit concept”. General operational rule “light out philosophy” means
the system are ready and fit to fly.
2) EICAS/ECAM message associated with light or sound indicate abnormal a/c system configuration.
The EICAS/ECAM message display uses a colour code that indicates the importance of the failure or
the indication (from severity to abnormality).
3) QRH is used in flight and on ground in some emergency situations (fire, evacuation)
4) MEL is used on ground until the aircraft is moving by its own engine for the purpose of take-off or
during taxi if required by PIC judgment.

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b) Description of ECAM/EICAS Message

Boeing aircraft – EICAS message
Alerting Degree Message & associated Action required

signals
Warning messages  Master Warning light (in red  Immediate crew awareness and
(red colored text) color) corrective action (mainly memory
QRH).
 An aural tone  Diversion may be required.
Caution messages  Master Caution light (in  Crew awareness and corrective
amber color) action (read and do QRH).
(amber colored text)
 An aural tone
Advisory messages  Routine crew awareness
 Corrective action may be
required.
Status  No in-flight crew procedures
associated.
(white colored text)
 Before engine start, disorder must
be fixed to clear message.
Otherwise, ADD (Airworthiness
Differ Defect) must be written.
 After engine start, no corrective
action required except tech-log
record.

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Memo a reminder of a normal

(white colored text) condition indicating the
current state of certain
manually and automatically
configured airplane systems.
Communication a reminder of a normal
(white colored text) incoming flight crew
communications.

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Airbus aircraft – ECAM message
Alerting Degree Message & associated signals Action required

Warning messages  Flashing Master Warning  Immediate crew awareness and
(red colored text) light (in red color) or specific corrective action (Memory/ECAM
red light. action/QRH/FCOM)
 Emergency landing (Land ASAP)
 Continuous Repetitive Chime may be required.
(CRC) or specific sound or
synthetic voice.
 Automatic call of the relevant
system page on the S/D.
Caution messages  Steady Master Caution light  Crew awareness and/or
(amber colored text) (in amber color) , except in corrective action (ECAM
some cases action/QRH/FCOM).
 Single Chime (SC) except in  Diversion may be required (Land
some cases ASAP/Land ANSA) may be
 Automatic call of the relevant required.
system page on the S/D (if
any)
Advisory  Automatic call of the  System parameter monitoring
messages relevant system page on
(white colored text - S/D
ADV)  Affected parameter pulses
green
ATR aircraft – CCAS
Alerting Degree Message & associated Action required

signals
Warning messages  Red warning light on  Crew immediate action
(red colored text) Crew Alerting Panel (Memory/QRH/FCOM)
 Continous Repetitive
Chime (CRC) or specific
sound
Caution messages  Amber light on Crew  Crew awareness and corrective
(amber colored text) Alerting Panel) action (Memory/QRH/FCOM)
 Single Chime (SC) Time for taking action will be left to
crew’s discretion.
Advisory  Amber local light.  Crew monitoring
messages

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8.4 ALL WEATHER OPERATIONS

8.4.1 General – VAR 10.065(b)
a) Flight crew are not permitted to operate an aircraft of Vietnam registry or under a Vietnam AOC to
the instrument approach minimums for Category II or III approaches without the written approval of
the Authority - VAR 10.490.
b) All Weather Operations (AWO) consist in operating an aircraft in low visibility conditions. The
term AOW includes Low Visibility Take-Off (LVTO), landing Category II (Cat II), landing Category
III (Cat III) and Low Visibility Taxi (LV TAXI).
c) Weather limitations (visibility) applied for AWO are called minima.
d) Categories of AWO and the associated minima are defined in the 8.1.2.2 - airport operating
minima.
e) For each airport procedure, approved minima are indicated in the Jeppesen Airway Manual.
f) A take-off or a landing cannot be operated with minima below which the aircraft is certified, the crew
is rated and the usable runway aids are certified.
g) The limits of the aircraft are indicated in the Aircraft Flight Manual (AFM/FM)
h) The limit of usable landing aids is the value of the DH/DA for the approach landing category.
i) These limits or operating minima must not be less than those imposed by the country concerned
and according to the type of flight.
8.4.1.1 CAT II
a) A category II approach is a precision instrument approach and landing with decision height lower
than 200ft but not lower than 100ft, and a runway visual range not less than 350m.
b) The main objective of CAT II operations is to provide a level of safety equivalent to other operations,
but in more adverse weather conditions and lower visibility.
c) CAT II weather minima has been established to provide sufficient visual references at DH to permit
a manual landing (or a missed approach) to be executed (this does not mean that the landing must
be made manually).
8.4.1.2 CAT III
a) A CAT III operation is a precision approach at lower than CAT II minima.
b) CAT III is divided in three sub-categories: CAT III A, CAT III B, CAT III C, associated with three
minima levels (CAT III A is associated with highest minima, and CAT III C with lowest minima).
1) A CAT III A approach is a precision instrument approach and landing with a decision height
lower than 100ft and a runway visual range not less than 200m.
2) A CAT III B approach is a precision approach and landing with no decision height or a decision
height lower than 50ft and a runway visual range less than 200m, but not less than 75m.
3) A CAT III C approach is a precision approach and landing with no decision height and no
runway visual range limitation.
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Note: CAT III C operations are not currently authorised.

4) The main objective of CAT III operations is to provide a level of safety equivalent to other
operations but in the most adverse weather conditions and associated visibility.
5) In contrast to other operations, CAT III weather minima do not provide sufficient visual
references to allow a manual landing to be performed. The minima only permit the pilot to
decide if the aircraft will land in the touchdown zone (basically CAT III A) and to ensure safety
during roll-out (basically CAT III B).
6) Therefore an automatic landing system is mandatory to perform Cat III operations. Its reliability
must be sufficient to control the aircraft to touchdown in CAT III A operations and through roll-
out to a safe taxi speed in CAT III B (and CAT III C when authorised).
Note: Auto land is not CAT III. An automatic landing system is only an equipment providing
automatic control of the aircraft during the approach and landing and is not related to particular
weather conditions. This system is mandatory for all CAT III operations. However, it is a common
practice to perform automatic landing in good visibility but in that case, the ILS performance must
be sufficient and ILS signals protected.
8.4.1.3 Runway Visual Range (RVR)
8.4.1.3.1 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.
8.4.1.3.2 RVR concept
a) Categories 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.
b) 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 pilot of an aircraft in
the final stages of approach or landing can see the markings or the lights as described in RVR
definition.
8.4.1.3.3 Runway Visual Range measurements
a) For Category II and Category 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.
b) Transmissometers systems are strategically located to provide RVR measurements associated
with three basic portions of a runway:
1) The touchdown zone (TDZ),
2) The mid-runway portion (MID), and
3) The roll-out portion or stop end.
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c) For Category II operations, and some Category III operations (basically CAT III A), only two
measurements are mandatory. But for CAT III operations with the lowest weather minima, the
three measurements are normally required.
8.4.2 Minimum Approach Break-off Height (MABH)
a) The Minimum Approach Break-off Height (MABH) is the lowest height above the ground,
measured by radio altimeter, such that if a missed approach is initiated without external
references:
1) In normal operation, the aircraft does not touch the ground during the procedure
2) With an engine failure during a missed approach, it can be demonstrated that taking this
failure probability, an accident is extremely improbable.

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8.4.3 FLIGHT PROCEDURE

8.4.3.1 Flight preparation
In addition to normal flight preparation, the following planning and preparation must be performed when
CAT II or CAT III approaches are envisaged.
a) Review NOTAMS to make sure that the destination airport still meets visual or nonvisual CAT II or
CAT III requirements:
i) Runway and approach lighting,
ii) Radio navaid availability,
iii) RVR equipment availability, etc.
b) Aircraft status: check that required equipment for CAT II or CAT III approach is operative. The
required equipment list is given in the FCOM and in the AFM.
c) Crew qualification and currency must be reviewed (both CAPT and F/O must be qualified and
current). Refer to Chapter 5: Qualification requirements and to Part D1- Training Policy for training
requirements.
d) Weather information: check that the weather forecast at destination is within company and crew
operating minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are
appropriate to the available approach means and at least equal to or better than CAT I minima.
e) Fuel planning: additional extra fuel should be considered for possible approach delays.
8.4.3.2 Approach preparation
8.4.3.2.1 Aircraft Status
Check on A/C STATUS page (if applicable) that the required landing capability is available. Although it is
not required to check equipment which is not monitored by the system, if any of this equipment is seen
inoperative (flag), the landing capability will be reduced.
8.4.3.2.2 Weather
Check weather conditions at destination and at alternates. Both TDZ and MID RVR values must be
available for CAT II/III approaches. The selected alternate must have weather conditions equal to or
better than CAT I.
8.4.3.2.3 Approach ban
Policy regarding an approach ban may differ from country to country. Usually the final approach segment
may not be continued beyond the OM or equivalent DME distance if the reported RVR is below the
published minima for TDZ and MID transmissometers. After OM or equivalent, if RVR becomes lower
than the minima, the approach may be continued.
8.4.3.2.4 ATC calls
Clearance to carry out a CAT II or CAT III approach must be requested from ATC, who will check the
status of the ILS and lighting and protect the sensitive areas from incursion by aircraft or vehicles. Such
an approach may not be undertaken until the clearance has been received. Before the outer marker,
RVR values from TDZ, MID (and ROLLOUT when available), must be transmitted. The approach chart
will confirm the required minimum values.
8.4.3.2.5 Seat position
The pilots must realise the importance of eye position during low visibility approaches and landing. A
too-low seat adjustment may greatly reduce the visual segment. When the eye reference position is

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lower than intended, the already short visual segment is further reduced by the cut-off angle of the
glareshield or nose.The correct seat adjustment is essential in order to take full advantage of the
visibility over the nose. The seat should be adjusted in accordance with FCOM
8.4.3.2.6 Use of landing lights
At night in low visibility conditions, landing lights can be detrimental to the acquisition of visual
references.Reflected light from water droplets or snow may actually reduce visibility. Landing lights
would therefore not normally be used in CAT II or CAT III weather conditions.
8.4.3.2.7 CAT II or CAT III crew briefing
The briefing should include the normal items as for any IFR arrival and in addition the following subjects
should be covered prior to the first approach:
a) Destination and alternate weather,
b) Airfield and runway operational status CAT II /CAT III, etc.
c) Aircraft systems status and capacity,
d) Brief review of task sharing,
e) Review approach procedure (stabilised or decelerated),
f) Review applicable minima (performance page), go-around procedure, ATC calls,
g) Brief review of procedure in case of malfunction below 1000ft,
h) Optimum seat position and reminder to set cockpit lights when appropriate
8.4.3.3 Approach procedures
Conduct approach in accordance with the procedures given in FCOM
8.4.3.3.1 Task sharing
The procedures given in FCOM for CAT II and CAT III approaches make the best use of the automatic
system of the aircraft.
The recommended task sharing for a CAT II / CAT III approach is that CM1 is PF and CM2 is PNF/PM.
The workload is distributed in such a way that the PF primary tasks are supervising and decision
making, and the PNF/PM primary task is monitoring operation of the automatic system.
8.4.3.3.2 Visual references
8.4.3.3.2.1 Operations with DH
It should be stressed that the DH is the lower limit of the decision zone during which, in limiting
conditions, the CM1 will be assessing the visual references. CM1 should come to this zone prepared for
a go around but with no pre-established judgement. CM1 should make a decision according to the
quality of the approach and the way the visual references develop as DH is approached.
CAT II Operations
In CAT II operations the conditions required at DH to continue the approach are that the visual
references should be adequate to monitor the continued approach and landing, and that the flight path
should be acceptable. If both these conditions are not satisfied, it is mandatory to initiate a go around.
(Refer to 8.1.3.4.3)

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CAT III Operations

In CAT III operations with DH, the condition required at DH is that there should be visual references
which confirm that the aircraft is over the touchdown zone. Go-around is mandatory if the visual
references do not confirm this.
(Refer to 8.1.3.4.4)
8.4.3.3.2.2 CAT III without DH
For this category of operation, the decision to continue does not depend on visual references, even
though a minimum RVR is specified (refer to 8.1.3.2 - Aerodrome operating minima).
It is nevertheless good airmanship to confirm aircraft position with available visual references.
However, the decision depends only on the operational status of the aircraft and ground equipment. If a
failure occurs prior to reaching the AH, a go-around will be made. A go-around must nevertheless be
performed if the autoland warning is triggered below AH.
For Category III operations with no decision height there is no requirement for visual contact with the
runway prior to touchdown.
8.4.3.3.3 Loss of visual references
8.4.3.3.3.1 Operations with DH - before touchdown
If the decision to continue has been made and the visual references subsequently become insufficient
(for the appropriate category), or the flight path deviates unacceptably, a go-around must be initiated (a
goaround initiated below the MABH (Minimum Approach Break off Height), whether auto or manual, may
result in ground contact).
8.4.3.3.3.2 Operations with and without DH - after touchdown
If the visual references are lost after touchdown, a go-around should not be attempted. The roll-out
should be continued with AP in ROLL-OUT mode down to taxi speed.
8.4.3.3.3.3 Flight parameters deviation calls
The calls would normally be made by the PNF/PM and acknowledged by the PF.
However, any crewmember who sees a deviation outside the limits should make the appropriate call.
If any of these limits are exceeded approaching DH, a go-around should be considered.
8.4.3.4 Failures and associated actions
8.4.3.4.1 General
In general there are three possible responses to the failure of any system, instrument or element during
the approach.
- CONTINUE the approach to the planned minima.
- REVERT to higher minima and proceed to a new DH (above 1000ft).
- GO AROUND and reassess the capability.
The nature of the failure and the point of its occurrence will determine which response is appropriate.
As a general rule, if a failure occurs above 1000ft AGL the approach may be continued reverting to a
higher DH, providing the appropriate conditions are met (Refer to "downgrading condition" here after).
Below 1000ft (and down to AH when in CAT III DUAL or LAND 3) the occurrence of any failure implies a
go-around, and a reassessment of the system capability.

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Another approach may then be undertaken to the appropriate minima for the given aircraft status. It has
been considered that below 1000ft, not enough time is available for the crew to perform the necessary
switching, to check system configuration and limitations and brief for minima.
With CAT III DUAL/ LAND 3, in general, a single failure (for example one AP failure or one engine
failure) below AH does not necessitate a go-around. But a go-around is required if the autoland warning
is triggered.
8.4.3.4.2 Abnormal procedures
The required procedures following failures during CAT II or CAT III approaches are provided in the
AFM/FM. These procedures have been established and approved during the aircraft CAT II / CAT III
certification.
A simplification of the AFM/FM abnormal procedures was desirable for actual operation. Therefore,
these simplified abnormal procedures, which are necessarily more conservative, are published in the
FCOM.
The abnormal procedures can be classified into two groups:
1. Failures leading to a downgrading of capability as displayed on FMA/ ASA and ECAM/EICAS with an
associated specific audio or visual warning.
2. Failures that do not trigger a downgrading of capability but are signalled by other effects (Flag,
ECAM/EICAS warning, amber caution and associated audio warnings).
It should be noted that some failures might trigger ECAM/EICAS warnings, cautions and a downgrading
of capability.
8.4.3.5 Effect of failed or downgraded ground equipment
Refer to 8.1.3.4.8

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8.4.4 ATC procedures

a) CAT II and CAT III operations require special procedures for the ATC and all services on the
aerodrome (maintenance, security). They are often referred to under the generic name of Low
Visibility Procedures. Each aerodrome authority develops its own procedures with the ICAO All
Weather Document or ECAC n 17 as a possible aid.
b) Main procedures to be established are:
1) Procedures for ATC to be quickly informed of all degradations in ILS performance and to inform
the pilot if necessary,
2) Procedures for ATC to be quickly informed of all degradations in visual aids and to inform the
pilot if necessary,
3) Procedures for the protection of the obstacle free zone (OFZ) by the control of ground
movements,
4) Procedures for the protection of the ILS critical area and the ILS sensitive area by control of
ground movements and adequate separation between two aircraft on approach or one aircraft
on approach and another taking-off,
5) Procedures for meteorological services,
6) Procedures for maintenance,
7) Procedures for security.
c) ATC clearance
Clearance to carry out a CAT II or III approach must be requested from ATC, who will activate the
Low Visibility Procedures, i.e. prepare the airfield and assure appropriate aircraft separation. Such an
approach may not be undertaken until the clearance has been received. It is also recommended that
ATC be informed when an automatic landing is intended to be performed, to ensure, whenever
possible, the same protection even in CAT 1 or better conditions.

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8.4.5 Operational Approval

a) After obtaining the initial authorisation of performing Low Visibility Operations, reports of in-line
service must constantly be provided to the CAAV by Operation Control Center monthly.
b) These reports must include the following information:
1) The total number of approaches, by aircraft type, where the airborne CAT II or III equipment was
utilised to make satisfactory, actual or practice, approaches to the applicable CAT II or III
minima.
2) The total number of unsatisfactory approaches by airfield and aircraft registration in the following
categories.
i) Airborne equipment faults
ii) Ground facility difficulties
iii) Missed approaches because of ATC instructions
iv) Other reasons
Note: Criteria for a successful CAT II, CAT III approach and Automatic landing
(1) An approach may be considered to be successful if:
- from 500 ft to start of flare:
+ speed is maintained as specified in AMC-AWO 231, paragraph 2 ‘Speed Control’; and
+ no relevant system failure occurs; and
- from 300 ft to DH:
+ no excess deviation occurs; and
+ no centralised warning gives a missed approach procedure command (if installed).
(2) An automatic landing may be considered to be successful if:
- no relevant system failure occurs;
- no flare failure occurs;
- no de-crab failure occurs (if installed);
- longitudinal touchdown is beyond a point on the runway 60 m after the threshold and
before the end of the touchdown zone light (900 m from the threshold);
- lateral touchdown with the outboard landing gear is not outside the touchdown zone light
edge;
- sink rate is not excessive;
- bank angle does not exceed a bank angle limit; and
- no rollout failure or deviation (if installed) occurs.
c) The performance of the automatic landing system of each aeroplane shall also be monitored.
d) The continuous monitoring should permit the detection of any decrease in the level of safety before it
becomes hazardous. The operator must continue to check his results and to take adequate actions
by modifying the operating or maintenance procedures if necessary.
e) The monitoring may also permit problems to be detected on a specified airfield (ILS, ATC
procedures, etc.).
f) The data must be retained for a period of 12 months.

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8.4.6 Autoland report

Whenever an autoland is complete the flight crew must fill in the autoland report. Those reports are
made in 1 copy and return to the Flight Operations Division - Noibai/Danang/Tansonnhat Operation
Center with other flight documentation. Flight Operations Division - Noibai/Danang/Tansonnhat
Operation Center have the responsibility send (via fax, email) of the Autoland Report Form to the
Operation Control Center, Flight crew Division and Technical Department to review and analyse the
reliability.


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8.5 EDTO – VAR 10.247, VAR APP 1 TO 12.153 (d)(4)(A)(4)

8.5.1 Definitions
a) Adequate Airport
1) To qualify as adequate for the purpose of EDTO, an airport must satisfy the performance
requirements applicable at the expected landing weight.
2) The following conditions are also considered at the expected time of use:
i) Availability of the airport,
ii) Availability of ATC services, communications, navaids, weather reporting, lighting equipment
and emergency services.
iii) Rescue and Fire Fighting Services (RFFS) equivalent to ICAO category 4 (for RFFS not located
on the aerodrome; capable of meeting the aeroplane with 30 minutes notice) or the relevant
aeroplane category if lower, is acceptable for planning purposes only, when being considered
as an EDTO en-route alternate,
iv) Availability of at least one letdown aid (ILS, VOR/DME, VOR, NDB, ASR or PAR).
b) EDTO Alternate Airport
A EDTO alternate airport, for dispatch purposes, is an airport confirmed to be adequate and which
satisfies the EDTO Dispatch Weather Minima in terms of ceiling and visibility within the required period
of suitability.
c) Diversion/En-route Alternate Airport
A "diversion" airport, also called "en-route alternate" airport, is an adequate/suitable airport to which a
diversion can be accomplished.
d) Equitime Point (ETP)
An Equitime Point is a point on the aircraft route which is located at the same flying time from two
suitable diversion airports. The ETP position can be determined using computerized flight plan that
features such capability, mathematically or graphically on navigation or plotting charts
e) Critical Point (CP)
The Critical Point is the point on the route which is critical with regard to the EDTO fuel requirements if
a diversion has to be initiated from that point. The CP is usually, but not always (depending on the
configuration of the area of operations), the last ETP within the EDTO segment. Note that the last ETP
is not necessarily the ETP between the last two alternate airports.
f) EDTO Entry Point (EEP)
The EDTO Entry Point is the point located on the aircraft's outbound route at one hour flying time at the
selected one-engine-out diversion speed schedule (in still air and ISA conditions) from the last
adequate airport prior to entering the EDTO segment. It marks the beginning of the EDTO segment.


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g) EDTO Exit Point (EXP)

The EDTO Exit Point is the point located on the aircraft's route, where the aircraft has been flying in an
EDTO segment, it enters an area of one hour flying time, at the selected one-engine -out diversion
speed schedule (in still air and ISA condition), to an adequate airport. It marks the end of that particular
EDTO segment.
h) EDTO Segment
The EDTO segment starts at the EEP and finishes when the route is back and remains within the 60-
minute area from an adequate airport. An EDTO route can obtain several successive EDTO segments
separated from each other.
i) Maximum Diversion Distance
The maximum diversion distance is the distance covered in still air and ISA (or delta ISA) conditions
within the maximum diversion time at the selected one-engine-out diversion speed schedule and at the
associated cruise altitude, including the descent from the initial cruise altitude to the diversion cruise
altitude (also called drift-down). It is used for dimensioning the area of operations.
j) Maximum Diversion Time
The maximum diversion time from an en-route adequate airport is granted by the CAAV. The maximum
diversion time is only used for determining the area of operation and therefore is not an operational
time limitation for conducting an actual diversion. Prevailing weather conditions or other factors can
influence actual diversion time.
k) One-Engine out Diversion Speed – Appendix 1 to 10.257 (a)
1) The one-engine-out diversion speed is a Mach/IAS speed combination selected by Vietnam Airlines
and approved by CAAV. The Mach is selected at the beginning of the diversion descent down to the
transition point where the Indicated Airspeed (IAS) takes over.
2) The one-engine-out diversion speed for the intended area of operations shall be a speed within the
certified operating limits of the aircraft between minimum manoeuvring speed and VMO/MMO
(maximum certified operating speed) considering that the remaining engine thrust is at Maximum
Continuous Thrust (MCT) or less under the following condition:
i) Still air ISA
ii) Level flight at FL170 or at the maximum flight level to which the aeroplane with one engine
inoperative, can climb and maintain, using the gross rate of climb specified in the AFM,
whichever is less
iii) Maximum continuous thrust or power on the remaining operating engine;
iv) An aeroplane mass not less than that resulting from:
- Take–off at sea-level at maximum take-off mass until the time elapsed since take-off is
equal to the applicable threshold prescribed in paragraph (2);
- An engine climb to the optimum long range cruise altitude until the time elapsed since take-
off is equal to the applicable threshold prescribed in sub paragraph (2); and

MANUAL EDTO
15 Mar 2017
- All engines cruise at the long range cruise speed at this altitude until the time elapsed
since take-off is equal to the applicable threshold prescribed in paragraph (2).
3) This diversion speed is used in:

i) Establishing the area of operations;
ii) Establishing the critical fuel scenario for the single-engine diversion; and
iii) Establishing the net level-off altitude to safely clear any en-route obstacle by the appropriate
margin as specified in applicable operational rules.
4) This speed is used in case of diversion following an engine failure. However, the pilot in command
has the authority to deviate from this planned speed after assessment of the actual emergency
situation.
l) EDTO Area of Operations
The EDTO area of operations is the area in which it is authorized to conduct a flight under EDTO
regulations and is defined by the maximum diversion distance from an adequate airport or set of
adequate airports. It is represented by circles centred on the adequate airports, the radius of which is
the defined maximum diversion distance.
8.5.2 Application of Extended Twin Operations (EDTO) – VAR 10.260 (a)
EDTO operations apply to all flights conducted in a twin-engine aircraft over a route that contains a point
further than 60 minutes flying time from an adequate airport at the selected one-engine-out diversion speed
schedule in still air and ISA conditions. It is based on single-engine flying time to an adequate airport.
8.5.3 Approval of EDTO – VAR 10.260 (b), VAR 12.037 (a)
EDTO operations require specific operational procedures and appropriate authority approval. See EDTO
manual for approved diversion time and distance.
8.5.4 EDTO Operating and Planning Minima
a) An airport may be considered to be a suitable airport for flight planning and dispatch purposes for EDTO
if the following criteria are met: - VAR 10.257 (b), VAR 10.260 (c)
1) The latest available forecast weather condition between the anticipated time of landing until 1 hour
after the latest possible time of landing equals or exceeds the criteria detailed in table below.
2) The airport of departure (take-off) and the destination airport (unless concurrently as an EDTO
alternate) are not required to meet the weather minima for EDTO alternates. These airports are
subject to regulations specified in 8.1.2.
3) The dispatch weather minima applies CAAV’s AC 120-42B.
4) A flight may not be continued or authorized to continue, beyond the threshold time unless the
identified en-route alternate aerodromes have been re-evaluated for availability and the most up to
date information indicates that, during the estimated time of use:


MANUAL EDTO
15 Mar 2017
i) Conditions at those aerodromes will Conditions at those aerodromes will be at or above the
operator’s established aerodrome operating minima for the operation; and
ii) If any conditions are identified that would preclude a safe approach and landing at that
aerodrome during the estimated time of use, the PIC shall determine and implement an
alternative course of action.
b) An airplane cannot be dispatched unless the latest available forecast weather condition exceeds or
equals:
Table 8.5.1 - Table EDTO Planning Minima Table
Approach Facility
Ceiling (ft)2 Visibility (m)3
Configuration1
At least one operational
navigational facility providing
a straight-in non-precision
approach procedure, or Add 400 ft to the
Add 1600m to the
Category I precision MDA(H) or DA(H),
landing minimum.
approach, or, when as applicable.
applicable, a circling
maneuver from an instrument
approach procedure.
At least two operational Add 200 ft to the Add 800m to the
navigational facilities, each higher DA(H) or higher authorized
providing a straight-in MDA(H) of the landing minimum
approach procedure to two approaches of the two
different suitable runways. used. approaches used.
1200 m or
1 CAT II ILS IAP 300 ft RVR 1200 m
800 m or
1 CAT III ILS IAP 200 ft RVR 550 m
Notes:
(1) When determining the usability of an IAP, wind plus gust must be forecast to be within operating
limits, including reduced visibility limits, and should be within the manufacturer’s maximum
demonstrated crosswind value.
(2) Conditional forecast elements need not be considered, except that a PROB40 or TEMPO
condition below the lowest applicable operating minima must be taken into account.
(3) When dispatching under the provisions of the MEL, those MEL limitations affecting instrument
approach minima must be considered in determining EDTO alternate minima.
8.5.5 Communication and navigations facilities
An aircraft shall not be dispatched on an EDTO flight unless:


MANUAL EDTO
15 Mar 2017
a) Communications facilities are available to provide, under all expected conditions of propagation at the
one-engine-inoperative cruise altitudes, reliable two way voice communications between the aircraft and
the appropriate air traffic control unit over the planned route of flight and the routes to any suitable
alternate to be used in the event of diversion;
b) Ground navigation aids are available and located so as to provide, taking into account the navigation
equipment installed in the aircraft, the navigation accuracy required over the route and altitude of flight,
and the routes to any alternate and altitudes to be used in the event of diversion for whatever reason;
and
c) Approved visual and non-visual aids are available at the specified alternates for the authorised types of
approaches and operating minima.
8.5.6 Fuel Requirement and In-flight fuel management for EDTO
Refer to EDTO Manual
8.5.7 Flight Crew’s responsibility – EDTO
a) Flight crew is not permitted conduct EDTO operations unless the CAAV has completed a certification
process and issued an approval for specific threshold times – VAR 12.037(a).
b) Flight crew is not permitted to conduct operations beyond the threshold distance determined in
accordance with Appendix 1 to 10.257 unless approved to do so by the CAAV – VAR 10.257(a).
c) The PIC and crews are responsible for:
1) Ensuring that the weather forecast and reports for the proposed operating area and flight duration
indicate that the flight may be conducted in accordance with Company operating minima; to monitor
weather information for EDTO alternate(s) during en-route phase of a flight.
2) Ensuring that sufficient fuel is carried, to meet the EDTO fuel requirements (see to 8.5.6);
3) Confirming that all necessary en-route charts and approach charts for destination and en-route
alternates, are carried onboard the aircraft;
4) When routing on the MNPS track system, ensuring that the requested flight planned routing/track,
coincides with the allocated track, as issued by air traffic control;
5) Ensuring that all other requirements laid down in chapter 1.4 and 1.5 above are met;
6) Ensuring that any re-routing requested, by ATC or the PIC, does not involve deviation from the
authorised area of operations; and
7) Ensuring that EDTO maintenance dispatch is correctly carried out.
8) Ensuring that the required en-route alternates for EDTO are selected and specified in ATS flight
plans in accordance with the EDTO diversion time approved by the Authority.
8.5.8 EDTO TRAINING
Refer Part D1 – Training Policy


MANUAL EDTO
15 Mar 2017
8.5.9 EDTO REPORT
When conducting an EDTO, the PIC must complete the flight release, in case of unsuccessful EDTO flight,
the reasons must be stated. The Flight releases are returned to the Flight Operations Division -
Noibai/Danang/Tansonnhat Operation Center, Flight Crew Division with other flight documentation. Flight
Operations Division - Noibai/Danang/Tansonnhat Operation Center have the responsibility send (via fax,
email) of the Flight releases to the Operation Control Center to review and analyse.

FLIGHT PREPARATION
MANUAL Minimum flight altitudes requirement 15 Mar 2017
8.6 Minimum Equipment List (MEL) & Configuration Deviation List (CDL)
8.6.1 MEL & CDL Policy
8.6.1.1 MEL concepts – VAR APP 1 TO 12.170 (a)(b)(c)
a) Vietnam Airline’s MEL (Minimum Equipment List) & CDL (Configuration Deviation List) is a document
established by Vietnam Airlines based on current MMEL and approved by CAAV for specific aircraft
type - VAR 10.023(b).
b) The MEL shall be specific to the aircraft type and variant which contains the circumstances, limitations
and procedures for release or continuance of flight of the aircraft with inoperative components,
equipment or instruments – VAR 12.170(b).
c) This document instruct to dispatch Vietnam Airlines airplanes with any deviation or defect. The aircraft is
operated under all applicable conditions and limitations contained in the MEL. – VAR 10.023(b5), VAR 16.033(a)(b).
d) Also, this document is intended to assist Vietnam Airlines flight operations and maintenance
organization in developing the procedures required to operate the airplane in the various nonstandard
configurations allowed by CAAV;
e) Rectification interval (A, B, C and D) have been introduced in accordance with CAAV’s AC 12-007. If the
repair interval will expire during the flight, the dispatch of the aircraft is not permitted. Also, MEL stipulate
the flight dispatch requirements which is accordance with MME (Maintenance Management Exposition)
and Line Maintenance Manual.
f) Exposition) and Line Maintenance Manual.
g) The following instruments and equipment may not be included in the Minimum Equipment List: - VAR 10.023
(c)
1) Instruments and equipment that are either specifically or otherwise required by the airworthiness
requirements under which the aircraft is type certificated and which are essential for safe operations
under all operating conditions.
2) Instruments and equipment required by an airworthiness directive to be in operable condition unless
the airworthiness directive provides otherwise.
3) Instruments and equipment required for specific operations under Parts 7, 10, 11 and/or 12- VAR
h) An aircraft with inoperative required instruments or equipment may be operated only under a special
flight permit issued by the Authority under Part 4- VAR VAR 10.023 (d)
8.6.1.2 MEL issuance
a) Vietnam Airlines issues this MEL in accordance with FAA Master Minimum Equipment List (MMEL) for
Boeing aircrafts and EASA MMEL for Airbus and ATR aircrafts.
b) Vietnam Airlines MEL & CDL complies with VAR (Vietnam Aviation Regulations) and AC 10-007 which
is authorized by CAAV – VAR 12.170 (d)(e).
8.6.1.3 MEL Revision
a) Normal Revision: Issued to cover the EASA/FAA MMEL full number revision. The MEL normal revision
is numbered in a numerical ascending sequence (i.e. 1, 2, 3 …).
b) Temporary Revision.

FLIGHT PREPARATION
8.6.1.4 MEL organization
Airbus MEL Boeing MEL ATR MEL

Front Matter SECT 0 – General SECT 0 – General
Preliminary Pages SECT 1 – EICAS SECT 1 – MEL
Message
How to use SECT 2 – DDG
SECT 2 – MEL
MEL Entries
SECT 3 – CDL
MEL Items
SECT 4 – Miscellaneous
MEL Operational
Procedure
8.6.1.5 MEL construction criteria - VAR APP 1 TO 12.170 (g)
a) MEL must be:
1) Not less restrictive than the MMEL, the VAR Parts, the operation specifications (OpSpecs), the
approved flight manual limitations, certification maintenance procedures, or airworthiness directives
(AD).
2) Appropriate: The MEL must be appropriate to the individual aircraft make and model.
3) Specific: Operations ("O") and maintenance ("M") procedures must be specific to the aircraft and the
operations conducted.
b) The exposure to additional failures during continued operation with inoperative systems or equipment
must also be considered in determining that an acceptable level of safety is being maintained.
8.6.1.6 Continuing authorizations
a) Vietnam Airlines may use a continuing authorization to approve extensions to the maximum repair
interval for category "B" and "C" items, provided the CAAV-FSSD is notified within 24 hours of the
operator's exercise of extension authority.
b) Vietnam Airlines is not authorized to extend the maximum repair time for category "A" and "D" items, as
specified in the approved Vietnam Airline’s MEL.
8.6.1.7 Maximum numbers of inoperative MEL - VAR APP 1 TO 12.170 (e)(f)
The maximum number of inoperative MEL items that can be carried is 4. 4 MEL items are entirely
independent from previous inoperative items, and do not include:
a) CDL items.
b) Repair Interval D.
c) Passenger convenience items in ATA-25, as expressed in this MEL (which are those related to
passenger convenience, comfort, or entertainment such as, but not limited to, galley equipment, movie
equipment, ash trays, stereo equipment, overhead reading lamps, headrests, armrests…).

FLIGHT PREPARATION
8.6.2 MEL/CDL Application Process - VAR APP 1 TO 12.170 (i)

8.6.2.1 MEL usage – VAR 10.023
a) Take-off is not allowed in a multi-engine aircraft with inoperative instruments and equipment installed
unless the following conditions are met:
1) An approved Minimum Equipment List [MEL] exists for that aircraft.
2) The CAAV has approved the MEL for use for the specific aircraft and VNA.
3) The approved Minimum Equipment List must:
i) Be prepared in accordance with the limitations specified in paragraph (c) of this section.
ii) Provide for the operation of the aircraft with certain instruments and equipment in an inoperative
condition; and
iii) Be developed in accordance with the current Master MEL issued by the proper Authority.
4) Records identifying the inoperative instruments and equipment and the information shall be available
to the pilot.
5) The aircraft is operated under all applicable conditions and limitations contained in the MEL.
b) Flights aren’t commenced with multiple minimum equipment list items inoperative without determining
that any interrelationship between inoperative systems or components will not result in an unacceptable
degradation in the level of safety and/or undue increase in the flight crew workload. -VAR App 1 to 12.170(f)
c) The following instruments and equipment may not be included in the Minimum Equipment List: – VAR
10.023(d), VAR APP 1 TO 12.170 (h)
1) Instruments and equipment that are either specifically or otherwise required by the airworthiness
requirements under which the aircraft is type certificated and which are essential for safe operations
under all operating conditions.
2) Instruments and equipment required by an airworthiness directive to be in operable condition unless
the airworthiness directive provides otherwise.
3) Instruments and equipment required for specific operations under Parts 7, 9, 10, 11, 12 and 23.
d) An aircraft with inoperative required instruments or equipment may be operated only under a Special
Flight Permit issued by the CAAV under Part 4

FLIGHT PREPARATION
8.6.2.2 Decision of departure

a) Departure of aircraft is decided in accordance with Alert Messages in ECAM/EICAS. If there is not
appeared status message or above level, it doesn’t affect departure of flight.
b) In the event of MEL or CDL application, flight crew, dispatcher, and the responsible mechanics must
exchange views with one another regarding applicable defects. In case that malfunction may be
satisfied on these standards and assured the flight safety, the departure could be released. The
responsible mechanics should explain information and corrective action to flight crew or dispatcher, if
necessary.
c) Any failure which occurs between the start of push-back or taxi and take-off brake release shall be dealt
with as follows:
1) The PIC should communicate with the dispatcher and mechanics to review and share the situation
and determine whether the flight should; (1) return to the blocks for repairs (the failed equipment is
a no-go item) or, (2) return to the blocks to accomplish an MAINTENANCE (M) procedure specified
in the MEL or CDL before continuing the flight or, (3) continue using the alternate procedure
(abnormal procedure) for operating with that failed item;
2) The PIC may determine that the flight can be operated safely using the alternate procedure under
the conditions of dispatch release, without communicating with the dispatcher and maintenance
organizations.

FLIGHT PREPARATION
8.6.2.3 Responsibility of mechanics

a) Isolation of malfunction and Placard
1) Appropriate action should be performed to the defected part and other system or part related with
defect should be ensured. Then, inoperative status or limited item about inoperative equipment must
be placarded so that flight crew may not make the error of operation. The inoperative instruments
and equipment shall be : – VAR APP 1 to VAR 10.023(c)(2 ,(3)
i) Deactivated and placarded Inoperative; and
Note: If deactivation of the inoperative instrument or equipment involves maintenance, it must be
accomplished and recorded in accordance with Part 4- VAR
ii) Removed from the aircraft, the flight deck control placarded and the maintenance recorded in
accordance with Part 4- VAR
2) Mechanics must comply with MME and LMM.
b) Recording or Reporting
1) The responsible mechanics should make a record the necessary items in the Flight & Maintenance
Log in accordance with MME & LMM.
2) Thereafter, it shall be informed to flight crew or dispatcher and informed from each station to another
station of applicable route including main base. However, if defect occurs after airplane’s door close
for departure, it is satisfied with MEL or CDL, it could be recorded on Flight & Maintenance Log and
placard at arrival station.

FLIGHT PREPARATION
MANUAL Non-revenue flights
15 Mar 2017
8.7 NON- REVENUE FLIGHTS

8.7.1 General
The following flights are considered as non-revenue flights: Training flights, Test flights, Delivery flights,
Ferry flights, Demonstration flights, Positioning flights with or without passengers.
For some non-revenue flights where cabin crew is not used or is not required, in the pre-flight crew briefing, the
Commander will nominate (one) qualified crewmember(s) to be responsible for emergency and safety
procedures. It is the responsibility of the PIC to ensure nominated person(s) be able to execute actions in
normal and non-normal situations in accordance with VNA procedures and the PIC’s instructions which include,
but not limited to:
a) Pre-flight cabin inspection procedure
b) Emergency procedure
c) Briefing to ensure all persons on board, prior to departure of a flight, be familiar with the location and
use of safety equipment (seat belt, emergency exit, life jacket, life raft, oxygen mask, and emergency
equipment for collective use). Upon the decision of the Commander, the demonstration of safety
belts, oxygen masks, life vests and emergency evacuation may be avoided if all person on board are
familiar with the demonstration of their use.
d) Announcements provided to address matters related to safety, including turbulence and abnormal
and emergency situations to ensure all persons on board:
1) Be seated with their seat belts (or, as available, harness) fastened during taxi, take-off/landing,
turbulence and during emergency situations (if considered necessary).
2) Be notified to prepare for take-off/landing and when in descent phase of flight.
3) Be informed and receive instruction not to smoke on board
e) Communication by the flight crew with persons on board to address:
1) The dissemination of passenger safety information
2) Cabin readiness prior to first aircraft movement, take-off and landing
3) The arming or disarming of door slides
4) Preparation for and an encounter with turbulence
5) Emergency evacuation
6) Verification that baggage is stowed
7) Abnormal situations
f) Abnormal procedure
8.7.2 Training flights
a) Training flights are conducted under the approval of the Vice president-Flight operation with the purpose
of:
1) PIC / pilot qualification / requalification
FLIGHT PREPARATION
15 Mar 2017
2) Training the abilities of pilots under normal and abnormal conditions

3) In flight proficiency check.
b) However, the final decision to carry out the actual training flight and the responsibility for adherence to
Company instructions described in the Operation Manual in general and the Part D in particular,
remains with the designated PIC.
8.7.3 Test flights – VAR 10.357
a) A test flight must be performed after special maintenance/or repair work on an aircraft and on special
request of the Authority. Test flights shall be performed according to programs issued by the technical
department in agreement with the flight operations department.
b) Test flight crew composition is in accordance with Chapter 4 - item 4.1. Only LTC/ TRI/ TRE is eligibly
appointed the PIC of the test flight. Co-pilot for the test flight is requested to experience at least 500
flight hours or at least 1 year working as a co-pilot in the same aircraft type.
c) If it is required by the kind of test flight, there might be, in addition to the minimum crew, engineers,
mechanics or inspectors on board who are directly involved in the preceding work/inspection of the
aircraft. They must be recorded in the journey log as additional crew members.
d) The technical department shall give the flight crew a briefing on:
1) The reason for the test flight
2) The test program
3) How the preceding work may influence the airworthiness of the aircraft.
e) An aircraft is not flight-tested except the flight is:
1) Authorized by CAAV; and
2) Conducted over open water or sparsely populated areas having light traffic
8.7.4 Delivery flights
a) Delivery flights are flights where an aircraft is flown from the seller’s facility to the airline or vice versa.
b) Provided all normal requirements are fulfilled, non-revenue passengers may be carried if this is not
excluded on the certificate of airworthiness and certificate of registration. Full insurance coverage must
be assured. For some delivery flights, the Authority might only issue a “ferry permit” in lieu of the
certificate of airworthiness and the certificate of registration. This ferry permit may exclude the carriage
of persons other than flight crew and engineers.
c) Flights with passengers aboard require full and normal crew complement.
8.7.5 Ferry flights
a) Ferry flights are flights to position aircraft for maintenance. They may be conducted with minimum crew
and reduced airworthiness as permitted by Operations Manuals or CAAV.
b) The Safety- Quality Director shall give his consent to the PIC prior to commencing ferry flight after the
approval of CAAV.

FLIGHT PREPARATION
15 Mar 2017
8.7.6 Demonstration flights – VAR 12.035.

a) A demonstration flight may be for a sale / advertising purpose or to demonstrate flight characteristics. It
may be also a flight with journalists and customers.
b) Company shall not operate an aircraft type unless it first conducts satisfactory demonstration flights
during the Authority certification process in that aircraft type. Demonstration flights shall be conducted in
accordance with the regulations, procedures applicable to the type of operation and aircraft type used.
c) Company shall not operate an aircraft in a designated special area, or using a specialised navigation
system, unless it first conducts a satisfactory demonstration and/or validation flight during the Authority
certification process.
d) The Authority may authorise deviations from this section if the Authority finds that special circumstances
make full compliance with this section unnecessary
e) In any case, all flights with passengers aboard require full and normal crew complement.
8.7.7 Positioning flights
a) A positioning flight is a flight to position an aircraft to an aerodrome for commercial operations.
b) Positioning flights must be performed with at least the minimum flight crew and must follow the standard
procedures described on the Operations Manuals.
c) Only crewmembers of the company may be transported on the way to or from flight duty (Dead Head
crews).
d) In this case, the PIC nominates one crewmember to be responsible for cabin safety checks. In
accordance with the PIC the demonstration of safety belts, oxygen masks, life vests and emergency
evacuation may be avoided, if all person on board are familiar with the demonstration of their use.

FLIGHT PREPARATION
MANUAL
Oxygen Requirements
15 Mar 2017
8.8 Oxygen Requirements – VAR APP 1 TO 12.153 (d)(4)(A)(13)

8.8.1 General Principles – VAR 10.205 (c)
a) The PIC ensure that adequate breathing oxygen must be provided to the crew and passengers for
sustenance in case of depressurisation, smoke or toxic gas emission.- VAR 10.205(a); VAR 10.263(a)
b) The PIC shall ensure that flight crewmembers engaged in performing duties essential to safe operation
in flight use supplemental oxygen continuously whenever cabin altitude exceeds 10000ft for a period in
excess of 30 minutes and whenever cabin altitude exceeds 13000ft. – VAR 10.175(a)
c) Additional "First Aid Oxygen" is required for passengers when the flight is planned to fly above 25000 ft.
This First Aid Oxygen must still be available after a depressurisation.
d) Description and use of Oxygen system and equipment are indicated in the FCOM “System Description”
volume, SOP chapter 10 and in CCOM of concerned aircraft.
e) ICAO describe the oxygen requirements by reference to the cabin pressure in hPa and the quivalent
altitude in metres and feet .The equivalent values are:
Absolute Pressure Meters Feets

700 hPa 3000 m 10,000 feet
620 hPa 4000 m 13,000 feet
376 hPa 7600 m 25,000 feet
8.8.2 Oxygen Requirements for Crew and Passengers
8.8.2.1 First aid oxygen
a) A pressurised aircraft, intended to be operated above 25 000 ft, when a cabin crew member is
required to be carried, shall be equipped with a supply of undiluted oxygen for passengers who, for
physiological reasons, might require oxygen following a cabin depressurisation.
b) First aid oxygen is intended for those passengers who, having been provided with the supplemental
oxygen during emergency descent initiated due to a depressurization, still need to breathe undiluted
oxygen when the amount of supplemental oxygen has been exhausted.
c) The amount of first-aid oxygen should be calculated for the part of the flight after cabin
depressurization during which the cabin altitude is between 8000 ft and 15000 ft, when supplemental
oxygen may no longer be available.
d) The amount of oxygen shall be calculated using an average flow rate of at least 3 litres Standard
Temperature Pressure Dry (STPD)/minute/person and shall be sufficient for the remainder of the
flight after cabin depressurisation when the cabin altitude exceeds 8 000 ft but does not exceed
15 000 ft, for at least 2% of the passengers carried, but in no case for less than one person. There
shall be a sufficient number of dispensing units, but in no case less than two, with a means for cabin
crew to use the supply. The dispensing units may be of a portable type.
e) The first-aid oxygen equipment shall be capable of generating a mass flow to each user of a least 4
litres per minute (STPD).
f) Means may be provided to decrease the flow to not less than 2 litres per minute (STPD) at any
altitude.

FLIGHT PREPARATION
MANUAL
Oxygen Requirements
15 Mar 2017
g) The amount of first-aid oxygen required for a particular operation shall be determined on the basis of
cabin pressure altitudes and flight duration, consistent with the operating procedures established for
each operation and route.
h) This quantity of oxygen, required as first aid oxygen, is independent to and must be added to the
required “supplemental oxygen” quantity for the case of emergency descent.
i) Moreover, following cabin depressurization an emergency descent should be carried out to the
lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the
aeroplane should land at the first available aerodrome at the earliest opportunity.
j) Moreover, following cabin depressurization an emergency descent should be carried out to the
lowest altitude compatible with the safety of the flight. In addition, in these circumstances, the
aeroplane should land at the first available aerodrome at the earliest opportunity.
k) The conditions above should reduce the period of time during which the first-aid oxygen may be
required and consequently should limit the amount of first-aid oxygen to be carried on board.
8.8.2.2 Supplemental oxygen for sustenance - VAR 10.175(b)(c); VAR 10.205(b)(3) (c); VAR 10.263 (b)(5); 13.043(a)(6)
a) If all occupants of flight deck seats are supplied from the flight crew source of oxygen supply then they
shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. Flight
deck seat occupants, not supplied by the flight crew source, are to be considered as passengers for the
purpose of oxygen supply. Cabin crew members carried in addition to the minimum number of cabin
crew members required, and additional crew members, shall be considered as passengers for the
purpose of oxygen supply.
b) PIC may commence a flight that is intended for operations above an altitude of 10000 ft (700 hpa)
unless the minimum supply of stored breathing oxygen carried on board the aircraft is sufficient to
supply all passengers, as is appropriate to the circumstances of the flight being undertaken, in the event
of loss of pressurization, for any period that the atmospheric pressure in any compartment occupied by
them would be less than 700 hPa; and VAR 10.205(b)(2)(i)(ii)(iii)
1) In addition, when an aeroplane is operated at flight altitudes at which the atmospheric pressure is
less than 376 hPa (above 25,000 ft); or
2) Which, if operated at flight altitudes at which the atmospheric pressure is more than 376 hPa (less
than 25,000 ft) and cannot descend safely within 4 minutes to a flight altitude at which the
atmospheric pressure is equal to 620 hPa (13,000 ft), there shall be no less than a 10-minute supply
for the occupants of the passenger compartment
Note: The requirements for oxygen storage and dispensing apparatus are prescribed in Part 6- VAR
c) The cabin pressure altitude being considered the same as the aircraft altitude following a cabin
depressurisation, the quantity of supplemental oxygen must be determined as required by the following
table:

FLIGHT PREPARATION
MANUAL
Oxygen Requirements
15 Mar 2017
Table 8.8.1 - Minimum Requirements for Supplemental Oxygen

for Pressurised Aeroplanes
SUPPLY FOR DURATION AND CABIN PRESSURE ALTITUDE

All occupants of flight Entire flight time when the cabin pressure altitude exceeds 13 000
deck seats on flight ft and entire flight time when the cabin pressure altitude exceeds
deck duty 10 000 ft but does not exceed 13 000 ft after the first 30 minutes at
those altitudes, but in no case less than:
(i) 30 minutes for aeroplanes certificated to fly at altitudes not
exceeding 25 000 ft (Note 2)
(ii) 2 hours for aeroplanes certificated to fly at altitudes more than
25 000 ft (Note 3).
All required cabin crew Entire flight time when cabin pressure altitude exceeds 13 000 ft
members but not less than 30 minutes (Note 2), and entire flight time when
cabin pressure altitude is greater than 10 000 ft but does not
exceed 13 000 ft after the first 30 minutes at these altitudes.
100% of passengers Entire flight time when the cabin pressure altitude exceeds 15 000
(Note 5) ft but in no case less than 10 minutes (Note 4)
(Note 5) ft but does not exceed 15 000 ft.
(Note 5) ft but does not exceed 14 000 ft after the first 30 minutes at these
altitudes.
Note 1: The supply provided must take account of the cabin pressure altitude and descent profile for
the routes concerned.
Note 2: The required minimum supply is that quantity of oxygen necessary for a constant rate of
descent from the aeroplane’s maximum certificated operating altitude to 10 000 ft in 10
minutes and followed by 20 minutes at 10 000 ft.
minutes and followed by 110 minutes at 10 000 ft. The oxygen required in VAR 6.110 may be
included in determining the supply required.
minutes.
Note 5: For the purpose of this table "passengers" means passengers actually carried and includes
infants.
Aircrafts intended to be operated at pressure altitudes above 25 000 ft shall be provided an
oxygen dispensing unit connected to oxygen supply terminals immediately available to each
occupant, wherever seated. The total number of dispensing units and outlets shall exceed the
number of seats by at least 10%. The extra units are to be evenly distributed throughout the
cabin.
FLIGHT PREPARATION
MANUAL
Oxygen Requirements
15 Mar 2017
8.8.2.3 Crew protective breathing equipment - VAR 10.175(d)

a) An easily accessible quick donning type of breathing equipment for immediate use is required for each
cockpit crewmember.
b) A portable protective breathing equipment is required at each cabin crew station, in galleys and cargo
compartments.
c) Aircraft are equipped with Crew Protective Breathing Equipment (PBE) as follows:
1) Equipment shall protect the eyes, nose and mouth of each crew member while on flight duty and
provide oxygen for a period of not less than 15 minutes;
2) Equipment shall allow the flight crew to communicate using the aircraft radio equipment and to
communicate by interphone with each other while at their assigned duty stations;
3) When cabin crew member is not on board, a portable unit of PBE shall be carried.
d) Crew Protective Breathing Equipment (PBE) is located as follows:
1) PBE intended for flight crew use shall be conveniently located on the flight deck and be easily
accessible for immediate use by each required flight crew at their assigned duty station;
2) Additional portable units of PBE are located in accordance with the Hand-held fire extinguishers
position (see to 8.3.17.13)
e) The oxygen required for breathing protection can be included in the supplemental oxygen.
f) Aircraft operated at flight altitudes above 25000 feet are equipped with a quick-donning oxygen mask for
each flight crew member and a device that provides positive warning to the pilot of any dangerous loss
of pressurization.

FLIGHT PREPARATION
MANUAL Leasing
15 Mar 2017
8.9 Leasing – VAR 10.013

Company may operate a foreign registered aircraft in the airspace of Vietnam if:
a) They has made written notification to CAAV for the following information:
1) Aircraft nationality registration number;
2) Aircraft manufacturer, model and series;
3) Aircraft serial number;
4) Aerodrome where the aircraft is based;
5) Operator name, address and telephone contact numbers;
6) A current copy of the aircraft insurance papers;
b) He has been issued a flight permit from CAAV allowing such operation.
8.9.1 Dry Leasing

a) Company may dry-lease a foreign-registered aircraft for commercial air transport as approved by CAAV
– VAR 12.136, VAR 12.137(a).
b) Company may not be approved to operate a foreign registered aircraft unless:
1) The Authority has determined the extent of the State of Registry’s arrangements for continuing
airworthiness and find that these arrangements are adequate for the type of operation – VAR 12.137(b)(1);
2) The Authority will have free and uninterrupted access, both in Vietnam and at any international
location, to the – VAR 12.137(b)(2):
i) Aircraft on the ramp and during flight time,
ii) Maintenance and operations facilities,
iii) Maintenance and operations personnel, v
iv) Training facilities and simulators used
3) The aircraft must be operated in accordance with the regulations applicable to Company – VAR
12.137(b)(3), and
4) The maintenance arrangements must result in the aircraft always being in compliance with the State
of Registry requirements and the maintenance requirements applicable to VNA – VAR 12.137(b)(4).
c) CAAV will consider, upon request, a continuing airworthiness agreement between the CAAV and the
State of Registry if that State will agree to transfer the necessary powers so that:
1) The airworthiness regulations of Vietnam applicable to Company are in force – VAR 12.137(c)(1); and
2) The agreement acknowledges that the Authority shall have free and uninterrupted access to the
aircraft at any place and any time – VAR 12.137(c)(2).
8.9.2 Aircraft Interchange
Company may interchange aircraft with another AOC holder without the approval of CAAV – VAR 12.140.

FLIGHT PREPARATION
MANUAL Leasing
15 Mar 2017
8.9.3 Wet-Leasing
a) Company is not allowed to conduct wet-lease operations on behalf of another air operator except in
accordance with the applicable laws and regulations of the country in which the operation occurs and
the restrictions imposed by the CAAV – VAR 12.143(a).
b) Company may not allow another entity or air operator to conduct wet-lease operations on its behalf
unless – VAR 12.143(b):
1) That air operator holds an AOC or its equivalent from a Contracting State that authorises those
operations – VAR 12.143(b)(1); and
2) Company advises CAAV of such operations and provides a copy of the AOC under which the
operation was conducted– VAR 12.143(b)(2).

CHƯƠNG 9
CHÍNH SÁCH VÀ ĐIỀU KIỆN VẬN CHUYỂN HÀNG HÓA
NGUY HIỂM
CHAPTER 9
POLICY AND REQUIREMENT FOR TRANSPORTATION OF
DANGEROUS GOODS
POLICY AND REQUIREMENT FOR TRANSPORTATION OF 9.1 /P 1
DANGEROUS GOODS
MANUAL General
15 Mar 2017
9.1 GENERAL – VAR APP 1 TO 12.153 (d)(4)(A)(35)

9.1.1 Applicable regulations - DGM 2.1.1
a) Dangerous goods transportation of VNA shall ensure to comply with the following regulations:
1) Technical Instructions -VAR 18.001
2) Dangerous Goods Regulations of IATA and their updates and amendments;
3) Laws/regulations of Socialist Republic of Vietnam (i.e VAR and their updates and amendments);
4) Where dangerous goods are to be transported outside the territory of Vietnam, VNA shall review
and comply with the appropriate variations noted by ICAO contracting states contained in the
Technical Instructions and by IATA in Dangerous Goods Regulations and other laws/regulations of
local aviation authorities - VAR 18.063
b) In case the above regulations have different provisions, more restricted provisions shall be applied for
safety reasons.
c) In the case of operation of leased aircraft, if the owner’s regulations are more restrictive than the above
regulations, these shall be applied.
9.1.2 Prohibitions - DGM 2.5.1/2.5.2/ 2.5.3
a) VNA do not transport any goods which is known or ought to be known or suspected to be dangerous
goods by any of the following methods, unless in accordance with the methods prescribed in VAR 18.013:
1) Take or cause it to be taken on board;
2) Suspend or cause it to be suspended beneath, or
3) Deliver or cause it to be delivered for load or suspend beneath an aircraft.
b) VNA do not allow the transportation of the following dangerous goods, unless exempted by all States
concerned, or unless the provisions of the Technical Instructions indicate that they may be transported
under an approval issued by the State of Origin:
1) Articles and substances that are identified in the Technical Instructions as being forbidden for
transport in normal circumstances, and
2) Infected live animals.
c) VNA do not allow the transportation by air of any articles and substances that are specifically identified
by name or generic description in the Technical Instructions as being forbidden for transport by air
under any circumstances – VAR 18.010.
DANGEROUS GOODS
MANUAL General
15 Mar 2017
9.1.3 Vietnam Airlines’ restrictions on carriage of dangerous goods

For safety reasons, additional restrictions have been applied by VNA, according to which the following
dangerous good must not be accepted for carriage:
a) Dangerous Goods in Excepted Quantities, except for Radioactive Material in Empty packages
(UN2908) and Radioactive Material, excepted package – instruments (UN2911).
b) All dangerous goods of Packing group I
c) Dangerous goods in Airmail, except lithium batteries in 2.4.2 (d) and 2.4.2 (e) IATA DGR if meeting
requirements of IATA DGR
d) Lithium ion/metal cells and batteries under Packing Instructions 965 and 968 IATA DGR (Sections IA,
IB and II)
e) Dangerous Goods in consolidations except for dry ice when used as a refrigerant for non-dangerous
goods of ID8000, consolidations having one master AWB with one HAWB or consolidations of lithium
ion/metal cells and batteries under Section II of Packing Instructions 966, 967, 969, 970 IATA DGR.
f) Dangerous Goods in the following classes and divisions are not accepted for carriage such as:
1) Class 1 All kinds of explosives, except division 1.4S
2) Class 2 Flammable gases and Toxic gases except COMAT parts and supplies
3) Division 4.3 All dangerous goods of division 4.3;
4) Class 7 Radioactive Material packed in type B(U); type B(M) and type(C); CO or LSA
packed in industrial packages; Radioactive Material with Transport Index
exceeding 3;
5) Class 9 Yeast active;
Dry Ice exceeding 500 kg per flight operated by wide- body aircraft (without
live animals) and 300 kg (with live animals), exceeding 360 kg per flight
operated by narrow-body aircraft (without live animals) and 200 kg (with live
animals)
Polymeric beads or Granules;
Magnetized materials net quantity exceeding 2,000 kg per flight.
9.1.4 Exemption, Approval - DGM 2.5.3
a) Articles and substances that are specifically identified by name or generic description in the Technical
Instructions as being forbidden for transport under any circumstances are not carried on any aircraft.
b) Articles and substances or other goods that are identified in the Technical Instructions as being
forbidden for transport in normal circumstances are transported only when – VAR 18.065:
1) They are exempted by the States concerned under the provisions of the Technical Instructions; or
DANGEROUS GOODS
MANUAL General
15 Mar 2017
2) The Technical Instructions indicate they may be transported under an approval issued by the State
of Origin.
9.1.5 Training requirements – DGM 2.9
Personnel must receive mandatory training commensurate with their responsibilities following VNA’s
Dangerous goods training program.
DANGEROUS GOODS
MANUAL Conditions for transport
15 Mar 2017
9.2 CONDITIONS FOR TRANSPORT

9.2.1 For VNA
VNA do not to carry or load or suspend dangerous goods unless – VAR 18.013:
a) VNA is granted or with the written authorization of CAAV or approved by CAAV;
b) VNA is granted with permit for dangerous goods transport by concerned aviation authorities (if
applicable);
c) In accordance with the Technical Instructions and any conditions specified therein.
9.2.2 For shipments
Shipments shall comply with regulations in Chapter 2- DGM
DANGEROUS GOODS
MANUAL Responsibilities
15 Mar 2017
9.3 RESPONSIBILITIES
9.3.1 Responsibilities of VNA - DGM 3.1.1
a) VNA ensures to comply with the provisions contained in the Technical Instructions as amended, on all
occasions when dangerous goods are carried, irrespective of whether the flight is wholly or partly within
or wholly outside the territory of Vietnam (VAR 18.063).
b) Where dangerous goods are to be transported outside the territory of Vietnam, VNA ensures to comply
with the appropriate variations noted by ICAO contracting states contained in the Technical
Instructions, in Dangerous Goods Regulations of IATA and other laws/regulations of local aviation
authorities (VAR 18.063).
c) VNA ensures that articles and substances which would otherwise be classed as dangerous goods are
excluded from the provisions of this Part to the extent specified in the Technical Instructions, provided
they are – VAR 18.063:
1) Required to be aboard the aircraft for operating reasons;
2) Carried as catering or cabin service supplies;
3) Carried for use in flight as veterinary aid or as a humane killer for an animal; or
4) Carried for use in flight for medical aid for a patient, provided that:
i) Gas cylinders have been manufactured specifically for the purpose of containing and
transporting that particular gas;
ii) Drugs, medicines and other medical matter are under the control of trained personnel during
the time when they are in use in the aircraft;
iii) Equipment containing wet cell batteries is kept and, when necessary secured, in an upright
position to prevent spillage of the electrolyte; and
iv) Proper provision is made to stow and secure all the equipment during take-off and landing
and at all other times when deemed necessary by the PIC in the interests of safety; or
v) Dangerous goods are carried by passengers or crew members.
d) Articles and substances intended as replacements for those in paragraph (c) (i) may be transported on
an aircraft as specified in the Technical Instructions (VAR 18.063).
e) VNA ensures to have measures to control shippers and to accept dangerous goods from shippers
meeting requirements of dangerous goods training specified in the Technical Instructions and
requirements of dangerous goods consignments in the section 2.5.2.
f) VNA ensures that staff of VNA and staff of its service providers are appropriately trained of dangerous
goods.
g) VNA ensures to establish, maintain, and have approved by the CAAV, dangerous goods training
programmes, as required by the Technical Instructions (VAR 18.043).
h) VNA ensures to provide information of dangerous goods to passengers, shippers, ground staff, load
control staff and crew in compliance with concerning regulations (VAR 18.033).
DANGEROUS GOODS
MANUAL Responsibilities
15 Mar 2017
9.3.2 Responsibilities of shippers - DGM 3.1.2

a) VNA requires all shippers to be trained and to have effective dangerous goods certificates as specified
in the Technical Instructions and other regulations in the section 2.1.1;
b) VNA requires all persons participating in any manner in the preparation or acceptance of dangerous
goods for shipping by air to comply with regulations in this manual and regulations in the section 2.1.1
(VAR 18.020).
c) VNA requires shippers to ensure that any package or overpack of dangerous goods for transport on
VNA’s aircraft – VAR 18.053:
1) Not to be forbidden for transport by air; and
2) To be properly classified, packed, marked and labelled; and
3) To be accompanied by a properly executed dangerous goods transport document as specified in
this chapter and the Technical Instructions.
9.3.2.1 Packing
VNA requires the shipper to comply with requirements of packing of dangerous goods in DGM 3.2.2.2.
9.3.2.2 Marking and labelling
VNA requires the shipper to comply with requirements of marking and labelling of dangerous goods DGM
3.2.2.3 and 3.2.2.4.
9.3.2.3 Documentation
VNA requires the shipper to comply with requirements of documentation of dangerous goods in DGM
3.2.2.5.
DANGEROUS GOODS
MANUAL Preparation for shipping
15 Mar 2017
9.4 PREPARATION FOR SHIPPING

9.4.1 General - DGM 3.2.1
VNA only accepts the transportation of dangerous goods consignments that comply with the following
requirements – VAR 18.050:
a) The goods are not of a category whose transport by air is prohibited as specified in the Technical
Instructions and this chapter;
b) The goods are properly classified, identified and packed in accordance with the Technical Instructions
and this chapter, the packagings used are in accordance with such provisions;
c) The package is marked and labelled in accordance with such provisions of the Technical Instructions
and of this chapter;
d) The package is in a fit condition for transport by air, meeting requirements in the Technical Instructions
and this chapter;
e) The dangerous goods transport documents have been completed and that the declaration therein has
been made, meeting requirements in the Technical Instructions and this chapter.
9.4.2 Classification and identification – DGM 3.2.2.1
VNA do not transport any goods which is known or ought to be known or suspected to be dangerous goods
by any of the following methods, unless in accordance with the methods prescribed in - VAR 18.013:
9.4.3 Packing - DGM 3.2.2.2
a) Packagings used for the transport of dangerous goods by air shall be of good quality and shall be
constructed and securely closed to prevent leakage which might be caused in normal conditions of
transport.
b) Packagings shall be suitable for the contents. Packagings in direct contact with dangerous goods shall
be resistant to any chemical or other action of such goods.
c) Packagings shall meet the material and construction specifications in the Technical Instructions.
d) Packagings shall be tested in accordance with the provisions of the Technical Instructions.
e) Packagings for which retention of a liquid is a basic function, shall be capable of withstanding, without
leaking, the pressure stated in the Technical Instructions.
f) Inner packagings shall be so packed, secured or cushioned as to prevent their breakage or leakage
and to control their movement within the outer packaging(s) during normal conditions of air transport.
Cushioning and absorbent materials shall not react dangerously with the contents of the packagings.
g) No packaging shall be re-used until it has been inspected and found free from corrosion or other
damage. Where a packaging is re-used, all necessary measures shall be taken to prevent
contamination of subsequent contents.
h) If the nature of former packaging contents shall be treated according to the hazard they constitute.
i) No harmful quantity of a dangerous substance shall adhere to the outside of packages.
DANGEROUS GOODS
15 Mar 2017
9.4.4 Marking and labelling - DGM 3.2.2.3/3.3.2.4

VNA only accept for transport dangerous goods consignments that are marked and labelled in compliance
with the following requirements:
a) Unless otherwise provided, each package of dangerous goods shall be labelled with the appropriate
labels and in accordance with the provisions set forth in those Instructions.
b) Unless otherwise provided for in the Technical Instructions, each package of dangerous goods shall be
marked with the proper shipping name of its contents and, when assigned, the UN number and such
other markings as may be specified in those Instructions.
c) Unless otherwise provided in the Technical Instructions, with regard to the specification markings on
packaging for:
1) Each packaging manufactured to a specification contained in those Instructions shall be so
marked in accordance with the appropriate provisions of those Instructions; and
2) No packaging shall be marked with a packaging specification marking unless it meets the
appropriate packaging specification contained in those Instructions.
d) In addition to the languages required by the State of Origin, English shall be used for the markings
related to dangerous goods – VAR 18.025
e) Where dangerous goods are carried on a flight which takes place wholly or partly outside the territory
of Vietnam, VNA ensures that labelling and marking are in the English language in addition to any
other language requirements (VAR 18.065).
9.4.5 Documentation - DGM 3.2.2.5
a) Except that dangerous goods transport documents are not required for some categories of dangerous
goods as specified in the Technical Instructions, VNA requires shipper to furnish VNA with a dangerous
goods transport document (VAR 18.067).
b) VNA only accept for transport consignments with sufficient documents in compliance with the following
requirements:
1) The dangerous goods transport document is completed, signed and provided to VNA (VAR 18.053).
2) The dangerous goods transport document shall be completed in duplicate and shall - VAR 18.055:
i) Describe the dangerous goods in accordance with and contain such information as is required
by the Technical Instructions;
ii) Contain a signed declaration that the Technical Instructions that the dangerous goods:
 Are fully and accurately described; and
DANGEROUS GOODS
15 Mar 2017
 Are correctly classified, packed, marked and labelled; and

 Are in a proper condition for transport by air.
c) In addition to the languages which may be required by the State of Origin, English shall be used for the
dangerous goods transport document - VAR 18.055.
DANGEROUS GOODS
MANUAL Provision of information
15 Mar 2017
9.5 PROVISION OF INFORMATION

9.5.1 To operational control personnel - DGM 2.10.2
Information of dangerous goods transported on aircraft must be provided to:
a) TOC/NOC/DOC; and
b) Operational Control Center (when required) by TOC/NOC/DOC.
9.5.2 To flight crew - DGM 2.10.5/3.5.2.3
9.5.2.1 Notification of dangerous goods as cargo
a) Except for those dangerous goods which showing information on NOTOC is not required by ICAO
Technical Instructions, the PIC of the flight on which Dangerous Goods are to be carried must be
informed by NOTOC before the flight of those Dangerous Goods, as provided for in Technical
Instruction. This information must be in a dedicated form, which ensures that the Commander is aware
of the dangerous goods that he is carrying, where they are located on the aircraft and the emergency
response actions to be taken in the event of an emergency, and must be checked and accepted by the
commander. The information in the NOTOC must include:
1) The unloading station;
2) AWB number;
3) The Proper Shipping Name, supplemented with the technical name(s) is appropriate and UN or ID
number;
4) The class or division and subsidiary risk(s) corresponding to the label(s) applied and for Class 1,
the compatibility group;
5) The packing group as applicable;
6) For non-radioactive material, the number of packages, the net quantity or gross weight, if
applicable, of each package;
7) For radioactive material, the number and category of packages, over packs or freight containers
and the transport index and dimensions for each, if applicable;
8) Whether the package is restricted to cargo aircraft only;
9) Codes following IMP of IATA;
10) Emergency Response Guide (ERG);
11) ID number of loaded ULDs, leaving blank for bulk load; Position of loaded ULDs or bulk load
12) Where applicable, an indication the dangerous goods are being carried under a state exemption.
13) Confirmation that dangerous goods packages are free from damage and leakage.
9.5.2.2 Notification of dangerous goods as baggage - CHAPTER 4
a) Information on accepted dangerous goods in baggage to be filled in free text in “Supplementary
Information” box of Load sheet includes:
DANGEROUS GOODS
MANUAL Provision of information
15 Mar 2017
1) Type of baggage and its weight (if this is weight-limit baggage)

2) Example: wheelchair with lithium ion
3) Name of passenger, seat number
4) Whether dangerous goods is in carry-on or checked baggage
b) For dangerous goods in carry-on baggage:
1) Passenger’s name and seat number, information on name of dangerous goods (as specified in
bold letter in Table 2.3A – DGR Manual) must be detailed in Special information to cabin crew.
2) Cabin crew member shall inform the Commander of the passenger’s seat number.
c) For dangerous goods in checked baggage: The flight crew must be notified of loading position (as
specified in Table 2.3A – DGR Manual).
9.5.3 To ground staff - DGM 3.5.2.3
a) Personnel responsible for the aircraft operation control at both departure and arrival airports must be
notified of the same information in NOTOC by copy, fax or email to:
1) NOC/TOC/DOC (for flights departing from/ arriving to HAN/SGN/DAD)
2) To Handling Agents or Station Managers (for flights departing from/ arriving to other bases)
b) VNA and, where applicable, the handling agent shall ensure that notices are provided at acceptance
points for cargo giving information about the transport of dangerous goods - VAR 18.030.
DANGEROUS GOODS
MANUAL Shipping
15 Mar 2017
9.6 SHIPPING
9.6.1 Acceptance - DGM 3.4
a) VNA do not transport packages of dangerous goods bearing the “Cargo Aircraft Only” label on VNA’s
passenger aircraft (VAR 18.090).
b) VNA only accepts dangerous goods for transport until the package, overpack or freight container has
been inspected in accordance with the acceptance procedures in the Technical Instructions (VAR 18.073).
c) Handling agents conducting the inspection on behalf of VNA shall complete a checklist specifically
designed for this purpose. This checklist shall - VAR 18.073:
1) Allow for all relevant details to be checked; and
2) Use such form as will allow for the recording by manual, mechanical or computerised means.
9.6.2 Handling - VAR 18.075 DGM 3.5.2
a) Packages or overpacks containing dangerous goods and freight containers containing radioactive
materials are inspected for evidence of leakage or damage immediately prior to loading on an aircraft
or into a unit load device, as specified in the Technical Instructions;
b) A unit load device is not loaded on an aircraft unless it has been inspected free from any evidence of
leakage from, or damage to, the dangerous goods contained therein;
c) Leaking or damaged packages, overpacks or freight containers are not loaded on an aircraft;
d) Any package of dangerous goods found on an aircraft damaged or leaking is removed or
arrangements made for its removal by an appropriate authority or organization.
e) After removal of any leaking or damaged goods, the remainder of the consignment is inspected to
ensure it is in a proper condition for transport and that no damage or contamination has occurred to the
aircraft or its load.
9.6.2.1 Loading – DGM 3.5.2
a) Passenger Cabin and Flight Deck: Dangerous goods are not carried in passenger on the flight deck,
unless otherwise specified in the Technical Instructions.
b) Cargo Compartments: Dangerous goods are loaded, segregated, stowed and secured on an aircraft as
specified in the Technical Instructions and other regulations in the - VAR 18.085
9.6.2.2 Securing - VAR 18.087 DGM 3.5.2
a) Dangerous goods loaded in an aircraft must be secured in compliance with the;
b) Dangerous goods are loaded in an aircraft must be protected from being damaged and shall be
secured in such a manner that will prevent any movement in flight which would change the orientation
of the packages.
c) For packages containing radioactive materials, the securing must be adequate to meet separation
requirements from persons, live animals and undeveloped firm are met at all times.
DANGEROUS GOODS
MANUAL Shipping
15 Mar 2017
9.6.2.3 Post-inspection - DGM 3.5.4

a) Packages or overpacks containing dangerous goods and freight containers containing radioactive
materials are inspected for signs of damage or leakage upon unloading from an aircraft or from a unit
load device (VAR 18.077);
b) If there is evidence of damage or leakage, the area where the dangerous goods were stowed is
inspected for damage or contamination (VAR 18.077);
c) Any contamination found as a result of the leakage or damage of dangerous goods is removed without
delay (VAR 18.080).
9.6.3 Retention of documents - DGM 3.5.3
Any dangerous goods transport document which has been furnished to VNA in accordance with the
Technical Instructions and other regulations in the section 2.1.1 (for 01 year in VNA’s Branch in departure
stations) must be retained (VAR 18.070).
DANGEROUS GOODS
MANUAL Dangerous goods be carried in baggage
15 Mar 2017
9.7 DANGEROUS GOODS BE CARRIED IN BAGGAGE - DGM chapter 4

a) Alcoholic beverages not exceeding 70% alcohol by volume, when packed in receptacles of less than
5 litres.
b) Non-radioactive medicinal or toilet articles (including aerosols, hair sprays, perfumes, medicines
containing alcohol); and, in checked baggage only, aerosols which are non-flammable, non-toxic and
without subsidiary risk, when for sporting or home use. The net quantity of each single article must
not exceed 0.5 litre or 0.5 kg and the total net quantity of all articles must not exceed 2 litres or 2 kg
per passenger.
c) A hydrocarbon gas powered hair curler, providing the safety cover is securely fitted over the heating
element, gas refills are not permitted.
d) Small carbon dioxide gas cylinders worn for the operation of mechanical limbs and spare cylinders of
similar size if required to ensure an adequate supply for the duration of the journey.
e) Radio isotopic cardiac pacemakers or other devices (including those powered by lithium batteries)
implanted in a person, or radio-pharmaceuticals contained within the body of a person as a result of
medical treatment.
f) A small medical or clinical thermometer containing mercury, for the person’s own use, when in its
protective case.
g) Dry ice, when used to preserve perishable items, providing the quantity of dry ice does not exceed
2.5 kg per passenger and the package permits the release of the gas. Carriage may be in carry-on
(cabin) or checked baggage.
h) Small gaseous oxygen or air cylinders for medical use.
i) A small carbon dioxide cylinder fitted into a self-inflating life-jacket and a spare cylinder.
j) Wheelchairs or other battery-powered mobility aids with non-spillable batteries, providing the
equipment is carried as checked baggage. The battery must be securely attached to the equipment,
be disconnected and the terminals insulated to prevent accidental short circuits.
k) Wheel chairs or other battery-powered mobility aids with spillable batteries, providing the equipment
is carried as checked baggage. When the equipment can be loaded, stowed, secured and unloaded
always in an upright position, the battery must be securely attached to the equipment, be
disconnected and the terminals insulated to prevent accidental short circuits. When the equipment
cannot be kept upright, the battery must be removed and carried in a strong, rigid packaging, which
must be leak-tight and impervious to battery fluid. The battery in the packaging must be protected
against accidental short circuits, be held upright and be surrounded by absorbent material in
sufficient quantity to absorb the total liquid contents
l) The package containing the battery must have on it ‘Battery wet, with wheelchair’ or ‘Battery wet, with
mobility aid’, bear a ‘Corrosives’ label and be marked to indicate its correct orientation. The package
must be protected from upset by securement in the cargo compartment of the aircraft. The
commander must be informed of the location of a wheelchair or mobility aid with an installed battery
or of a packed battery.
m) Cartridges for sporting weapons, providing they are in Division 1.4S (see D - Classification of
dangerous goods), they are for that person’s own use, they are securely boxed and in quantities not
DANGEROUS GOODS
MANUAL Dangerous goods be carried in baggage
15 Mar 2017
exceeding 5kg per person and they are in checked baggage. Cartridges with explosive or incendiary
projectiles are not permitted. Allowances for more than one passenger must not be combined into
one or more packages.
n) A mercurial barometer in carry-on (cabin) baggage when in the possession of a representative of a
government weather bureau or similar official agency. The barometer must be packed in a strong
packaging having inside a sealed inner liner or bag of strong leak-proof and puncture resistant
material impervious to mercury closed in such a way as to prevent the escape of mercury from the
package irrespective of its position. The commander must be informed when such a barometer is to
be carried.
o) Heat producing articles (i.e. battery operated equipment, such as underwater torches and soldering
equipment, which if accidentally activated will generate extreme heat which can cause a fire),
providing the articles are in carry-on (cabin) baggage. The heat producing component or energy
source must be removed to prevent accidental functioning.
p) A small oxygen generator for the person’s own use, providing it is in checked baggage. The
generator, without its packaging, must be capable of withstanding without actuation or loss of
contents a 1.8 m drop test onto a rigid, non-resilient, flat and horizontal surface, in the position most
likely to cause damage; it must be equipped with an actuating device with at least two positive
means of preventing unintentional actuation; and the generator when well insulated and when
actuated at a temperature of 20
surface. The generator must be in the manufacturer’s original packaging, which must include a
sealed outer wrapping or other means to establish that it has not been tampered with and the
packaging must be marked to show that it meets these requirements.
q) Such electronic devices with lithium battery as personal watches, calculators, laptops, cameras, cell
phones…
Note: Detailed of Dangerous Goods are accepted as carry-on baggage and checked baggage refer section 2.3
current IATA DGR
DANGEROUS GOODS
MANUAL Occurrences handling
15 Mar 2017
9.8 OCCURRENCE HANDLING

a) Refer to Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods – Doc 9481
of International Civil Aviation Organization (ICAO).
b) The commander or the pilot to whom conduct of the flight has been delegated shall, in an emergency
situation that requires immediate decision and action, take any action he considers necessary under
the circumstances. In that cases he may deviate from rules, operational procedures and methods in
the interest of safety
9.8.1 In ground - DGM 6.2
a) Any contamination found as a result of the leakage or damage of dangerous goods is removed without
delay (VAR 18.080);
b) Immediately take out of service aircraft has been contaminated by radioactive materials (VAR 18.083);
c) The aircraft will only returned to service until the radiation level at any accessible surface and the non-
fixed contamination are not more than the values specified in the Technical Instructions and regulations
in the section 2.1.1 (VAR 18.083).
9.8.2 In-flight emergency - VAR 10.167 (d) DGM 6.1
When in-flight emergency occurs, the pilot-in-command shall, as soon as the situation permits, inform the
appropriate air traffic services unit for the information of any dangerous goods on board the aircraft, as
provided for in the Technical Instructions and other regulations in the section 2.1.1 (VAR 18.037).
9.8.3 Dangerous goods accident and incident reports - VAR 18.040 DGM 6.3, chapter 7
a) In the event of an aircraft accident or incident, VNA ensures to provide information, without delay, to
emergency services responding to the accident or serious incident about the dangerous goods on
board, as shown on the written information to the pilot-in-command.
b) On request, VNA ensures to provide any information required to minimize the hazards created by any
dangerous goods carried.
c) As soon as possible, VNA ensures to provide this information to the appropriate authorities of Vietnam
and the State in which the accident or serious incident occurred.
d) VNA ensures to report incidents and accidents to CAAV within 72 hours of the event, unless
exceptional circumstances prevent this.
For details see 11.4.4.4 – Dangerous goods accdident and incident report.
DANGEROUS GOODS
MANUAL Carriage of weapons and munitions
15 Mar 2017
9.9 CARRIAGE OF WEAPONS AND MUNITIONS

9.9.1 Carriage of weapons and munitions of war
a) Weapons and munitions of war shall not be carried on VNA’s departing, arriving and transiting aircrafts,
except at the request and with approval by the authority.
b) Weapons and munitions once accepted for carriage must be:
1) Stored neatly, safely away from passenger.
2) The cartridges must be removed from firearms for safe transport. Munitions must be packed in
cartridge belt / box or packed in accordance with packing instruction.
3) In case the aircraft flies to a nation having difference regulations, those regulations have to be
complied with.
4) Complied with VNA Dangerous Goods Regulations.
c) VNA shall not accept to transport weapons and munitions carried on the person of passenger or in
carry on baggage, loaded in the flight deck or cabin areas, except for the following cases:
1) Soldiers of Protection Police Division - Police Ministry for Communist, Government High ranking
leaders, Foreign guests, VIP protection on Vietnam Airlines flights, with weapons permission and
weapon carrying on board permission issued by Protection Police Division-Police Ministry and
CAAV (if persons carry weapon)
2) Airline’s security staff on duty on special flights, with weapons issued by Civil Aviation
Administration of Vietnam.
3) During the flight, armed individual must unload firearms, remove cartridges and must not use
firearms unless requested by the flight PIC
d) Control of passenger who are permitted carrying firearms and weapons on the flight deck or cabin
areas:
1) The PIC shall be provided by VNA station manager with the names, passport numbers of persons
authorized to carry arms and their seating positions, type of weapons, ammunition and reason for
their carrying arms.
2) Purser shall also be informed about armed passenger and their seating positions. Purser shall
ensure that all armed individuals aboard the aircraft are known to each other, even their seating
positions.
3) Those passengers shall not be served alcoholic beverages.
9.9.2 Carriage of sporting weapons and ammunitions
Sporting weapons and ammunition for sporting weapons are carried in accordance with VNA’s Aviation
Security Programme, Security Manual, Passenger Handing Manual and Cargo Operation Manual.
CHƯƠNG 10
AN NINH HÀNG KHÔNG
CHAPTER 10
SECURITY
SECURITY 10.1 /P 1

MANUAL Security Instructions and Guidance
15 Mar 2017
10.1 SECURITY INSTRUCTIONS AND GUIDANCE - VAR APP 1 TO 12.153 (d)(4)(A)(36)

10.1.1 Identification cards
a) Each employee must wear, in a visible position the Company identification card (ID card) for the
duration of his duty.
b) The ID card must not be lent or disposed of in any manner. If the card is lost it must be immediately
reported to Aviation Security Division and the manager as appropriate Division as soon as possible
and a replacement card obtained.
10.1.2 Crew Security
a) All crew baggage should normally carry an identification label giving full name and rank of the crew
member.
b) Cockpit crew must be under the control of security, wear uniform and ID card of VNA while acting
their tasks.
c) All flight crew for applied regulations are applied for only those are in the general declaration.
d) Crew members must not leave their baggage unattended at all time.
e) Crew members must not accept for carriage sealed parcels from third parties.
f) Any sealed package belonging to a crew member shall at all times be carried by the crew member
concerned onto the aircraft personally and shall not be entrusted to any other crew members.
g) The individual crew member is responsible for the handling and security of his personal baggage
and strict adherence to the following procedures is required:
1) Keep bags locked when you are not using them.
2) Maintain security over any carry-on baggage.
3) Before leaving a hotel, conduct a security check of personal baggage to ensure that bags have
not been interfered with.
4) Maintain bags in view at all times in public areas such as lobbies, boarding lounges, restaurant,
restrooms, hotel or terminal buildings.
5) The luggage found to be searched should be checked again by the crew.
6) Never accept anything for carriage, including letters or envelopes, given by strangers, fellow
employees or acquaintances.
10.1.3 Crew Briefing
a) PIC must have a briefing before departure time informing to all flight crew members unexpected
challenging warnings of the flight, hops and airports for landing, precautionary security measures
and prevention of unlawful acts during the flight.
b) Whenever Aviation Security Division receives information regarding a security threat against the
Company’s aircraft, property, personnel or operations whether direct or indirect and regardless of the
source, they must assess the level of such threat, determine the required additional security

SECURITY 10.1 /P 2

15 Mar 2017
procedures necessary, report the threat and proposed additional security measures to VNA’s
Security Direction Board and to the following departments:
1) Operation Control Center, Flight Dispatch, Flight Crew Division and Cabin Crew Division;
2) Company representatives and/or handling agents at foreign and domestic airports.
c) The Operation Control Centre has the responsibility to coordinate with all concerns to ensure that the
PIC and the purser are provided with a briefing on any additional security measures applicable to
their flight(s). Such briefing shall include:
1) Information on the security threat;
2) Information on the additional security measures being implemented at departure and en-route
transit airports, if applicable (e.g. additional examination of checked baggage, additional internal
and external security checks of the aircraft, a closer examination of the documents of booked
passengers, etc);
3) A reminder that flight deck and cabin crew must be extra vigilant with respect to the security
checking of passengers and to be aware of any suspicious behaviour;
4) A reminder that security flight deck door procedures must be strictly adhered to from all doors
closed at departure until doors open at the destination airport.
d) The PIC and the purser have the responsibility to brief other crew members regarding the additional
security measures and to ensure that all crew members are aware of their additional security
responsibilities.
e) Such briefing is to be provided in confidence and is not to be revealed to persons other than
responsible Company personnel.
10.1.4 Flight Deck security – VAR 10.193 (a)(c)
10.1.4.1 General principle
a) During boarding of passengers, entry into/exit from the flight deck must be controlled and
supervised by the flight crew.
b) When aircraft will be closed for departure, the flight deck must be closed and locked from inside
by flight crew.
c) In case the aircraft is under threat, the PIC shall appoint cabin attendants to guard cockpit door.
10.1.4.2 Admission to the Flight Deck
See 8.3.12 for Authorised persons, Sterile Flight Deck and Locking of the Flight Deck Door regulations
10.1.5 Protection of cargo compartment on ATR-72 aircraft
To ensure that passengers will not contact with checked baggage on ATR-72 aircrafts, the following
measures shall be taken:
a) Before boarding, aircrafts’ PIC shall close and lock the door separating forward cargo compartment
and passenger cabin. The door key shall be, kept in a secured area, managed and used by Purser
when necessary.

SECURITY 10.1 /P 3

15 Mar 2017
b) Cabin crew members shall monitor and prevent passengers from contacting the rear cargo
compartment. In case of passengers’ circumvention, the crew members shall immediately report to
their PICs and cooperate with other crew members and passengers if necessary to prevent this from
happening.

SECURITY 10.2 /P1

MANUAL Unruly passenger
15 Mar 2017
10.2 UNRULY PASSENGERS

10.2.1 General classification
Unruly passengers are classified as follow:
a) Those being drunk or affected by medicine or drugs and losing their self-control
b) Passengers with bad manners causing discomfort or worries for passengers and crew
c) Passengers with threatening or violent behaviours which may injure other passengers, cabin crew or
damage the aircraft
d) Passengers with signs of mental disorder
e) Passengers carrying or suspected carrying weapons
f) Passengers intentionally not complying with VNA safety and security regulations and instructions.
10.2.2 Handling procedure at airport
a) Ground service staff shall prevent passengers or groups of passengers with the above-mentioned
behaviours from boarding and refuse the carriage.
b) Passengers with mental disorder must be accompanied by his/her doctor or relatives who can
control his/her abnormal actions. Extra cabin attendants can be assigned to help them during the
flight.
c) Whilst boarding, if cabin crew notice any unruly passengers, the PIC or station manager must be
informed immediately. If necessary, such passengers must be off-loaded or airport security staff will
be asked for assistance.
10.2.3 Handling procedure In-flight
a) Purser must inform the PIC immediately and shall handle passengers in accordance with the PIC’s
instructions.
b) A cabin crew member will directly contact that passenger in order to control his/her behaviour.
c) Unruly passengers shall not be served alcoholic drinks and delivered metal cutlery.
d) In case unruly passengers harm the safety of passengers, crew and aircraft, Cabin crew members
may use hand-cuffs or other supportive equipment to restrain that passenger.
e) Cabin crew members may ask for assistance from such passengers as army, police officers to
control unruly passengers.
f) The PIC shall inform the authorities of the arrival airport (via ATC) and ask for supportive forces such
as airport security staff, the police or ambulance (If necessary).
g) In any cases of disturbances during flight, the cabin crew is not allowed to get out of the cockpit to
enter the passenger hold/cabin to settle unruly passengers/violences.

SECURITY 10.2 /P2

15 Mar 2017
10.2.4 Handling procedure after landing

a) Upon landing, the PIC shall make a report/minute on administrative violation in respect of Civil
Aviation and hand these passengers to local authority or airport authority for resolution. (Form VNA-
SQ-F81-21 in Chapter 13).
b) If airport of arrival is foreign airport, the PIC shall make a report/minute on administrative violation in
respect of Civil Aviation and hand these passengers to local competent authority for resolution in
accordance with local laws.
c) TOC/NOC/DOC, Middle regional office, VNA’s station managers at the airport or the pilot-in
command must be responsible for the completion of the case report and delivering to the General
Manager of Aviation Security Division within possible time
10.2.5 Passengers refused for security reasons
The General Manager of Aviation Security Division -VNA or the PIC are enabled to refuse the following
passengers in case VNA’s security measures cannot be applied to ensure flight safety and security:
a) Disruptive passenger(s);
b) Persons losing their act control capacity;
c) Persons whose entry is prohibited;
d) Persons failing to obey regulations and instructions by aviation employees at an airport/ aerodrome
or airfield or on board an aircraft;
e) Persons refusing to follow order and discipline at an airport/aerodrome or on board an aircraft;
f) Persons spreading or providing false information that endangers the safety and security of an
airport/aerodrome or airfield or on board an aircraft in flight or on ground and passengers;
g) Unescorted deportees;
h) Persons rejected at the request of competent Vietnamese or foreign authorities.
10.2.6 Prohibited passengers
Depending on the nature and seriousness of the violation, the General Manager of Aviation Security
Division - VNA shall report to VNA President & CEO a list of passengers who are definitely or indefinitely
prohibited from VNA’s flights, which is to be submitted to CAAV. Those passengers include:
a) Disruptive passengers who commit repeated violations, to include:
1) Disobey regulations and instructions by aviation employees at an airport/aerodrome or airfield or
on board an aircraft;
2) Refuse to follow order and discipline at an airport/aerodrome or or airfield or on board an
aircraft.
b) Persons spreading or providing false information that endangers the safety and security of an
airport/aerodrome or airfield or on board an aircraft in flight or on ground and passengers;
c) Persons who commit other act of unlawful interference with civil aviation.

SECURITY 10.2 /P3

15 Mar 2017
d) Persons rejected at the request of competent state agencies.

The General Manager of Aviation Security Division -VNA has the responsibility to provide organizations and
units concerned with the list of passengers banned from carriage on VNA’s flights in accordance with
CAAV’s requirements.

SECURITY 10.3 /P1

MANUAL Bomb threat
15 Mar 2017
10.3 BOMB THREAT - VAR APP 1 TO 12.153 (d)(4)(A)(37)

10.3.1 General
a) All Airline Staffs must efficiently handle bomb threat management stated in the security program in
order to ensure the safety of passengers and crew.
b) Priority should be given to gathering information on the threat and providing this information to VNA’s
Emergency Centre for threat assessment and the assessment result will be provided to the PIC of
the aircraft concerned without delay.
c) Any information on bomb threat received from any source is considered as genuine bomb threat and
immediate action shall be taken to assess the threat and provide the required security measures.
d) Bomb threats may be received by mail, in person, overheard conversation or by telephone.
10.3.2 Bomb and Other Sabotage Threats
a) Threats against an aircraft or a particular flight number are usually received by the local Civil Aviation
Authority, Company or handling agent/airline office. Bomb threat calls will be assessed by
appropriate personnel, as either SPECIFIC or NON-SPECIFIC.
b) It is Company policy that appropriate procedures be immediately implemented for bomb threats
assessed as specific until it is assessed that the threat is in fact a non-specific, or does not present
any further danger. Threats may involve a number of flights, carriers, or other vague information.
c) The treatment of bomb or sabotage threats varies from country to country both with respect to the
handling of the aircraft after landing and in the subsequent investigation of the threat by local
authorities.
d) The PIC of the aircraft will be advised of the receipt of any SPECIFIC threat against the aircraft. The
situation is to be treated as an emergency in accordance with the following:
1) Aircraft on the ground
i) Summon the purser to the cockpit and advise the nature of the threat against the aircraft;
ii) Make the following PA announcement:
"Ladies and gentlemen this is Captain.....speaking. I regret to advise that there will be an
interruption to this flight. We have received a message that an explosive material may have
been loaded on to the aircraft. In the interest of your safety we are going to make a thorough
search of the aircraft. Instead of taking off, we shall taxi the aircraft to a suitable area. The
flight attendants will supervise your disembarkation and accompany you to a safe position.
Arrangements for your comfort while the aircraft is being searched will be advised after
disembarkation";
iii) Disembark the passengers either at the gate or at a suitable area nominated by ATC. If the
aircraft is away from the gate, disembarkation is to be via external/internal stairs rather than
escape slides, unless there is a reason to believe that an explosion and/or aircraft damage is
imminent;

SECURITY 10.3 /P2

MANUAL Bomb threat
15 Mar 2017
iv) In a controlled disembarkation via stairs or a jet way, passengers and crew should take all
cabin baggage; this requirement should be reflected in a PA announcement by cabin crew
member;
v) If an evaluation via the slides is required passengers and crew should leave all cabin
baggage on board the aircraft;
vi) Cabin crew and ground personnel will be responsible for moving passengers to a safe
location.
2) Aircraft in-flight
i) Immediately proceed to the nearest suitable airport;
ii) Summon the purser to the cockpit and advise the nature of the treat against the aircraft;
Make the following PA announcement;
"Ladies and gentlemen this is Captain.....speaking we have been advised by Air Traffic
Control that the safety of the aircraft may have been compromised. In the interests of your
safety we are returning to.....airport (or diverting to.....airport) and I will give you more details
after landing";
iii) After landing make the following PA announcements:
"Ladies and gentlemen this is Captain......speaking. I regret to advise that we have received
a message that an explosive material may have been loaded on to the aircraft. In the interest
of your safety we are going to make a thorough search of the aircraft. The flight attendants
will supervise your disembarkation and accompany you to a safe position. Arrangements for
your comfort while the aircraft is being searched will be advised after disembarkation";
iv) If an immediate evacuation appears warranted order an emergency evacuation immediately
the aircraft has been brought to a stop after landing;
v) In the event that an immediate evacuation is not considered necessary, disembark the
passengers either at a gate or at a suitable area nominated by ATC. If the aircraft is away
from the gate, disembarkation is to be via external/internal stairs rather than escape slides,
unless there is every reason to believe that an explosion and/or aircraft damage is imminent.
vi) In a controlled disembarkation via stairs or an jet way, passengers and crew should take all
cabin baggage; this requirement should be reflected in a PA announcement by cabin crew;
vii) If an evacuation via the slides is required passengers and crew should leave all cabin
baggage on board the aircraft;
viii) Cabin crew and ground personnel will be responsible for moving passengers to a safe
location.
3) Suspected explosive material located on board
i) The PIC can carry out an aircraft search if the aircraft is still in the air.
- The PIC is responsible for organising the search
- Choose some passengers working in the army or police to help crew

SECURITY 10.3 /P3

MANUAL Bomb threat
15 Mar 2017
- Allocate search areas done by different groups as stated in Bomb Search Checklist.
- For passengers:
+ Fasten seatbelts, do not smoke
+ Put hand baggage in their laps and search it under the instructions of crew members
+ Crew members instruct passengers to search around seats
ii) Handling of explosive
- Inform other crew members of the suspicious item and report to the PIC for handling
- The PIC contacts ATC for instructions and asks the permission to change the route to
assure the safety of other aircraft
- Passengers in the dangerous area must be moved away at least 4 row of seats from the
item.
- Explosive inspection:
+ Slide a string or stiff thin card go directly under the item
+ If there was no obstruction, it is possible to move the suspicious item.
+ If it gets stuck, no movement of the item is allowed and a shelter must be made to
minimize the damage due to explosion; put wet blankets and wet cushion around the
item.
- Location of explosion:
+ In order to avoid serious damage caused to the aircraft cover, the PIC may choose
the location of explosion followed Flight Crew Operating Manual (FCOM/OM) - Bomb
on board.
+ Example: On the centre of existing openings at the rear door on the right which may
be destroyed without causing structural damage to the aircraft).
- Recommendation of location of explosion:
+ Boeing (B777/787): Right rear services door
+ Airbus (A321/A330/A350): Right rear services door
+ ATR 72: Right rear services door
- Movement of suspicious item:
Before moving the item, slide a stiff card under stiff thin card and must be secure the item
with stiff card by adherent material rolls. Move the item gently with the same balance; do
not vibrate, crash it into anything; put it down gently on the prepared wet blanket.
- Deal with suspicious item:
+ Cover the item with wet blankets and cut unnecessary power supply

SECURITY 10.3 /P4

MANUAL Bomb threat
15 Mar 2017
+ Passengers and cabin attendants must be at least 4 rows of seats from the item;
passengers with their faces on their knees; seatback in the upright position; tray table
stowed.
- After landing, evacuate passengers and crew out of the aircraft as soon as possible.

SECURITY 10.4 /P1
FLIGHT OPERATIONS Hijacking/unlawful seizure of an aircraft Rev 00

MANUAL
15 Mar 2017
10.4 HIJACKING/UNLAWFUL SEIZURE OF AN AIRCRAFT

10.4.1 General
a) Any person who while on board any of the airline’s aircraft unlawfully by force or by threat of force or
by any form of intimidation seizes or exercises control of that aircraft or attempts to do so commits
hijack of that aircraft.
b) The PIC must be advised of any threat made to interfere with the normal operation of the flight
irrespective of the actions to fulfil the threat.
c) In the event of a hijacking, the primary consideration is the safety of passengers and crew. All
actions taken will be based on this principal.
d) Armed interference can be resorted to as the last measure only when all others have failed in order
to assure the safety of passengers and crew.
10.4.2 Hijack circumstances
Type of hijacks can be categorised as:
a) Hijack by criminal for extortion purposes or the release of prisoners to escape justice or other political
demands.
b) Hijack by mentally unbalanced who are usually depressive and who wish to seek publicity. As their
behaviour is unpredictable, they are extremely dangerous and must be handled with care.
c) Hijack by refugees who try to escape from the residential place to go to another place to ask for
political asylum.
d) Hijack by terrorists who are well organised, armed and trained. They can commit serious crimes and
murder when their aim is not realised. These hijackers may be actively assisted by powerful
individuals or organisations in seizing aircraft to use for terrorism.
10.4.3 Action by flight crew
a) Action by flight deck crew
1) Lock cockpit door
2) Use communication channel of Mode A code 7500 or 7700
3) Categorise types of hijack and their particular purposes to seek suitable actions.
4) When the aircraft is on the ground, carry out the technical manipulation of releasing the flaps to
inform the hijack situation and try to delay take-off.
5) Inform Air traffic control of all information if possible and PIC’s intentions including hijack motives
and purposes, hijackers’ nationality, weapons used so that air traffic controller can report to the
airport authorities and the operator concerned to co-operate to handle the situation.
6) Ask to reduce the altitude and land at the nearest airport (when in flight)
7) Carry out the flight plan as instructed by the air traffic control

SECURITY 10.4 /P2

MANUAL
15 Mar 2017
8) If possible, inform passengers of the situation, reassure them and ask them to remain seated
with seatbelts fastened.
9) If the hijackers are in the cockpit, try to state reasons such as weather conditions, fuel, aircraft
limitations, etc in order to land the aircraft at the nearest airport. After landing, the aircraft PIC
shall co-operate with the airport authorities to handle the case and assure the safety for
passengers and crew.
b) Action by cabin crew
1) Prevent hijackers from approaching and attacking the cockpit
2) Report to the PIC with pre-flight set password
3) Do not serve alcoholic drinks
4) Prevent unusual or thoughtless behaviour of passengers or hijackers
5) Identify these factors:
i) Hijack motives and purposes.
ii) Number of hijackers, secret hijackers, and their positions.
iii) Any thought of hijacker’s nationality.
iv) Weapons used.
c) Dealing with hijackers
1) Negotiate with hijackers
i) Create a reliable and co-operative atmosphere between crew and hijackers, passengers.
ii) Avoid conflicts and arguments involved in religions or politics.
2) Attacking hijackers is the last action to take in order to prevent happening action to directly harm
the flight safety.
3) If hijackers intend to use the aircraft as a weapon for terrorism, the PIC shall decide on handling
the situation including fighting to death.
10.4.4 Means of communication
a) Communication principles
1) The content must be short and clear.
2) Communication samples shall be used if possible.
b) Try to report to the air traffic control the hijack situation.
c) Communication channels
1) Mode A code 7500 when the aircraft is hijacked.
2) Mode A code 7700 when the aircraft is in danger.
3) In special cases, the use of Mode A code 7500; 7700 can be understood as hijacking.
SECURITY 10.4 /P3

MANUAL
15 Mar 2017
4) When the aircraft is on the ground, mobile phones can be used to inform hijack situation.
d) Hijack password
1) When the hijackers are in the cockpit and do not allow any ground contact, the PIC shall use the
password to inform the ground staff of hijacking; or the air traffic control know for sure that the
aircraft is hijacked, use password to set secret communication channel.
2) Hijack password is set between the PIC and air traffic control in FIR concerned.
3) Check transferred password
4) Some forms of password use when hijackers in cockpit set by VNA and ATC.
e) Contact maintaining
1) In any case of hijack, the flight deck crew shall contact continuously the air traffic control in
compliance with the specific procedure as follows:
i) Case 1:
The hijackers allow the PIC to contact ATC, the PIC changes immediately into channel of Mode
A 7500 or 7700 to transfer the information of the hijack as requested by the hijackers; or inform
ATC of the hijack situation and ask to reduce the altitude and land if the aircraft is in flight.
ii) Case 2:
The hijackers do not allow the PIC to contact ATC, the PIC takes these actions (if possible):
continue the scheduled route if the aircraft is in flight; maintain contact with ATC passively; when
the aircraft is on ground, the PIC carries out the technical manipulation of releasing the flaps or
delay take-off.
2) Maintain the contact between the PIC and the hijackers: the PIC tries to have more
conversations with the hijackers: prevent hijackers from attacking the cockpit or approach
cockpit equipment, take the initiative in contact but do not worsen the situation.

SECURITY 10.5 /P1
FLIGHT OPERATIONS
Response to Biochemical threat Rev 00
MANUAL
15 Mar 2017
10.5 RESPONSE TO BIOCHEMICAL THREAT

10.5.1 Purpose
a) These procedures are issued by VNA to ensure that biochemical contamination threats against the
airlines are efficiently handled with the highest consideration for the safety of passengers and crew.
b) Priority should given to gathering relevant information in handling the threat and providing it to the
PIC of the aircraft concerned without delay.
10.5.2 Aircraft Cabin Search
a) Cabin Crew shall conduct cabin check before passenger boarding as part of normal cabin
preparation procedure. On completion, Purser shall report to the PIC with statement “no unidentified
powdery substance was detected after cabin preparation procedure”.
b) (Denote powdery substance that cannot be identified as talcum powder, milk powder cosmetics,
medication, etc.).
10.5.3 Action by Ground Staff On Discovering An Unidentified Powdery Substance
On discovery of unidentified powdery substance before arrival of crew on board aircraft, ground staff will
report discovery to the VNA Station Manager handling the flight.
a) The Station Manager will attempt to ascertain the source of the powdery substance, e.g. was it an
accidental spillage by service crew? If accidental spillage is confirmed, affected site to cleaned and
flight to proceed.
b) If accidental spillage cannot be confirmed, the Station Manager will use appended checklist to
assess the threat:
1) Are contents placed in a completely sealed receptacle?
2) Is there any reason to believe that it is a biochemical substance e.g packing with biochemical
warnings or DGR symbols etc?
3) Was there a threat note or a statement accompanying the substance?
Note: Do not attempt to touch, smell or taste the substance.
c) If the answers to the above three questions are “NO” treat the threat as NON-SPECIFIC and do the
following:
1) Raise report
2) Clean up affected area
3) Station Manager to notify Duty Manager of VNA’s Operation Control Centre (OCC).
4) Flight to proceed.
d) If the answers to any one or more of the above three questions is “YES”, proceed to 10.5.3 (a) below
to deal with SPECIFIC threat.
10.5.4 Action by Flight Crew On Discovery An Unidentified Powdery Substance
a) Cabin Crew:
SECURITY 10.5 /P2
FLIGHT OPERATIONS
MANUAL
15 Mar 2017
The following should be done on discovery of an unidentified powdery substance by Cabin Crew
during flight or cabin preparation on the ground:
1) Inform PIC and determine whether the substance is an accidental spillage of common powdery
substance such as milk powder, cosmetics, medication etc. was it an accidental spillage by
service crew?
2) If the Crew is able to ascertain the source, affected site to be cleaned. No need to raise cabin
crew report.
3) If unable to ascertain the source, leave the item where you found it. If it is in the overhead
compartment closet or in one of the compartments of a catering cart, keep the compartment
closed.
4) Inform PIC and seek further instructions.
Note: Do not attempt to touch, smell or taste the substance.
b) Cockpit Crew:
1) PIC shall advise Cabin Crew to check with passengers discreetly, without raising alarm, to
determine whether the substance is an accidental spillage of a common powdery substance
such as milk powder, Cosmetics, medication etc. If crew is able to ascertain the source and is
satisfied that the substance is harmless, no further action is required.
2) If accidental spillage cannot be confirmed use appended checklist to assess the threat:
i) Are contents placed in a completely sealed receptacle?
ii) Is there any reason to believe that it is a biochemical substance e.g. packing with
biochemical warnings or DGR symbols etc?
iii) Was there a threat note or a statement accompanying the substance?
3) If the answers to the above three questions are “NO” treat the threat as NON-SPECIFIC and do
the following:
i) Raise report.
ii) Clean up affected area
iii) Flight to proceed.
4) If the answers to any one or more of the questions is “YES” then threat is SPECIFIC and
proceed to part 10.3.5 (b,c) below For Specific Threat.
10.5.5 Specific Threat Handling
a) Action By VNA’s Station Manager at airport
1) Inform appropriate local authorities.
2) Notify Operation Control Centre of VNA.
3) Facilitate ground handling by providing required facilities and liaise with the airport authorities
and medical authorities.

SECURITY 10.5 /P3
FLIGHT OPERATIONS
MANUAL
15 Mar 2017
4) Make available copy of passenger, crew and cargo manifests to authorities on request.
5) Be familiar with requirements of the Airport Emergency Plan in handling such emergencies.
6) Arrange for a doctor to meet the aircraft on arrival and brief passengers and crew by providing
them with explanatory letters on arrival.
7) Liaise with local Hazmat specialist and Engineering Division to disinfect aircraft if required by
local authorities.
8) Liaise with Duty Manager of VNA’s Operation Control Centre and local authorities to determine if
aircraft is safe for departure.
9) Raise Threat Handling Report to Security Direction Board of VNA and General Manager of
Aviation Security Division.
Note: If substance is discovered whilst plane is still on ground, passengers must be made aware of
the incident, following them to decide whether to continue the flight.
b) Action by Cabin Crew for Specific Threat:
1) The Cabin Crew-in-charge on being notified by the PIC, shall communicate with the senior cabin
crew concerned in the affected area to carry out the handling procedures as stipulated of
Dangerous Goods in the CCOM.
2) The Cabin Crew-in-charge shall, on completion of the relevant handing procedures, informed PIC
and raises Cabin Crew Report.
c) Action by Cockpit Crew for Specific Threat:
1) The PIC shall use the intercom to communicate and instruct Cabin Crew-in-charge to carry out
procedures.
2) The PIC shall make appropriate PA announcement if necessary, to keep the passengers calm
and to remain in their seats at all times.
3) If the suspected toxic material is airborne and poses a threat to continued safe flight, PIC shall
consider performing the non-normal procedures for SMOKE or FUMES removal listed in the
respective aircraft Quick Reference Handbook (QRH).
4) The PIC shall identify those who have touched or handled the package and those in the affected
area.
5) Instruct Cabin Crew to obtain particulars of all persons on board including names, gender, age,
permanent and temporary addresses, telephone numbers and email addresses if any.
6) Raise Aircraft Incident Report
7) Once on ground, liaise with the airport authorities and ensure all reports are handed over to
Station Manager or NBA, TSN Flight Dispatch Offices.
d) Action by Duty Manager of VNA’s Operation Control Centre for Specific Threat.
On receiving the Specific Threat, Duty Manager of VNA’s Operation Control Center shall carry-out the
following measures:

SECURITY 10.5 /P4
FLIGHT OPERATIONS
MANUAL
15 Mar 2017
1) Notify immediately President & CEO, OCC’s Director, General Manager of Aviation Security
Division following Procedure of VNA’s Security Direction Board.
2) Maintain the contact with Aircraft PIC, VNA’s Station Manager, airport authorities and ATC to
trace the route of the aircraft in case anything unusual happens and information to report to
President & CEO and VNA’s Security Direction Board.
e) Action by General Manager of Aviation Security Division for Specific Threat.
1) Liaise with airport authorities, Station Manager in handling the threat and determining whether
aircraft is certified safe for departure by requested of President & CEO and VNA’s Security
Direction Board.
2) If requested by VNA’s Security Direction Board provide PIC with the assessment based on
information available taking into consideration the prevailing threat to VNA.
3) Prepare a threat investigation and making report to President & CEO for Specific Threats.
4) Raise Incident Report and submit to CAAV as soon as possible.

SECURITY 10.6 /P 1

MANUAL Minutes on administrative violation in respect of Civil
Aviation 15 Mar 2017
10.6 MINUTES ON ADMINISTRATIVE VIOLATION IN RESPECT OF CIVIL AVIATION

a) When administrative violation occurs on board, the PIC must immediately terminate the violation and
apply necessary measures: To hold in custody; hold related evidences, facilities; trip-search, search
hand-luggage, search evidence location and facilities, by administrative method make Minutes on
administrative violation of Civil Aviation in Chapter 13.
b) Minutes, documents, evidences, violators must be handed to: Airport Authority or Local Authority.
Minutes must be sent to Aviation Security Division.

SECURITY 10.7 /P 1

MANUAL Aviation Security Training
15 Mar 2017
10.7 AVIATION SECURITY TRAINING

a) Aviation Security Training shall be carried-out following regulations of Aviation Security program and
Aviation Security Manual of VNA.
b) Trainees, contents and program training shall be carried-out following regulations of chapter 7,
VNA’s Aviation Security Program.

CHƯƠNG 11
XỬ LÝ TAI NẠN VÀ SỰ CỐ
CHAPTER 11
HANDLING OF ACCIDENTS AND OCCURENCES
HANDLING OF ACCIDENTS AND OCCURENCES 11.1 /P 1
Terminology
FLIGHT OPERATIONS
Rev 00
MANUAL 15 Mar 2017
11.1 TERMINOLOGY
a) Accident
An accident is an occurrence associated with the operation of an aircraft which takes place between
the time any person boards the aircraft with the intention of flight until such time as all persons have
disembarked, in which:
1) A person is fatally or seriously injured as a result of:
i) Being in the aircraft;
ii) Direct contact with any part of the aircraft, including parts which have become detached
from the aircraft; or,
iii) Direct exposure to jet blast;
Except when the injuries are from natural causes, self-inflicted or inflicted by other persons or
to stowaways hiding outside the areas normally available to the passengers and crew.
2) The aircraft receives substantial damage that affects the structural strength, performance or
flight characteristics of the aircraft; and would normally require major repair or replacement of
the affected component, except when the damage is limited to the engine, its cowlings or
accessories, or small dents or puncture holes in the aircraft skin: or
3) The aircraft is missing or is completely inaccessible.
b) Serious incident
An Incident involving circumstances indicating that an accident nearly occurred
c) Incident
1) An incident is an occurrence, other than an accident, associated with the operation of an
aircraft which affects or could affect the safety of operation.
2) An incident includes occurrences that:
i) Has jeopardised the safety of the crew, passengers or aircraft but which has terminated
without serious injury or substantial damage;
ii) Was caused by damage to, or failure of, any major component not resulting in substantial
damage or serious injury but which will require the replacement or repair of that
component;
iii) Has jeopardised the safety of the crew, passengers or aircraft and has avoided being an
accident only by exceptional handling of the aircraft or by good fortune;
iv) Has serious potential technical or operational implications;
v) Causes trauma to crew, passengers or third parties;
vi) Could be of interest to the press and news media.
3) Examples include loss of engine cowlings, portions of flap or control surfaces, items of ancillary
equipment or fuselage panels; an altitude excursion; a minor taxiing accident; damage due to
collision with ground equipment.
Aircraft subjected to reporting
MANUAL
15 Mar 2017
11.2 AIRCRAFT SUBJECTED TO REPORTING

a) The aircrafts subjectable to reporting shall be:
1) VNA’s aircrafts that are either owned or dry rent by VNA.
2) Aircrafts that are wet leased and operated with VN flight number.
b) Reporting forms are available in the cockpit of all VNA aircraft and in the Flight operation offices –
NOC/DOC/TOC.

Aircraft accident
MANUAL 15 Mar 2017
11.3 AIRCRAFT ACCIDENT

11.3.1 Aircraft accident procedure
11.3.1.1 PIC/Crew post-accident procedures
a) Immediately after an accident and following the evacuation of any passengers from the aircraft the
PIC, a crewmember or a delegated person must carry out the following duties subject to safety
considerations and the prevailing situation:
1) The aircraft must be secured in a condition as safe as possible;
2) A headcount must be made to account for all persons on board the aircraft;
3) The needs of any injured persons must be attended to;
4) The remains of any deceased persons shall be decently set apart and covered;
5) The distress beacon must be activated and pyrotechnics, if available, prepared for immediate
use;
6) If people, dwellings or communications facilities are close to the accident site, efforts to obtain
assistance must be made, having regard to the local situation.
b) The wreckage of the aircraft must be preserved and unauthorized persons shall not be allowed
access to it. An authorized person is any person nominated by the accident investigation authority
or regulatory authority, and usually includes police, fire and rescue services.
11.3.1.2 Aircraft Ground personnel post-accident procedures
a) When notified of an aircraft accident:
b) Duty Manager - Operation Control Centre will activate the Crisis Management Procedures.
c) Crisis Management of VNA has responsible to provide the notification, overall co-ordination of external
and internal information, communication and response in the event of an aircraft accident.
d) All departments and persons concerned are responsible for actions and co-ordination according to
emergency plan for handling and safeguard to passengers, crew, aircraft and property.
e) VNA’s President & CEO, based on the decision of Prime Minister or Minister of Transportation about
the investigation of aircraft accident, delegates VNA’s representatives to participate the aircraft
accident investigation committee.
f) These representatives are responsible for performing their duty i.a.w the regularly.
11.3.2 Preservation and retention of flight data
Following an accident, the operator must attempt to preserve all DFDR and CVR data and
make it available to the investigating authority.
11.3.3 Reporting
11.3.3.1 Reporting procedure - VAR 10.170
Detailed reporting procedure is described in Chapter 8 – SMSM

Aircraft accident
MANUAL 15 Mar 2017
11.3.3.2 Reporting responsibility

a) The reporting official to carry out notification in the event of an aircraft accident are the PIC of the flight
and Station Manager of the Station concerned. In case these persons are absent, VNA most senior
official present must act as the reporting official.
b) The report of aircraft accident must be immediately sent to:
1) Operation Control Centre Director
2) Director of Safety-Quality Department
c) After receiving the report of aircraft accident, Operation Control Centre must be immediately
notify Chairman of VNA’s Air Crisis Management, VNA Executive Vice President of Operations and
Director of Operation Control Center.
d) The Chairman of VNA’s Air Crisis Management is responsible to:
1) Report to CAAV;
2) Decide on the activation of Crisis Management Notification Procedures.
11.3.3.3 Report content and Report form
a) VNA-FOM-RF01 is used to report accidents and serious incidents.
b) The report must include the following information:
1) Aircraft model and registration;
2) Name of PIC and crew particulars;
3) Date, time (UTC) and location of the accident;
4) Number of persons on board at the time of the accident;
5) Number of persons killed or seriously injured;
6) The nature of the accident;
7) Brief particulars of aircraft or third party damage;
8) Details of any dangerous goods on board.

Aircraft incidents
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MANUAL 15 Mar 2017
11.4 AIRCRAFT INCIDENTS

11.4.1 Occurrences to be reported
Although all occurrences in operation are encouraged to be reported, the report of occurrences
listed below are compulsory (in compliance with Decree 75/2007/ND-CP dated 9th May 2007 and
Aviation Safety Report Regulation promulgated as attachment to Decree 399/QĐ-CHK dated 25th
February 2015).
11.4.1.1 Flight operations
a) Operation of the Aircraft
1) Risk of collision with an aircraft, terrain or other object or an unsafe situation when avoidance
action would have been appropriate. Actual separation between aircraft separated by less than the
minimum value.
2) An avoidance maneuver required to avoid a collision with an aircraft, terrain or other object.
3) Abort the take-off point at the end of the runway or the aircraft runways excursions and incursions.
4) Take-off at runway ends or outside the runway.
5) Landing or landing at the end of the runway or landing strip outside.
6) Landing too early or aircraft runway incursions;
7) Major damage to the aircraft resulting not achieve the expected features during take-off or initial
climb.
8) Fire or smoke in the cabin, cargo compartments or fire engine chamber was extinguished by the
fire-extinguishing.
9) The incident forced the crew to use emergency oxygen.
10) More damage occurred to one or more aircraft systems seriously affecting the aircraft operator.
11) The crew lost the ability to work during the flights.
12) Not enough fuel forced the crew declared a state of emergency.
13) Malfunctioning systems, the unusual weather phenomena, aircraft operators beyond approved
limits or other circumstances make it difficult to control the aircraft.
14) Structural failures or engine is separated but not serious enough to be considered an accident.
15) More than a failed system in hot standby systems mandatory to determine the direction of flight
and navigation.
16) Risk of collision
i) Risk of collision with an aircraft, terrain or other object or an unsafe situation when
avoidance action would have been appropriate.
ii) An avoidance maneuver required to avoid a collision with an aircraft, terrain or other object.
iii) An avoidance maneuver to avoid other unsafe situations.

Aircraft incidents
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MANUAL 15 Mar 2017
17) Take-off or landing incidents, including precautionary or forced landings. Incidents such as under-
shooting, overrunning or running off the side of runways. Take-offs, rejected take-offs landings or
attempted landings on a closed, occupied or incorrect runway (although Inability to achieve
predicted performance during take-off).
18) Critically low fuel quantity or inability to transfer fuel or use total quantity of usable fuel.
19) Loss of control (including partial or temporary loss of control) from any cause.
20) Occurrences close to or above V1 resulting from or producing a hazardous or potentially
hazardous situation (e.g. rejected take-off, tail strike, engine power loss etc.).
21) Go-around producing a hazardous or potentially hazardous situation.
22) Unintentional significant deviation from airspeed, intended track or altitude. (more than 91 m (300
ft)) from any cause.
23) Descent below decision height/altitude or minimum descent height/altitude without the required
visual reference.
24) Loss of position awareness relative to actual position or to other aircraft.
25) Breakdown in communication between flight crew (CRM) or between Flight crew and other parties
(cabin crew, ATC, engineering).
26) Heavy landing – or a landing deemed to require a 'heavy landing check'.
27) Exceedance of fuel imbalance limits.
28) Incorrect setting of an SSR code or of an altimeter subscale.
29) Incorrect programming of, or erroneous entries into, equipment used for navigation or
performance calculations, or use of incorrect data.
30) Fuel system malfunctions or defects, which had an effect on fuel supply and/or distribution.
31) Aircraft unintentionally departing a paved surface.
32) Collision between an aircraft and any other aircraft, vehicle or other ground object, collision
between staff and aircraft.
33) Inadvertent and/or incorrect operation of any controls.
34) Inability to achieve the intended aircraft configuration for any flight phase (e.g. landing gear and
doors, flaps, stabilisers, slats etc).
35) A hazard or potential hazard which arises as a consequence of any deliberate simulation of failure
conditions for training, system checks or training purposes.
36) Abnormal vibration.
37) Operation of any primary warning system associated with maneuvering of the aircraft e.g.
configuration warning, stall warning (stick shake), over speed warning etc. unless:
i) The crew conclusively established that the indication was false. Provided that the false
warning did not result in difficulty or hazard arising from the crew response to the warning; or
ii) Operated for training or test purposes.
Aircraft incidents
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38) EGPWS/TAWS ‘warning’ when the aircraft comes into closer proximity to the ground than had
been planned or anticipated.
39) The warning is experienced in IMC or at night and is established as having been triggered by a
high rate of descent (Mode 1).
40) The warning results from failure to select landing gear or land flap by the appropriate point on the
approach (Mode 4); or
41) Any difficulty or hazard arises or might have arisen as a result of crew response to the ‘warning’
e.g. possible reduced separation from other traffic. This could include warning of any Mode or
Type i.e. genuine, nuisance or false.
42) EGPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen as a result of crew
response to the ‘alert’.
43) ACAS RAs.
44) Jet or prop blast incidents resulting in significant damage or serious injury.
45) Unable to accept or maintain RVSM and reason (e.g. turbulence, mountain wave, wake
turbulence, etc.), loss of navigational capability
b) Emergencies
46) Fire, explosion, smoke or toxic or noxious fumes, even though fires were extinguished.
47) The use of any non-standard procedure by the flight or cabin crew to deal with an emergency
when:
i) The procedure exists but is not used; or
ii) A procedure does not exist; or
iii) The procedure exists but is incomplete or inappropriate; or
iv) The procedure is incorrect; or
v) The incorrect procedure is used.
48) Inadequacy of any procedures designed to be used in an emergency, including when being used
for maintenance, training or test purposes.
49) An event leading to an emergency evacuation.
50) Depressurization.
51) The use of any emergency equipment or prescribed emergency procedures in order to deal with a
situation.
52) An event leading to the declaration of an emergency (‘Mayday’ or ‘Pan’).
53) Failure of any emergency system or equipment, including all exit doors and lighting, to perform
satisfactorily, including when being used for maintenance, training or test purposes.
54) Events requiring any emergency use of oxygen by any crew member.

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c) Crew Incapacitation
55) Incapacitation of any member of the flight crew, including that which occurs prior to departure if it
is considered that it could have resulted in incapacitation after take-off.
56) Incapacitation of any member of the cabin crew which renders them unable to perform essential
emergency duties.
d) Injury
57) Occurrences, which have or could have led to significant injury to passengers or crew but which
are not considered reportable as an accident.
e) Meteorology
58) A lightning strike which resulted in damage to the aircraft or loss or malfunction of any essential
service.
59) A hail strike which resulted in damage to the aircraft or loss or malfunction of any essential
service.
60) Severe turbulence encounters – an encounter resulting in injury to occupants or deemed to
require a ‘turbulence check’ of the aircraft.
61) A wind shear encounter.
62) Icing encounter resulting in handling difficulties, damage to the aircraft or loss or malfunction of
any essential service.
63) Un-forecast or severe weather
f) Security
64) Unlawful interference with the aircraft including a bomb threat or hijack.
65) Difficulty in controlling intoxicated, violent or unruly passengers.
66) Discovery of a stowaway.
67) Air Piracy or other hostile acts that threaten the safety of the aircraft or its passengers
g) Other Occurrences
68) Repetitive instances of a specific type of occurrence which in isolation would not be considered
'reportable' but which due to the frequency at which they arise, form a potential hazard.
69) A bird strike which resulted in damage to the aircraft or loss or malfunction of any essential
service.
70) Wake turbulence encounters.
71) Any other occurrence of any type considered to have endangered or which might have
endangered the aircraft or its occupants on board the aircraft or on the ground.
72) Unmanned free balloons, downed aircraft observation or ELT broadcast.

Aircraft incidents
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MANUAL 15 Mar 2017
11.4.1.2 Aircraft technical

a) Aircraft’s Structural
73) Damage to a Principal Structural Element that has not been qualified as damage tolerant (life
limited element). Principal Structural Elements are those which contribute significantly to carrying
flight, ground, and pressurisation loads, and whose failure could result in a catastrophic failure of
the aircraft. Typical examples of such elements are listed for large aeroplanes in AC/AMC
25.571(a) "damage tolerance and fatigue evaluation of structure", and in the equivalent AMC
material for rotorcraft.
74) Defect or damage exceeding admissible damages to a Principal Structural Element that has been
qualified as damage tolerant.
75) Damage to or defect exceeding allowed tolerances of a structural element which failure could
reduce the structural stiffness to such an extent that the required flutter, divergence or control
reversal margins are no longer achieved.
76) Damage to or defect of a structural element, which could result in the liberation of items of mass
that may injure occupants of the aircraft.
77) Damage to or defect of a structural element, which could jeopardise proper operation of systems.
78) Loss of any part of the aircraft structure in flight.
b) Aircraft’s Systems
79) Loss, significant malfunction or defect of any system, subsystem or set of equipment when
standard operating procedures, drills etc. could not be satisfactorily accomplished.
80) Inability of the crew to control the system, e.g:
i) Uncommanded actions;
ii) Incorrect and or incomplete response, including limitation of movement or stiffness;
iii) Movement of control surfaces, slats and flaps, speed brakes, trimtabs is bigger in
comparation with input signal;
iv) Mechanical disconnection or failure.
81) Failure or malfunction of the exclusive function(s) of the system (one system could integrate
several functions).
82) Interference within or between systems.
83) Failure or malfunction of the protection device or emergency system associated with the system.
84) Loss of redundancy of the system.
85) Any occurrence resulting from unforeseen behavior of a system.
86) For aircraft types with single main systems, subsystems or sets of equipment: Loss, significant
malfunction or defect in any main system, subsystem or set of equipment.

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87) For aircraft types with multiple independent main systems, subsystems or sets of equipment: The
loss, significant malfunction or defect of more than one main system, subsystem or set of
equipment.
88) Operation of any primary warning system Level 1 (Warning – 1, Cautionary – 2, Advisory – 3)
associated with aircraft systems or equipment unless the crew conclusively established that the
indication was false provided that the false warning did not result in difficulty or hazard arising from
the crew response to the warning.
89) Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard or possible
hazardous contamination of aircraft structure, systems or equipment, or risk to occupants.
90) Malfunction or defect of any indication system when this results in the possibility of misleading
indications to the crew.
91) Any failure, malfunction or defect if it occurs at a critical phase of flight (take-off, climb, descent,
and approach and relevant to the operation of that system)
92) Occurrences of significant shortfall of the actual performances compared to the approved
performance which resulted in a hazardous situation (taking into account the accuracy of the
performance calculation method) including braking action, fuel consumption etc.
93) Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.
c) Propulsion (including Engines, Propellers)
94) Flameout, shutdown or malfunction of any engine.
95) Overspeed or inability to control the speed of any high speed rotating component (for example:
Auxiliary power unit, air starter, air cycle machine, air turbine motor, propeller or rotor).
96) Failure or malfunction of any part of an engine or powerplant resulting in any one or more of the
following:
i) Non containment of components/debris;
ii) Uncontrolled internal or external fire, or hot gas breakout;
iii) Thrust in a different direction from that demanded by the pilot;
iv) Thrust reversing system failing to operate or operating inadvertently;
v) Inability to control power, thrust or rpm;
vi) Failure of the engine mount structure;
vii) Partial or complete loss of a major part of the powerplant;
viii) Dense visible fumes or concentrations of toxic products sufficient to incapacitate crew or
passengers;
ix) Inability, by use of normal procedures, to shut down an engine;
x) Inability to restart a serviceable engine.
97) An uncommanded thrust/power loss, change or oscillation which is classified as a loss of thrust or
power control (LOTC)

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i) For a single engine aircraft; or

ii) Where it is considered excessive for the application, or
iii) Where this could affect more than one engine in a multi-engine aircraft, particularly in the
case of a twin engine aircraft; or
iv) For a multi-engine aircraft where the same, or similar, engine type is used in an application
where the event would be considered hazardous or critical.
98) Any defect in a life controlled part causing retirement before completion of its full life.
99) Defects of common origin which could cause an in flight shut down rate so high that there is the
possibility of more than one engine being shut down on the same flight.
100) An engine limiter or control device failing to operate when required or operating inadvertently.
101) Exceedance of engine parameters.
102) FOD resulting in damage.
d) Propellers and - transmission
103) Failure or malfunction of any part of a propeller or power plant resulting in any one or more of the
following:
i) An over speed of the propeller;
ii) The development of excessive drag;
iii) A thrust in the opposite direction to that commanded by the pilot;
iv) A release of the propeller or any major portion of the propeller;
v) A failure that results in excessive unbalance;
vi) The unintended movement of the propeller blades below the established minimum in-flight
low-pitch position;
vii) An inability to feather the propeller;
viii) An inability to command a change in propeller pitch;
ix) An uncommanded change in pitch;
x) An uncontrollable torque or speed fluctuation;
xi) The release of low energy parts.
e) APUs
104) Shut down or failure when the APU is required to be available by operational requirements, e.g.
EDTO, MEL.
105) Inability to shut down the APU.
106) Over speed.
107) Inability to start the APU when needed for operational reasons.

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f) Human Factors
108) Any incident where any feature or inadequacy of the aircraft design could have led to an error of
use that could contribute to a hazardous or catastrophic effect.
g) Other Occurrences
109) Any incident where any feature or inadequacy of the aircraft design could have led to an error of
use that could contribute to a hazardous or catastrophic effect.
110) An occurrence not normally considered as reportable (for example, furnishing and cabin
equipment, water systems), where the circumstances resulted in endangering of the aircraft or its
occupants.
111) A fire, explosion, smoke or toxic or noxious fumes.
112) Any other event which could hazard the aircraft, or affect the safety of the occupants of the aircraft,
or people or property in the vicinity of the aircraft or on the ground.
113) Failure or defect of passenger address system resulting in loss or inaudible passenger address
system.
114) Loss of pilots seat control during flight.
11.4.1.3 Aircraft maintenance and repair
115) Incorrect assembly of parts or components of the aircraft found during an inspection or test
procedure not intended for that specific purpose.
116) Hot bleed air leak resulting in structural damage.
117) Any defect in a life controlled part causing retirement before completion of its full life.
118) Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination, disbanding etc)
resulting from any cause (such as flutter, loss of stiffness or structural failure) to:
i) Primary structure or a principal structural element (as defined in the manufacturers’ Repair
Manual) where such damage or deterioration exceeds allowable limits specified in the Repair
Manual and requires a repair or complete or partial replacement of the element;
ii) Secondary structure which consequently has or may have endangered the aircraft;
iii) The engine, propeller or rotorcraft rotor system.
119) Any failure, malfunction or defect of any system or equipment, or damage or deterioration found as
a result of compliance with an Airworthiness Directive or other mandatory instruction issued by a
Regulatory Authority, when:
i) It is detected for the first time by the reporting organization implementing compliance;
ii) On any subsequent compliance where it exceeds the permissible limits quoted in the
instruction and/or published repair/rectification procedures are not available.
120) Failure of any emergency system or equipment, including all exit doors and lighting, to perform
satisfactorily, including when being used for maintenance or test purposes.
121) Noncompliance or significant errors in compliance with required maintenance procedures.

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122) Products, parts, appliances and materials of unknown or suspect origin.

123) Misleading, incorrect or insufficient maintenance data or procedures that could lead to
maintenance errors.
124) Failure, malfunction or defect of ground equipment used for test or checking of aircraft systems
and equipment when the required routine inspection and test procedures did not clearly identify
the problem when this results in a hazardous situation.
11.4.1.4 Air Traffic
125) Provision of significantly incorrect, inadequate or misleading information from any ground sources,
e.g. Air Traffic Control (ATC), Automatic Terminal Information Service (ATIS), Meteorological
Services, navigation databases, maps, charts, manuals, etc
126) Provision of less than prescribed terrain clearance.
127) Provision of incorrect pressure reference data (i.e. altimeter setting).
128) Incorrect transmission, receipt or interpretation of significant messages when this results in a
hazardous situation.
129) Separation minima infringement. Regulation on separation between aircraft and other vehicle
operated on Runway and Taxiway.
130) Unauthorised penetration of airspace.
131) Aircraft forced go-around or take-off abort due to obstacles on Runway.
132) Loss of communication and ATC affecting to flight operation and control.
133) Radio frequency interference from power line does not affect the work of flight operations, aircraft
operations.
134) Unlawful radio communication transmission.
135) Failure of ANS ground or satellite facilities.
136) Major ATC/Air Traffic Management (ATM) failure or significant deterioration of aerodrome
infrastructure.
137) Aerodrome movement areas obstructed by aircraft, vehicles, animals or foreign objects, resulting
in a hazardous or potentially hazardous situation.
138) Errors or inadequacies in marking of obstructions or hazards on aerodrome movement areas
resulting in a hazardous situation.
139) Failure, significant malfunction or unavailability of airfield lighting.
140) Elements, objects and devices are found to be in space effecting to flight safety operations.
141) Aircraft take-off and landing wrong the runways; taxiways.
142) Not performing the contents of flight plan causing safety issue or effecting to the flight operations.
143) Not allowing and performing the regulation on flight planning, flight regulations, procedures
resulting to difficulties or effecting to flight safety.

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144) Not allowing the ATC clearance, instructions without suitable reasons.
145) Inadequacy of navigational facilities or undesirable navigational aid performance, Braking Action
or other irregularity in navigational or ground facilities
11.4.1.5 Ground Operation
a) Aerodrome and Aerodrome Facilities
146) Significant spillage during fuelling operations.
147) Loading of incorrect fuel quantities likely to have a significant effect on aircraft endurance,
performance, balance or structural strength.
148) Unsatisfactory ground de-icing / anti-icing.
149) Aerodromes, taxiways, runways are obstacle due to aircraft, vehicles, animals, FOD, weather,
storms, floods, fires.
150) Failure of warnings or insufficient alerts about obstacles or hazards on aerodrome, runways,
taxiways.
b) Passenger Handling, Baggage and Cargo
151) Significant contamination of aircraft structure, or systems and equipment arising from the carriage
of baggage or cargo.
152) Incorrect loading of passengers, baggage or cargo, likely to have a significant effect on aircraft
mass and/or balance.
153) Incorrect stowage of baggage or cargo (including hand baggage) likely in any way to hazard the
aircraft, its equipment or occupants or to impede emergency evacuation.
154) Inadequate stowage of cargo containers or other substantial items of cargo.
Dangerous goods
(See 9.9)
c) Aircraft Ground Handling and Servicing
155) Noncompliance or significant errors in compliance with required servicing procedures.
156) Loading of contaminated or incorrect type of fuel or other essential fluids (including oxygen and
portable water).

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11.4.2 Occurrences to be investigated

1) Risk of collision with an aircraft, when avoidance manoeuvre has been implemented to avoid unsafe
situations
2) Collision between an aircraft and any other aircraft, vehicle or other ground object.
3) Reject take-offs at the end of runway or overrunning or running off the side of runways.
4) Take-offs at the end of the runway or beside the runway
5) Landing or intend to land at the end of runway or beside the runway
6) Aircraft touch down early or running off the side of runway
7) Inability to achieve predicted performance during take-off or initial climb.
8) Fire, explosion, smoke on board, cargo compartment or engine even though fires were extinguished.
9) Events requiring any emergency use of oxygen by any crew member
10) The loss, significant malfunction or defect of one system or more than one systems that seriously effect
the aircraft operations.
11) Incapacitation of any member of the flight crew in flight.
12) Fuel problems lead flight crew declared the emergency situation
13) System failures, abnormal significant weather or overlimit operation situations that is difficult for aircraft
control
14) Malfunction of aircraft structure or engine mount is splitted but it is not an accident
15) Loss several systems in which on system that required redundancy for navigation
16) Failure of communication lasts more than 5 minutes.
17) ATC service lasts more than 5 minutes.
18) Metrological services lasts more than 20 minutes.
19) Aviation information Flight (AIP) services lasts more than 30 minutes.
20) Collisions between ground servicing vehicles and aircraft during aircraft servicing procedures due to
breakdown of procedures, regulations and errors of ground servicing vehicles.

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11.4.3 Incident handling procedures

Detailed Incident handling procedures are described in 11.3 - SMSM and ERP.
11.4.4 Preservation and retention of DFDR/CVR
a) Supervisors (NOC, DOC, TOC), VNA station managers or other authorised persons when
appropriately, in coordination to the PIC of the aircraft and the airport authorities are responsible for
preservation and retaintion of DFDR/CVR of the aircraft at the place.
b) When necessary and at quick consideration, Safety-Quality department will notify and advise
Supervisors (NOC, DOC, TOC), VNA station managers or other authorised persons if the
DFDR/CVR are removed from aircraft or not. When removed, they must be sealed appropriately.
c) Person in charge of removal of DFDR and CVR is qualify staff .He shall be a CRS.
d) When the DFDR and CVR have to be removed, Safety-Quality department will request Supervisors
(NOC, DOC, TOC) or VNA station managers or other authorised persons to pack and send theses
to specified address and person who is in charge of receiving.
e) On receipt, receiving person is responsible for checking conditions of seal and package. Then he
will bring to quarantine store in order to wait for next activity. He also will notify Safety-Quality
Department after receiving and storing the DFDR and CVR.
f) When an internal investigation is established, Safety-Quality Department will inform to VNA
investigation team where the DFDR and CVR are kept and who is responsible. This person will
deliver the DFDR and CVR with their original seals to the team for investigation purpose.

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11.4.5 Reporting
11.4.5.1 Reporting Procedure and Responsibility - VAR 10.170
Any information on or relating to incidents shall be reported and notified to VNA as soon as possible
by appointed personnel using Telephone, FAX or any other means of communication:
a) The PIC:
1) The PIC of the aircraft is in the first instance be responsible to report all incidents occurred en-
route (to CAA and bodies and departments relating).
2) The PIC of each aircraft operated in controlled airspace under IFR shall report as soon as practical
to ATC any malfunctions of navigational, approach, or communication equipment occurring in
flight. The report shall clearly describe aircraft identification, equipment affected, degree to which
the capability of the pilot to operate under IFR in the ATC system is impaired and nature and
extent of assistance desired from ATC.
3) The PIC shall notify the nearest appropriate authority, by the quickest available means, of any
accident involving his or her aircraft that results in serious injury or death of any person, or
substantial damage to the aircraft or property.
4) The PIC shall submit a report to the CAAV of any accident which occurred while he or she was
responsible for the flight.
5) In case the PIC has lost his capability to report, this responsibility of the incident notification rest
with the following persons (in order of priority): Captain, First officer, Purser, representative of
Company.
b) Supervisors (NOC, DOC, TOC), VNA station managers or other authorised persons (Eg. CRS) must
notify the occurrence happened during they are on duty;
c) OCC’s staff is responsible to notify the occurrence during his on-duty time;
d) Safety-Quality Department must notify CAAV of all of occurrences listed at 11.1.3 section of this
manual;
e) Departments, units and individuals are responsible for notification of occurrences i.a.w their
assigned duties.
11.4.5.2 Incident report forms and reporting instruction
11.4.5.2.1 General instruction
a) Occurrences to be investigated (listed in 11.4.2) shall immediately be reported by the PIC or VNA
representatives to Operation and Control Center.
b) Occurrences to be reported (listed in 11.4.1) shall be reported to Safety-Quality Department.
c) Reporting requirements:
1) The reports should have a subject briefly describing the occurrence. “Occurrence description” box
in the report form should be filled in with specific and accurate information which clearly describes
occurrence sequence, cause and process, immediate corrective and preventive actions to be
taken, recommendations for assessment and investigation.

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2) Initial conclusion of events and measures of re-occurrence prevention should be indicated by the
reporter for convenience of coordinating corrective actions or occurrence assessment process
conducted by CAAV.
3) For occurrences after aircraft handing over to the Flight crew, the form should be filled in by the
PIC.
4) For occurrences before aircraft handing over to the Flight crew, the form should be filled in by the
technician in charge.
d) Reporting of occurrences in the flight
1) An aircraft will be considered to be in the flight from the time when the embarkation of its crew for
the purpose of taking off until final shutdown checks have been completed at the termination of the
flight.
2) When incident occurs:
i) The PIC must notify as soon as possible by any means of communication and distribute to:
- CAAV within 72 hours from the moment which the incident occurred by using CAAV’ report
forms respectively mentioned
- VNA’s related representative: NOC, DOC, TOC, VNA representatives offices, VNA
authorised agencies;
- In case of VNA’s representatives are not available, the PIC will deliver the report to VNA’s
representatives in charge of at the nearest airport.
ii) VNA’s representatives will transfer the report to VNA’s Safety-Quality department, by FAX,
SITA, email…:
- Within 24 hours since receiving occurrence reports from flight crew.
e) Reporting of occurrences of non-flying aircraft
1) An aircraft will be considered not to be in the flight after completion of the final shutdown checks at
the termination of a flight and until the embarkation of its crew for the next flight.
2) When the occurrences on ground happened, the appointed person must notify as soon as
possible to:
i) Safety-Quality department:
- Within one working day for flight incidents, traffic incidents and occurrences to be
investigated listed under 11.4.1 and 11.4.2 above
- Within one week for other occurences
ii) Others Department/organisation if required
3) If the occurrence is serious, the appointed person must urgently report to director of Safety-
Quality department by telephone.
11.4.5.2.2 Specific occurrences reporting instruction
a) Occurences to be reported (listed in 11.4.1) shall be reported to Safety-Quality department using

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report form VNA-FOM-RF01 (CAAV 14A/B).

b) Specific occurences listed bellow shall follow specific instructions:
1) Hazardous flight condition
The PIC shall report any hazardous flight condition listed below to the appropriate ATC without
delay.
Generic Hazard Report Description
Meteorological Un-forecast or severe weather, icing, windshear, severe
Conditions turbulence
Geophysical Volcanic ash observed or encountered
Events
Security Air Piracy or other hostile acts that threaten the safety of
Breaches the aircraft or its passengers
Wildlife Birds or large animals in the vicinity of the airport or
runways
Facilities & Inadequacy of navigational facilities or undesirable
infrastructure navigational aid performance, Braking Action or other
irregularity in navigational or ground facilities
Aircraft Unable to accept or maintain RVSM and reason (e.g.
Performance turbulence, mountain wave, wake turbulence, etc.), loss
of navigational capability
Lasers Illumination activities, events or exposure
Other Unmanned free balloons, downed aircraft observation or
ELT broadcast
2) Traffic incidents
i) Occurrences described in 11.1.3.1 - (1), (2) and (16) shall be informed without delay by the
PIC to ATC. The PIC shall also be requested to inform relevant Authority.
ii) Report form: VNA-SMS-RF01 (CAAV 14A/B)
3) Dangerous good accident and incident
i) Any dangerous good accident/incident shall be informed by any possible mean (Tel, fax, e-
mail, sitatex) to VNA within 24 hours from occurrences.
- Dangerous good accident/incident, undeclared or misdeclared dangerous good shall be
reported to CAAV and CAA of the State where such incidents occur.
- Dangerous good improperly stowed, isolated and secured or improperly notified to the PIC
shall be reported to CAA of the State where the shipment is first loaded.

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ii) Incident and accident dangerous goods reports are made at place of Incident and accident
occurs.
- At the airport with VNA’s representative offices (NOC, DOC, TOC, VNA branch office,
representative office), the form is to be completed by VNA’s representatives (refer to VNA
COM for more information).
- At the airport without VNA representative offices, the form is to be completed by the PIC.
iii) For Incident and accident of dangerous goods or baggage/cargo occurring in-flight, the form
is to be completed by the PIC.
iv) Dangerous goods incident reports must be sent to Safety – Quality Department, Cargo
Planning and Marketing Department, Marketing Services Department (in case of baggage).
v) In Vietnam, Safety-Quality Department is responsible to report to CAAV. In other countries,
VNA representatives or authorized persons are responsible to report to relevant Authorities in
conformance with their regulations.
vi) Report form: VNA-SMS-RF06.
11.4.5.3 Reporting Handling Procedure
a) Any mandatory occurrence report shall be sent to TOC/NOC/DOC as soon as practical.
b) NOC/TOC/DOC shall forward a copy of the report to Safety-Quality department as soon as practical
but no later than 12 hours from the time of receiving reports from Flight crew.
c) Director of Safety-Quality Department is responsible for:
i) Reporting CAAV as soon as possible but not later than 48 hours from happened by using the
prescribed form i.a.w the decree 75/2007/ND-CP dated 09 May 2007;
ii) Reporting Vice President Flight Operation as soon as possible for the occurrences listed at 11.1.3
of this manual
iii) RNAV, RNP, RVSM, EDTO occurence report shall be sent to Operation Control Center.
d) Operation Control Center is responsible to notify immediately by phone and forward copies of the
message to:
i) Chairman of Crisis Management
ii) Director of Safety-Quality department
e) Chairman of Crisis Management will decide on the activation of Crisis Management Notification
Procedures specified in Emergency Response Plan.
11.4.6 Confidentiality
All of VNA staff are responsible for releasing the incident information which can impact reversely to VNA
image and reputation, especially to unauthorised persons.

CHƯƠNG 12
QUY TẮC BAY
CHAPTER 12
ICAO RULES OF THE AIR
12.1 /P1
ICAO RULES OF THE AIR Rev 00

FLIGHT OPERATIONS
MANUAL 15 Mar 2017
12.1 CAO RULES OF THE AIR - VAR 10.297(b), VAR 10.300 (a)(b)(c), 10.303 (c)(d)(e), 10.307(a), VAR 10.327, 10.330(a3)
12.1.1 Visual and instrument flight rules

Visual and instrument rules are detailed in Jeppesen Airway Manual, AIR TRAFFIC CONTROL
chapter, pages 309, 310 and 311.
12.1.2 Territorial application of the rules of the air
a) The rules of the air shall apply to aircraft bearing the registration marks of a Contracting State,
wherever they may be, to the extent that they do not conflict with the rules published by the State
having jurisdiction over the territory overflown.
b) Published variations to the standard ICAO rules of the air are published in the Jeppesen Airway
Manual.
12.1.3 Communication procedures including communication failure – VAR APP 1 TO 12.153 (d)(4)(A)(15)
a) An aircraft operating as a controlled flight shall maintain continuous listening watch on the
appropriate radio frequency of, and establish two-way communication as necessary with, the
appropriate ATC unit.
b) Pilots must conform to standard ICAO phraseology.
c) At least one pilot is to maintain a listening watch on the designated ATC frequency at all times.
d) In the case of HF radio SELCAL meets the requirement of maintaining a listening watch.
e) Refer to the Jeppesen Airway Manual, EMERGENCY chapter for communications failure
procedures.
12.1.4 Interception procedures – VAR 10.033 (a)(4), VAR 10.383, VAR APP 1 TO 12.153 (d)(4)(A)(32)
a) ICAO standard procedures are to be followed in the event of in-flight interception. These procedures,
including the any variations are detailed in the Jeppesen Airway Manual, EMERGENCY chapter.
b) In the event of an in-flight interception proceed as follows;
1) Do not perform any manoeuvre that may be construed as hostile. Maintain straight and level
flight.
2) Select transponder to 7700 and where possible notify the appropriate ATC centre.
3) Attempt to establish communication with the interceptor or with the appropriate intercept control
unit by making a general call on 121.5 MHZ giving the identity and position of the aircraft and
the nature of the flight.
4) Follow instructions from intercepting aircraft responding as appropriate to instructions;
If any instructions received by radio from any source conflict with those given by the intercepting
aircraft request immediate clarification whilst complying with the instructions given by the
intercepting aircraft.

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12.1.5 Signals
12.1.5.1 Light signals
Refer Jeppesen Airway Manual AIR TRAFFIC CONTROL chapter for light signals to be used in
the event of communication failure.
12.1.5.2 Visual warning signals
Refer Jeppesen Airway Manual AIR TRAFFIC CONTROL chapter for light signals to be used to
warn an unauthorised aircraft flying in or about to enter a restricted, prohibited or danger area.
12.1.5.3 Air-ground signals for search and rescue – VAR 10.030 (a)(12)
Refer Jeppesen Airway Manual EMERGENCY chapter for description of the visual codes for use
by survivors.
12.1.5.4 Distress and urgency signals
Refer Jeppesen Airway Manual EMERGENCY chapter for distress and urgency signals.
12.1.5.5 Procedures for pilots observing an accident or receiving a distress transmission
Refer Jeppesen Airway Manual EMERGENCY chapter for procedures for pilots observing and
accident or receiving a distress transmission.
12.1.6 Time system
The clocks in the cockpits all Company aircraft are to be set to Universal Time Coordinated (UTC).
12.1.7 Right-Of-Way Rules
Refer Jeppesen Airway Manual ATC chapter- ICAO Rules of the Air- Annex 2 for description of
Right-Of-Way Rules of for Aerodrome surface movement (Item 3.2.2.7.1), Aircraft in flight (Item
3.2.2) - VAR 10.300, VAR 10.330
12.1.8 Use of aircraft lights - VAR 10.307

a) If an aircraft has red rotating beacon lights installed, the pilot shall switch those lights on prior to
starting engines and display those lights at all times the engines are running.
b) No person may operate an aircraft in the movement area of an aerodrome, on the water or in flight
between the period from sunset to sunrise, or any other period prescribed by the appropriate
authority, unless it displays:
1) Anti-collision lights intended to attract attention to the aircraft; and
2) Navigation lights intended to indicate the relative path of the aircraft to an observer.
Note: An aircraft is understood to be operating when it is taxiing or being towed or is stopped
temporarily during the course of taxiing or being towed.
c) The pilots of all aircraft in flight and fitted with anti-collision lights shall display such lights during all
operations from takeoff to landing.

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FLIGHT OPERATIONS
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d) A pilot shall be permitted to switch off or reduce the intensity of any required flashing lights if they do
or are likely to:
1) Adversely affect the satisfactory performance of duties; or
2) Subject an outside observer to harmful dazzle.
e) Lights fitted for other purposes, such as landing lights, taxi lights, airframe floodlights, and logo lights
may also be used to enhance aircraft conspicuity and attract attention to the aircraft, but no person
may not display any lights that are likely to be mistaken for the navigation or anti-collision lights.
f) No person may park an aircraft at night in, or in a dangerous proximity to, a movement area of an
aerodrome, unless the aircraft displays:
1) Navigation and anti-collision lights,
2) Lights that illuminate the extremities of the aircraft’s structure; or
3) Is in an area that is marked by obstruction lights.
g) No person may anchor an aircraft at night unless that aircraft:
1) Has lighted anchor lights; or
2) Is in an area where anchor lights are not required on vessels.
12.1.9 Operation of aircraft on the ground
12.1.9.1 Taxiing on the Movement Area – VAR 10.297(a)
a) Pilot shall not taxi an aircraft on the movement area of an aerodrome unless the person at the
controls:
1) Has been authorised by the owner, the lessee, or a designated agent;
2) Is fully competent to taxi the aircraft;
3) Is qualified to use the radio if radio communications are required;
4) Has received instruction from a competent person in respect of aerodrome layout, and where
appropriate, information on routes, signs, marking, lights, ATS signals and instructions,
phraseology and procedures, and is able to conform to the operational standards required for
safe aircraft movement at the aerodrome; and
5) When required, displays the required exterior lighting.
b) Pilot shall not taxi an aircraft on the manoeuvring area of a controlled aerodrome without clearance
from the aerodrome control tower and shall comply with any instructions given by that unit Taxiing
Under Guidance of Signalman
c) Pilot shall not guide an aircraft unless trained, qualified and approved by the appropriate authority
to carry out the functions of a signalman
12.1.9.2 Taxiing Under Guidance of Signalman – VAR 10.297(f)
No pilot shall taxi an aircraft under the guidance of a signalman unless:

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FLIGHT OPERATIONS
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a) The standard marshalling signals to aircraft are provided in a clear and precise manner using the
signals as prescribed by the CAAV.
Note: Refer to AC 10-003 for the standard aircraft marshalling signals that correspond to those
specified in ICAO Annex 2. Appendix 1.
b) The signalman is wearing a distinctive fluorescent identification vest to allow the flight crew to
identify that he or she is the person responsible for the marshalling operation; and
c) The signalman and all participating ground staff are using daylight-fluorescent wands, table-
tennis bats or gloves for all signaling during daylight hours and illuminated wands at night or in
low visibility
12.1.10 Operation of aircraft in Airspace
12.1.10.1 Prohibited areas & restricted areas – VAR 10.360 (a)
No person may operate an aircraft in a danger area, restricted area or prohibited area, the
particulars of which have been duly published, except in accordance with the conditions of the
restrictions or by permission of the State over whose territory the areas are established.
12.1.10.2 Operations on or in the vicinity of an aerodrome – VAR 10.365 (a)

Each pilot of an aircraft operated on or in the vicinity of an aerodrome shall, whether or not within
an aerodrome traffic zone:
a) Observe other aerodrome traffic for the purpose of avoiding collision;
b) Conform with or avoid the pattern of traffic formed by other aircraft in operation;
c) Make all turns to the left, when approaching for a landing and after taking off, unless
otherwise instructed;
d) Comply with any traffic patterns established by the authorities having jurisdiction over that
aerodrome.
e) Land and take off into the wind unless safety, the runway configuration, or air traffic
considerations determine that a different direction is preferable,
f) Comply with traffic light signals when radio communication cannot be established.
12.1.10.3 Operations in certain airspace – VAR 10.367 (a), VAR 10.473
Operation in uncontrolled airspace is not applicable to Vietnam Airlines
a) PIC shall operate an aircraft in Class A airspace if they are operating under IFR in accordance
with an ATC clearance.
b) PIC shall operate an aircraft in Class B, C, D or E airspace if they establish two-way radio
communications with the controlling ATS facility prior to entering and, while operating in that
airspace:
1) Operate on an ATC clearance, and
2) Maintain two-way communications.

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FLIGHT OPERATIONS
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12.1.10.4 Operating near other aircraft - VAR 10.327
PIC shall not operate an aircraft in such proximity to another aircraft as to create a collision
hazard
12.1.11 Aerodrome traffic pattern altitudes – VAR 10.370
a) When arriving at an aerodrome, the PIC shall enter the traffic pattern at least 450 m (1,500 ft) AGL
until further descent is required for landing.
b) When departing, the PIC of a large or turbo-jet aircraft shall climb to 450 m (1,500 ft) AGL as
rapidly as practicable
12.1.12 Route to be flown – VAR 10.400
a) Unless otherwise authorised or directed by the appropriate ATC facility, the PIC of a controlled flight
shall, in so far as practicable:
1) When on an established ATC route, operate along the defined centre line of that route; or
2) When on any other route, operate directly between the navigation facilities and/or points
defining that route.
b) The PIC of a controlled flight operating along an ATC route defined by reference to VORs shall
change over for primary navigation guidance from the facility behind the aircraft to that ahead of it
at, or as close as operationally feasible to, the change-over point, where established.
Note: These requirements do not prohibit manoeuvring the aircraft to pass well clear of other air
traffic or the manoeuvring of the aircraft in VFR conditions to clear the intended flight path both
before and during climb or descent.
c) The PIC of a controlled flight shall notify the appropriate ATC facility of any deviations of paragraph
(a) or (b)
12.1.13 Flight levels
12.1.13.1 Cruising levels – VAR 10.332
a) The cruising levels at which a flight or a portion of a flight is to be conducted shall be in terms of:
1) Flight levels, for flights at or above the lowest usable flight level or, where applicable, above
the transition altitude;
2) Altitudes, for flights below the lowest usable flight level or, where applicable, at or below the
transition altitude.
b) Unless otherwise specified by the appropriate ATS facility, the cruising levels provided in
Jeppesen Airway manual- Chapter ATC- Item 3.1.3 shall be used when selecting a cruising level
appropriate to the aircraft track for VFR or IFR flight.
12.1.13.2 IFR cruising altitude or flight level - VAR 10.470
a) Each pilot operating an aircraft under IFR in level cruising flight in controlled airspace shall
maintain the altitude or flight level:
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FLIGHT OPERATIONS
MANUAL 15 Mar 2017
1) Assigned that aircraft by ATC; or

2) Specified by the appropriate ATS authority in Aeronautical Information Publications.
b) In all other situations involving the selection of an IFR cruising level, the appropriate table in
Jeppesen Airway manual- Chapter ATC- Item 3.1.3 shall be used
c) If the ATC clearance assigns “VFR,” each person shall maintain a VFR cruising altitude in
VMC.
12.1.14 Inadvertent changes – VAR 10.403

Refer Jeppesen Airway Manual ATC chapter- ICAO Rules of the Air- Annex 2 Item 3.6.2.2 for
description of Inadvertent changes
12.1.15 Position Reports – VAR 10.407
Refer Jeppesen Airway Manual ATC chapter- ICAO Rules of the Air- Annex 2 Item 3.6.2.1 for
description of Position Reports
12.1.16 Operations On Or In The Vicinity Of A Controlled Aerodrome – VAR 10.413
a) No person may operate an aircraft to, from, through, or on an aerodrome having an operational
control tower unless air-ground communications are maintained between that aircraft and the
control tower.
b) On arrival, each PIC shall establish communications required by paragraph (a) prior to 8 km (5 sm)
from the aerodrome when operating from the surface up to and including an altitude of 750 m
(2,500 ft).
c) On departure, each PIC shall establish communications with the control tower prior to taxi.
d) Takeoff, landing, taxi clearance. No person may, at any aerodrome with an operating control tower,
operate an aircraft on a runway or taxiway or takeoff or land an aircraft, unless an appropriate
clearance has been received by ATC.
12.1.17 Termination of control – VAR 10.415
The pilot of a controlled flight shall, except when landing at a controlled aerodrome, advise the
appropriate ATC unit as soon as it ceases to be subject to air traffic control service
12.1.18 Unlawful interference – VAR 10.417
a) To enable ATS to give priority to an aircraft and minimize conflict with other aircraft, The pilot shall,
when and if possible, notify the appropriate ATS facility when an aircraft is being subjected to
unlawful interference, including:
1) Any significant circumstances associated with the unlawful interference, and
2) Any deviation from the current flight plan necessitated by the circumstances.
b) If an aircraft is subjected to unlawful interference, the pilot-in-command shall attempt to land as
soon as practicable at the nearest suitable aerodrome or at a dedicated aerodrome assigned by the
appropriate authority unless considerations aboard the aircraft dictate otherwise.

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FLIGHT OPERATIONS
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12.1.19 Time Checks – VAR 10.420

a) Each PIC shall use Coordinated Universal Time (UTC), expressed in hours and minutes of the 24-
hour day beginning at midnight, in flight operations.
b) Each PIC shall obtain a time check prior to operating a controlled flight and at such other times
during the flight as may be necessary. Such time checks will be obtained from an ATS unit unless
other arrangements have been made.
c) Wherever time is utilized in the application of data link communications, it shall be accurate to
within 1 second of UTC
12.1.20 Universal Signals – VAR 10.423
Refer Jeppesen Airway Manual ATC chapter- ICAO Rules of the Air- Annex 2 Item 3.4.1, 3.4.2 for
description of Universal Signals

CHƯƠNG 13
BÁO CÁO
CHAPTER 13
REPORTS
13.0 /P 1
REPORTS
MANUAL 15 Mar 2017
13.0 REPORT FORMS

13.1 List of Report Forms
Table 13.1 – List of Report Forms
Instruction for
No Form tittle Form Number
use
Mandatory occurrence report
1 Air traffic incident report VNA-SMS-RF01 See 11.4.4.3.2
2 Occurence report VNA-FOM-RF01 See 7.2

(CAAV 14A/B)
8.3.15.4.2
11.4.4.3.2
3 Dangerous goods incident report VNA-SMS-RF06 See 11.4.4.3.2
On administrative violation in the
4 VNA-SQ-F81-21 See 10.2.4
field of civil aviation
5 Autoland report VNA-FOM-RF02 See 8.4.7
Declaration for carrying firearms

6 VNA–SEC-22 See 9.11
on aircraft
Pre-flight medical information
7 VNA-FOM-RF03
report
Voluntary report
8 Captain’s report VNA-SMS-RF03 See 13.3.1
9 Safety confidential Report VNA-SMS-RF08 See 13.3.2
Remarks:
1) Report forms are made available in the cockpit and TOC/NOC/DOC (except the Declaration for
carrying firearms on aircraft).
2) The reports could be in Vietnamese or English
3) The reports should be as detailed and clear as possible
4) The occurrences reported should be described in sequence
13.0 /P 2
REPORTS
MANUAL 15 Mar 2017
13.2 Using of Voluntary report form

13.2.1 Captain’s report
a) Captain’s Report form - VNA-SMS-RF 03 is the official document that allows Captain to report in his
particular flight.
b) The Captain mentions in his report:
1) Any operational or commercial particularities which, in his judgement, need to be brought to the
attention of appropriate departments.
2) Any violation of Company rules and Customes regulations (on uniforms, baggages).
c) The Captain’s Report provides additional information necessary for the improvement of operations
safety and effectivity as well as service quality. The report is made into 2 copies after the flight, and
are kept by Captain and Safety-Quality department.
d) Report handling responsibilities:
1) Flight crew: send Captain’s report to TOC/NOC/DOC or put into Flight envelops (with the
remarks outside) after the completion of the flight.
2) Flight Operations Office – TOC/NOC/DOC: upon the receipt of Captain’s Report, send the report
to Safety-Quality department as soon as practical.
3) Safety-Quality department: is responsible to record all Captain's reports for reviewing. The
reports are classified and sent to relevant units for consideration and solving the related
problems. After receiving Captain's reports the relevant units must study thoroughly and
feedback to the Safety-Quality department in written form. The feedback information must be
recorded and sent to Captains via personal e-mails with carbon copies to
safety.pilot@vietnamairlines.com.
Flight operations
Office – Safety-Quality Units
Flight Crew TOC/NOC/DOC department Concerned
Figure 13.1 - Report handling flow chart

13.0 /P 3
REPORTS
MANUAL 15 Mar 2017
13.2.2 Confidential report

a) The form of “Confidential report” - VNA-SMS-RF08 can be used by anyone wishing to
report/comment on anything observed related to safety issues happening in operational process
without having to reveal name and personal information (refer SMS chapter 8 for more details).
b) The form of “Confidential Report” designed by Safety-Quality department shall be printed by each
relevant unit of VNA. The form should be made available and easily accessible to any user.
MẪU BÁO CÁO SỰ CỐ HOẠT ĐỘNG BAY
AIR TRAFFIC INCIDENT REPORT
Sử dụng để lập và nhận báo cáo về sự cố hoạt động bay. Những ô tô xám là những mục cần cho việc báo cáo ban đầu qua vô
tuyến (radio). /For use when submitting and receiving reports on air traffic incidents. In an initial report by radio, shaded items
should be included.
A — AIRCRAFT IDENTIFICATION B — TYPE OF INCIDENT
AIRPROX / OBSTRUCTION ON RUNWAY/RUNWAY INCURSION / PROCEDURE / FACILITY*
C — THE INCIDENT
. Khát quát/ General

a) Ngày/ Thời gian xảy ra sự cố Date / time of incident __________________________________________________________________ UTC
b) Vị trí/ Position ______________________________________________________________________________________________________
2. Tàu bay liên quan/ Own aircraft
a) Hướng mũi và đường bay / Heading and route____________________________________________________________________________
b) Tốc độ thật/ True airspeed ____________________________________ đo bằng /measured in ( ) kt _____ ( ) km/h _____
c) Mực bay và đặt khí áp/ Level and altimeter setting _________________________________________________________________________
d) Tàu bay lấy độ cao hoặc giảm độ cao/ Aircraft climbing or descending
( ) Bay bằng/ Level flight ( ) Lấy độ cao/Climbing ( ) Giảm độ cao /Descending
e) Góc nghiêng theo trục dọc/Aircraft bank angle

( ) Mức thăng bằng/ Wings level ( ) Nghiêng ít/ Slight bank ( ) Nghiêng vừa/ Moderate bank
( ) Nghiêng nhiều/ Steep bank ( ) Lộn ngược/ Inverted ( ) Không biết /Unknown
f) Hướng nghiêng của tàu bay/ Aircraft direction of bank

( ) Trái/ Left ( ) Phải/ Right ( ) Không biết/ Unknown
g) Các hạn chế về tầm nhìn (lựa chọn nhiều nhất có thể theo yêu cầu)/ Restrictions to visibility (select as many as required)
( ) Chói do ánh nắng mặt trời/ Sunglare ( ) Rèm/ Windscreen pillar ( ) Kính bị bẩn/ Dirty windscreen
( ) Do cấu tạo của buồng lái/ Other cockpit structure ( ) Không có/ None
h) Sử dụng đèn tàu bay (lựa chọn nhiều nhất có thể theo yêu cầu)/ Use of aircraft lighting (select as many as required)
( ) Đèn dẫn đường/ Navigation lights ( ) Đèn nhấp nháy/ Strobe lights ( ) Đèn cabin/ Cabin lights
( ) Đèn chống va chạm màu đỏ ( ) Đèn hạ cánh / lăn ( ) Đèn lô gô (dưới đuôi)
Red anti-collision lights Landing / taxi lights Logo (tail fin) lights
( ) Đèn khác/ Other ( ) Không có/ None
i) Tư vấn tránh va chạm của cơ sở ATS/ Traffic avoidance advice issued by ATS
( ) Có, sử dụng hệ thống giám sát ATS ( ) Có, dựa vào quan sát bằng mắt ( ) Có, dựa vào những tin tức khác
Yes, based on radar Yes, based on visual sighting Yes, based on other information
( ) Không/ No
j) Tin tức về hoạt động bay được cung cấp/ Traffic information issued
( ) Có, sử dụng hệ thống giám sát ATS ( ) Có, dựa vào việc quan sát bằng mắt ( ) Yes, based on other information
Yes, based on radar Yes, based on visual sighting
( ) Không/ No
VNA-SMS-RF01 Rev 01-15 May 2010

PL 1-2
k) Hệ thống tránh va chạm trên tàu bay — ACAS/ Airborne collision avoidance system — ACAS
( ) Không được trang bị ( ) Kiểu loạ ( ) Tư vấn về hoạt động bay được
Not carried Type cung cấp/ Traffic advisory issued
( ) Đưa ra tư vấn giải pháp/ Resolution advisory issued ( ) Không đưa ra tư vấn hoạt động bay hoặc tư vấn giải pháp
Traffic advisory or resolution advisory not issued
l) Nhận dạng bằng hệ thống giám sát ATS/ Radar identification
( ) Không có hệ thống giám sát ATS/ No radar available ( ) Được nhận dạng ( ) No radar identification
Radar identification Không được nhận dạng
m) Được nhìn thấy bởi một tàu bay khác/ Other aircraft sighted
( ) Có/ Yes ( ) Không/ No ( ) Tàu bay khác nhận diện sai

Wrong aircraft sighted
n) Hành động bay tránh được thực hiện / Avoiding action taken
( ) Có/ Yes ( ) Không/ No
o) Loại kế hoạch bay/ Type of flight plan IFR / VFR / không*
3. Tàu bay khác/ Other aircraft
a) Kiểu loại và tên gọi thoại / đăng ký (nếu biết) Type and call sign / registration (if known) ___________________________________________
b) Nếu không có thông tin như mục a) ở trên, mô tả như dưới đây If a) above not known, describe below
( ) Loại tàu bay cánh trên/ High wing ( ) Loại tàu bay cánh giữa/ Mid wing ( ) Loại tàu bay cánh dưới/ Low wing
( ) Máy bay trực thăng/ Rotorcraft
( ) 1 động cơ/ 1 engine ( ) 2 động cơ/ 2 engines ( ) 3 động cơ/ 3 engines
( ) 4 động cơ/ 4 engines ( ) hơn 4 động cơ/ More than 4 engines
Dấu hiệu, màu sắc hoặc các chi tiết khác/ Marking, colour or other available details
______________________________________________________________________________________________________________
______________________________________________________________________________________________________________
c) Tàu bay lấy độ cao hoặc giảm độ cao/ Aircraft climbing or descending
( ) Bay bằng/ Level flight ( ) Lấy độ cao/ Climbing ( ) Giảm thấp độ cao / Descending
( ) Không biết/ Unknown
d) Góc nghiêng theo trục dọc/ Aircraft bank angle
( ) Mức thăng bằng/ Wings level ( ) Nghiêng ít/ Slight bank ( ) Moderate bank/ Nghiêng vừa
( ) Nghiêng nhiều/ Steep bank ( ) Lộn ngược/ Inverted ( ) Unknown/ Không biết
e) Hướng nghiêng của tàu bay/ Aircraft direction of bank
( ) Trái/ Left ( ) Phải/ Right ( ) Unknown/ Không biết
f) Sử dụng đèn tàu bay (lựa chọn nhiều nhất có thể theo yêu cầu)/ Lights displayed
( ) Đèn dẫn đường/ Navigation lights ( ) Đèn nhấp nháy/ Strobe lights ( ) Cabin lights/ Đèn ca bin
( ) Đèn chống va chạm màu đỏ ( ) Đèn hạ cánh / lăn ( ) Đèn lô gô (dưới đuôi)
Red anti-collision lights Landing / taxi lights Logo (tail fin) lights
( ) Đèn khác/ Other ( ) Không có/ None ( ) Không biết/ Unknown

PL 1-3
g) Tư vấn tránh va chạm hoạt động bay của cơ sở ATS/ Traffic avoidance advice issued by ATS
( ) Có, sử dụng hệ thống giám sát ATS ( ) Có, dựa vào quan sát bằng mắt ( ) Có, dựa vào những tin tức khác
( ) Không/ No ( ) Không biết / Unknown
h) Tin tức về hoạt động bay được cung cấp/ Traffic information issued
( ) Có, sử dụng hệ thống giám sát ATS ( ) Có, dựa vào việc quan sát bằng mắt ( ) Có, dựa vào những tin tức khác
( ) Không/ No ( ) Không biết/ Unknown
i) Hành động bay tránh được thực hiện

Avoiding action taken
( ) Có/ Yes ( ) Không/ No ( ) Không biết/ Unknown
4. Cự ly/ Distance
a) Cự ly gần nhất theo chiều ngang/ Closest horizontal distance ______________________________________________________________
b) Cự ly gần nhất theo chiều thẳng đứng/ Closest vertical distance ___________________________________________________________
5. Điều kiện thời tiết của chuyến bay/ Flight weather conditions
a) IMC / VMC*
b) Bên trên / bên dưới* mây / sương / sương mù hoặc giữa các tầng mây
*Above / below* clouds / fog / haze or between layers*
c) Cự ly theo chiều thẳng đứng từ mây là __________ m / ft* dưới __________ m / ft* trên
Distance vertically from cloud __________ m / ft* below __________ m / ft* above
d) Trong mây / mưa / tuyết / mưa tuyết / sương / sương mù*
In cloud / rain / snow / sleet / fog / haze*
e) Bay vào / ra khỏi* mặt trời
Flying into / out of* sun
f) Tầm nhìn chuyến bay là _________m / km*
Flight visibility _______ m / km*
6. Những tin tức khác được lái trưởng cho là quan trọng/ Any other information considered important by the pilot-in-command
____________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________________
_________________________________________________________________________________________________________________________
D — NHỮNG TIN TỨC KHÁC/ MISCELLANEOUS
1. Tin tức liên quan đến tàu bay báo cáo/ Information regarding reporting aircraft
a) Đăng ký tàu bay/ Aircraft registration ________________________________________________________________________

b) Kiểu loại tàu bay/ Aircraft type ______________________________________________________________________________
c) Nhà khai thác / Operator ___________________________________________________________________________________
d) Sân bay khởi hành / Aerodrome of departure ___________________________________________________________________
e) Sân bay hạ cánh đầu tiên/ Aerodrome of first landing _______________________ destination/ điểm đến____________________
f) Được thông báo qua radio hoặc các phương tiện khác tới _______________(tên cơ sở ATS) vào lúc __________ UTC
Reported by radio or other means to (name of ATS unit) at time UTC
g) Ngày/ thời gian/ địa điểm điền mẫu báo cáo Date/ time / place of completion of form ________________________________
PL 1-4

2. Chức vụ, địa chỉ và chữ ký của người lập báo cáo/ Function, address and signature of person submitting report
a) Chức vụ/ Function _______________________________________________________________________________________
b) Địa chỉ/ Address _________________________________________________________________________________________
c) Chữ ký/ Signature ______________________________________________________________________________________
d) Số điện thoại/ Telephone number ________________________________________________________________________________
3. Chức vụ, địa chỉ và chữ ký của người nhận báo cáo/ Function and signature of person receiving report
a) Chức vụ/ Function ______________________________________________ b) Chữ ký/ Signature
E — TIN TỨC BỔ SUNG TỪ CƠ SỞ ATS LIÊN QUAN/ SUPPLEMENTARY INFORMATION BY ATS UNIT CONCERNED
1. Nhận báo cáo/ Receipt of report
a) Báo cáo nhận được từ AFTN / radio / điện thoại / phương tiện khác (chỉ rõ)*
Report received via AFTN / radio / telephone / other (specify)* ______________________________________________________
b) Báo cáo nhận được từ ______________________________ (tên cơ sở ATS)
Report received by __________________________________ (name of ATS unit)
2. Các chi tiết về hành động của cơ sở ATS/ Details of ATS action
Huấn lệnh, sự cố được quan sát (hệ thống giám sát ATS / bằng mắt, đưa ra cảnh báo, kết quả việc yêu cầu nội bộ, v.v.)
Clearance, incident seen (radar/visually, warning given, result of local enquiry, etc.)
____________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
_______________________________________________________________________________________________________________________
______________________________________________________________________________________________________________________
BIỂU ĐỒ CỦA TÀU BAY GẦN VA CHẠM/ DIAGRAMS OF AIRPROX
Đánh dấu đường đi của tàu bay khác liên quan đến mình, trên mặt phẳng ở bên trái và theo độ cao về bên phải, giả
sử bạn đang ở giữa biểu đồ này. Bao gồm cự ly nhìn thấy và vượt qua đầu tiên
Mark passage of other aircraft relative to you, in plan on the left and in elevation on the right, assuming YOU are at
the centre of each diagram. Include first sighting and passing distance.
Hàng trăm mét Hàng trăm mét

H undreds of m etres H undreds of m etres
14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14
10 10 300
9 9 270
Metres
8 8 240
7 7 210
6 6 180
5 5 150
4 4 120
3 3 90
2 2 60
1 1 30
0 0 0
1 1 30
2 2 60
3 3 90
4 4 120
5 5 150
6 6 180
7 7 210
8 8 240
9 9 270
10 10 300
V IE W FR O M AB OV E V IE W FR O M AS TE R N
NHÌN TỪ BÊN TRÊN NHÌN TỪ PHÍA ĐUÔI TÀU BAY
* Loại bỏ nếu không cần thiết

* Delete as appropriate

Bộ Giao thông Vận tải CAAV Form 14A
Số đăng ký của Cục
HKVN:
CỤC HÀNG KHÔNG VIỆT NAM
BÁO CÁO SỰ CỐ
Nếu báo cáo cần phải được giữ
kín, đề nghị ghi rõ: KHÔNG
Địa chỉ gửi về sau khi hoàn thiện: Ban Tiêu chuẩn An toàn bay - Cục HKVN PHỔ BIẾN và cung cấp địa
119 đường Nguyễn Sơn-Q.Long Biên-Hà Nội-Việt Nam chỉ/điện thoại. Các thông tin về
Email: fssd@caa.gov.vn sự cố sẽ được bảo đảm
Fax: 04-38.271.993 / 38.732.291
Tel: 04-38.271.992
LOẠI TÀU BAY VÀ MẪU MÃ SỐ ĐĂNG KÝ NHÀ KHAI THÁC NGÀY ĐỊA ĐIỂM XẢY RA SỰ CỐ THỜI GIAN NGÀY/
ĐÊM/
UTC CHẠNG VẠNG TỐI
SỐ CHUYẾN BAY NƠI XUẤT PHÁT NƠI ĐẾN ĐỘ CAO BAY (FT) TỐC ĐỘ BAY (KT) EDTO
CÓ KHÔNG
MỤC ĐÍCH KHÁCH HÀNG BỐ TRÍ CHUYỂN THỬ HUẤN KINH NÔNG KHẢO GIẢI CÂU LẠC TƯ NHÂN NHẢY DÙ KÉO
HÓA TÀU BAY SÂN NGHIỆM LUYỆN DOANH NGHIỆP SÁT TRÍ BỘ LƯỢN
CHUYẾN BAY
GIAI ĐOẠN BAY ĐANG LĂN CẤT LẤY ĐỘ CAO LẤY ĐỘ BAY BẰNG GIẢM ĐỘ VÒNG CHỜ TIẾP CẬN HẠ CÁNH VÒNG CƠ ĐỘNG TREO
ĐẬU CÁNH BAN ĐẦU CAO CAO LƯỢN
CHI TIẾT VỀ MÔI TRƯỜNG

GIÓ MÂY ĐIỀU KIỆN MƯA HOẶC BĂNG/TUYẾT ĐIỀU KIỆN KHÍ TƯỢNG KHÁC TÌNH TRẠNG ĐƯỜNG BĂNG
HƯỚNG TỐC ĐỘ DẠNG CAO (ft) 8th MƯA TUYẾT BĂNG MƯA ĐÁ TẦM NHÌN BĂNG NHIỄU ĐỘNG NHIỆT ĐỘ KHÔ ƯỚT BĂNG TUYẾT TRƠN
NHẸ VỪA NẶNG KM/M NHẸ VỪA NẶNG NHẸ VỪA NẶNG CAT I II III
TÓM TẮT SỰ CỐ
MÔ TẢ CHI TIẾT SỰ CỐ
Ghi tiếp vào mặt sau nếu cần
Các quy trình, tài liệu (AMM,

AD, SB) liên quan trực tiếp
đến sự cố và tình trạng tuân
thủ của tàu bay, thiết bị hoặc
tài liệu trên tàu bay.
BÁO CÁO CỦA NHÂN VIÊN MẶT ĐẤT
SỐ XUẤT XƯỞNG CỦA DẠNG ĐỘNG CƠ VÀ SỐ PHÊ CHUẨN EDTO TÌNH TRẠNG TÀU BAY CHỈ DÀNH CHO TÀU BAY NHỎ HƠN 5700KG
TÀU BAY XUẤT XƯỞNG TỔ CHỨC BẢO DƯỠNG
BẢO DƯỠNG
CÓ KHÔNG PHỤC VỤ TÀU BAY

KHÔNG CÓ NGƯỜI SỐ ĐT.
THIẾT BỊ/BỘ PHẬN NHÀ CHẾ TẠO SỐ QUY CÁCH SỐ XUẤT XƯỞNG T.LIỆU THAM CHIẾU TỔ CHỨC BẢO DƯỠNG SỬA CHỮA/ĐẠI TU THIẾT BỊ
VNA-FOM-RF01 Rev 01-01 Apr 2012

MÔ TẢ CHI TIẾT SỰ CỐ (TIẾP THEO)
TỔ CHỨC/NGƯỜI BÁO TÊN CHỨC VỤ/VỊ TRÍ CÔNG TÁC KÝ TÊN NGÀY
CÁO & SỐ PHÊ CHUẨN
Nếu báo cáo mang tính Điện chỉ và số điện thoại (Nếu người báo cáo CHÚ Ý 1: Đề nghị bổ xung thêm thông tin, như ở phần dưới, nếu có.
chất tự nguyện (hoặc CÓ
muốn được liên hệ cá nhân) CHÚ Ý 2: Nếu sự cố liên quan đến thiết sót trong thiết kế và chế tạo, phải
không phải báo cáo bắt
thông báo kịp thời cho nhà chế tạo.
buộc), các thông tin có thể
đươc công bố vì mục đích CHÚ Ý 3: Trong trường hợp được quy định, báo cáo sự cố còn phải được
an toàn hay không? KHÔNG gửi trực tiếp tới nhà chức trách sân bay hoặc các cơ quan hữu
quan khác có liên quan như sân bay, điều hành bay v.v…
ĐÁNH GIÁ CỦA TỔ CHỨC BÁO CÁO

TỔ CHỨC BÁO CÁO NHẬN XÉT – ĐÁNH GIÁ/BIỆN PHÁP KHẮC PHỤC VÀ KIẾN NGHỊ NHẰM NGĂN NGỪA SỰ CỐ
Ý KIẾN NHÀ
KHAI THÁC TÀU BAY SỐ LIỆU ĐỘNG CƠ/THIẾT BỊ CHẾ TẠO
TỔNG TỪ LẦN ĐẠI TU TỪ LẦN KIỂM TRA CUỐI TỔNG TỪ LẦN ĐẠI TU TỪ LẦN KIỂM TRA CUỐI CÓ KHÔNG
GIỜ BAY GIỜ BAY

SỐ LIỆU BAY
CHU TRÌNH CHU TRÌNH
TỪ HỘP ĐEN
LẦN CẤT/HẠ CÁNH LẦN CẤT/HẠ CÁNH
TỔ CHỨC ĐIỆN THOẠI/FAX

SỐ BÁO CÁO BÁO CÁO ĐIỀU TRA SỰ CỐ
CÓ KHÔNG
MỚI BỔ SUNG KHÔNG ĐÃ HOÀN CHƯA HOÀN
TẤT TẤT
TÊN CHỨC VỤ KÝ TÊN NGÀY

Ministry of Transport CAAV Form 14B
Occurrence Ref. Number:
CIVIL AVIATION ADMINISTRATION OF VIETNAM
OCCURRENCE REPORT FORM

If report is CONFIDENTIAL
When completed, please send to: Flight Safety Standard Department-CAAV - mark clearly at the top and
119 Nguyen Son - Long Bien Dist – Hanoi - Vietnam provide contact address/Tel.
Email: fssd@caa.gov.vn no. your wish be respected.
Fax: 04-38.271.993 / 38.732.291
Tel: 04-38.271.992
AIRCRAFT TYPE & SERIES REGISTRATION OPERATOR DATE LOCATION/POSITION/RW TIME DAY/
NIGHT/
UTC TWILIGHT
FLIGHT NO. ROUTE FROM ROUTE TO FL/ALT/HT (FT) IAS (KT) EDTO
YES NO
NATURE OF
PAX FREIGHT POSITIONING FERRY TEST TRAINING BUSINESS AGRICULTURE SURVEY PLEASURE CLUB/GROUP PRIVATE PARACHUTING TOWING
FLIGHT
FLIGHT
PARKED TAXIING TAKE OFF INITIAL CLIMB CLIMB CRUISE DESCENT HOLDING APPROACH LANDING CIRCUIT AEROBATICS HOVER
PHASE
EVIRONMENTAL DETAILS
WIND CLOUD PRECIPITATION OTHER METEOROLOGICAL CONDITIONS RUNWAY STATE
DIRN. SPEED (kt) TYPE HT (ft) 8th RAIN SNOW SLEET HAIL VISIBILITY ICING TURBULENCE OAT (°C) DRY WET ICE SNOW SLUSH
LIGHT MOD HEAVY KM/M LIGHT MOD SEVERE LIGHT MOD SEVERE CATEGORY I II III
BRIEF TITLE
DESCRIPTION OF OCCURRENCE
Continue on next page as necessary
Any procedures, manuals,

pubs (e.g. AIC, AD, SB, etc.)
directly relevant to occurrence
and (where appropriate)
compliance state of aircraft,
equipment or documentation.
GROUND STAFF REPORT
A/C CONSTRUCTOR’S NO. ENGINE TYPE/SERIES EDTO APPROVED GROUND PHASE AIRCRAFT BELOW 5700KG ONLY - MAINTENANCE ORGANISATION
MAINTENANCE
YES NO GROUND HANDLING
UNATTENDED TEL. NO.
COMPONENT/PART MANUFACTURER PART NO. SERIAL NO. MANUAL REF COMPONENT OH/REPAIR ORGANISATION

DESCRIPTION OF OCCURRENCE (CONTINUED)
ORGANISATION AND NAME POSITION SIGNATURE DATE

APPROVAL REF.
If report is voluntary (i.e. Address and tel No. (if reporter wishes NOTE 1: If additional information, as below, is available please provide.
not subject to mandatory contacted privately) NOTE 2: If the occurrence is related to a design or manufacturing deficiency,
requirements) can the YES
the manufacturer should also be advised promptly.
information be published
in the interest of safety? NOTE 3: Where applicable, a report of this incident should be forwarded
NO directly to other agencies involved, e.g. Aerodrome Authority, ATC
agency.
. REPORTING ORGANISATION - REPORT

ORGANISATION COMMENTS - ASSESSMENT/ACTION TAKEN/SUGGESTIONS TO PREVENT
UTILISATION - AIRCRAFT UTILISATION - ENGINE/COMPONENT MANUFACTURER

ADVISED
TOTAL SINCE OH/REPAIR SINCE INSPECTION TOTAL SINCE OH/REPAIR SINCE INSPECTION YES NO
HOURS HOURS
CYCLES CYCLES FDR DATA
RETAINED
LANDINGS LANDINGS
ORGANISATION TEL/FAX
REPORTER’S REF REPORT REPORTER’S INVESTIGATION
YES NO
NEW SUPPL NIL CLOSED OPEN
NAME POSITION SIGNATURE DATE


6ӕVHULSerial Number
7Ә1*&Ð1*7< &Ӝ1*+Ñ$;+Ӝ,&+Ӫ1*+Ƭ$9,ӊ71$0
+¬1*.+Ð1*9,ӊ71$0 ĈӝFOұS7ӵGR+ҥQKSK~F
9LHWQDP$LUOLQHV&RPSDQ\/LPLWHG 62&,$/,675(38%/,&2)9,(71$0

,QGHSHQGHQFH)UHHGRP+DSSLQHVV
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2QDGPLQLVWUDWLYHYLRODWLRQVLQWKHILHOGRIFLYLODYLDWLRQ
&ăQFӭ+jQKYLYLSKҥPFӫDKjQKNKiFK«««««««««««««««««««««««««««««««««««««««««««
Based on administrative violations committed by passenger
+{PQD\TodayKӗLAt time«««JLӡhour«««QJj\date««««WKiQJmonth «««QăP\HDU««««

&K~QJW{LJӗPWe are
+ӑWrQ««««««««««««««««««««««««««&KӭFYөWәFKӭF««««««««««««««««««««««««««««
Full name Position, organization:
+ӑWrQ«««««««««««««««««««««««««««&KӭFYөWәFKӭF««««««««««««««««««««««««««««
+ӑWrQ«««««««««««««««««««««««««««&KӭFYөWәFKӭF«««««««««««««««««««««««««««««
9ӟLVӵFKӭQJNLӃQFӫDWith the witness of
+ӑWrQ«««««««««««««««««««««««««««&KӭFYөWәFKӭF:««««««««««««««««««««««««««««
Full name: Position, organization:
ĈӏDFKӍ««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
Adress:
*Lҩ\&01'+ӝFKLӃXID/Passport No««««««««««««««««««««««««««««««««««««««««««««««««
+ӑWrQ««««««««««««««««««««««««««&KӭFYөWәFKӭF««««««««««««««««««««««««««««
Full name: Position, organization:
ĈӏDFKӍ««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
Adress:
*Lҩ\&01'+ӝFKLӃXID/Passport No««««««««««««««««««««««««««««««««««««««««««««««
7LӃQKjQKOұSELrQEҧQYLSKҥPKjQKFKtQKÿӕLYӟL
To make the minutes on administrative violations committed by:
ÐQJEj««««««««««««««««««««««««« &KӭFYөÿѫQYӏ««««««««««««««««««««««««««««««
Mr/Mrs: Position, organization:
1Jj\WKiQJQăPVLQKDate of birth«««««««««««««««««««««««««««««««««««««««««««««««««««
4XӕFWӏFKNationality««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
1JKӅQJKLӋSOccupation«««««««««««««««««««««««««««««««««««««««««««««««««««««««««
ĈӏDFKӍAdress:««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
*Lҩ\&01'+ӝFKLӃX««««««««««««««1Jj\FҩS«««««««««1ѫLFҩS««««««««««««««««««
ID/Passport No Date of issue Place of issue
91$64)5HY2FW
ĈmFyKjQKYLYLSKҥPKjQKFKtQK
Has committed the following administrative violations
9jRKӗL«««JLӡ««QJj\«««WKiQJ««QăP««««WUrQFKX\ӃQED\91««««Wӯ««««ÿӃQ««
At time …………… h ….…...…., day ….….……. month ……..….. year ……..….……, on flight VN ……..….…. from………..………. to …………….....…
««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
4X\ÿӏQKWҥLÿLӇP«««NKRҧQ«««ĈLӅX««1JKӏÿӏQKVӕ1Ĉ&3QJj\FӫD&KtQK
SKӫYӅ[ӱSKҥWYLSKҥPKjQKFKtQKWURQJOƭQKYӵFKjQJNK{QJGkQGөQJ
The above-mentioned acts have violated the provisions referred to in sub-paragraph.…..….….......,
paragraph.……..…......, Article .….…....... of the Decree No 147/2013/ND-CP dated 30/10/2013 by the
Government on sanctioning of administrative violations in the field of civil aviation.
&iQKkQWәFKӭFEӏWKLӋWKҥL
Aggrieved individual/organization:
+ӑWrQ7rQWәFKӭF««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
)XOOQDPH2UJQDPH
ĈӏDFKӍAdress:«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
*Lҩ\&01'+ӝFKLӃX««««««««««««««1Jj\FҩS««««««««1ѫLFҩS««««««««««««««««««««
ID/Passport No Date of issue Place of issue
éNLӃQWUuQKEj\FӫDFiQKkQYLSKҥP
The opinions expressed by the violator:

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

éNLӃQWUuQKEj\FӫDQJѭӡLFKӭQJNLӃQ
The opinions expressed by the winesses:
«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
éNLӃQWUuQKEj\FӫDFiQKkQWәFKӭFEӏWKLӋWKҥL
The opinions expressed by the Aggrieved individual/organization:
«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
&K~QJW{Lÿm\rXFҫX{QJEj«««««««««««««««««««««««««««««««««««««
««««««««««««««««««««««««««««««««««««««««««««««««««««FKҩPGӭWQJD\KjQKYLYLSKҥP
We have requested the vialator ««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««to cease immediately violating acts.
&iFELӋQSKiSQJăQFKһQYLSKҥPKjQKFKtQKYjEҧRÿҧP[ӱOêYLSKҥPÿѭӧFiSGөQJJӗP
Measures to prevent further administrative violations and to ensure the settlement of violation,
include:

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««

«««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
91$64)5HY2FW
7DQJYұWSKѭѫQJWLӋQJLҩ\WӡWҥPJLӳJӗP
Exhibtis, vehicles, papers being temporarily seized include:
7rQWDQJYұWSKѭѫQJWLӋQJLҩ\WӡWҥP
6ӕ &KӫQJORҥL[XҩW[ӭVӕVHUL
JLӳ 6ӕOѭӧQJ 7uQKWUҥQJ
77 Type, manufacturer,
Name of exhibtis, vehicles, papers Quantity Status
1R serial number
being temporarily seized

1JRjLQKӳQJWDQJYұWSKѭѫQJWLӋQYLSKҥPKjQKFKtQKYjFiFJLҩ\WӡQrXWUrQFK~QJW{LNK{QJWҥP
JLӳWKrPWKӭJuNKiF
We do not seize any other things, other than the exhibitis, vehicles, papers above.
%LrQEҧQOұS[RQJKӗL«««JLӡ«««QJj\««««WKiQJ«««QăP««««««JӗPWӡÿѭӧFOұSWKjQK
««««EҧQFyQӝLGXQJJLiWUӏQKѭQKDXÿmÿӑFOҥLFKRQKӳQJQJѭӡLFyWrQWUrQFQJQJKHF{QJQKұQ
Ojÿ~QJYjFQJNêWrQGѭӟLÿk\JLDRFKRFiQKkQYLSKҥPPӝWEҧQ
This Minutes was made at ««««h ««« day «««« month ««« year ««««LQFOXGHSDJHV in «««
copies of being equally authentic. This Minutes has been read out to all persons concerned who have
admitted it is true and signed it. One (01) copy of Minutes has been handled over to the violator.
/êGRNK{QJNêELrQEҧQ««««««««««««««««««««««««««««««««««««««««««««««««««««««««
The reason for which the violator has not signed the Minutes:««««««««««««««««««««««««««««

««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««««
&iQKkQYLSKҥPJӱLYăQEҧQ\rXFҫXÿѭӧFJLҧLWUuQKÿӃQ{QJEj«««««««««««««««««««««««««
WUѭӟFQJj\«««WKiQJ««««QăP«««««ÿӇWKӵFKLӋQTX\ӅQJLҧLWUuQK
Violating individual reserves the right to send a written request for having further explaination to
Mr/Mrs ««««««««««««««««««««««««««««««««««««« before day ««««« month «««« year ««««
1*ѬӠ,9,3+Ҥ0 1*ѬӠ,/Ұ3%,Ç1%Ҧ1
.êJKLU}KӑWrQ .êJKLU}KӑWrQ
The violator The Minutes made by
(Signature and full name) (Signature and full name)

1*ѬӠ,&+Ӭ1*.,ӂ1 1*ѬӠ,+2Һ&7Ә&+Ӭ&%ӎ7+,ӊ7+Ҥ,
.êJKLU}KӑWrQ .êJKLU}KӑWrQ
The witness The aggrieved individual or
(Signature and full name) representative
of aggrieved organization
(Signature and full name)

91$64)5HY2FW
No: …………………..
AUTOLAND REPORT
GENERAL
A/C REG / FLT NO AIRPORT/ RWY CAPT

/ /
DATE(Z) TIME(Z) F/O
DATA
W/V T/D POINT TRACKING
QNH ALIGNMENT SPEED CONTROL
TEMP LANDING A/C DROPOUT
VIS/RVR OTHER
RESULT
SUCCESSFUL UNSUCCESSFUL
REASONS FOR UNSUCCESSFUL AUTOLAND If “other” and general comments required
CAPT’S SIGNATURE
Please return this Autoland report to Flight operation offices in Noibai/Tansonnhat airports
VNA-FOM-RF02 Rev 01-15 Jan 2012
Số: …………………..
BÁO CÁO LÁI TRƯỞNG
Người chỉ huy tàu bay: …………………… Số hiệu chuyến bay: ………………………..
Điện thoại: …………………………………. Chặng bay: ………………………………….
E-mail: …………………………………….. Ngày xảy ra: ............………………………..
Lái phụ: …………………………………… Số đăng ký tàu bay:……………………….
Tiếp viên trưởng: …………………………... Vị trí xảy ra ………………………………...
……………………………………………………………………………………………………
………………………………………………………………………………………………
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…………………………………………………………………………………………………
Gửi tới: Ngày: ………………………

- NOC, TOC Chữ ký
- Ban ATCL&AN

No: …………………..
CAPTAIN’S REPORT
PIC ………………………… Flight Number: …………………….………………

Telephone: …………………………... Sector: …………………………….……………….
E-mail: ………………………………. Date of Event/ Occurrence:……..………………….
F/O: ………………………………….. Aircraft Registration: …………………….............
Purser: ……………………………….. Position of Event/ Occurrence ……………....….....
……………………………………………………………………………………………………
………………………………………………………………………………………………
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To be sent to: Date: ………………………

- NOC, TOC Commander’s signature
- Safety, Quality and Security Dept.

0 Gấp lần thứ nhất tại đây/ First Fold Here
Kính gửi/ To: Trưởng Ban An toàn Chất lượng và An ninh

Tổng công ty Hàng không Việt nam
200 Nguyễn Sơn, Sân bay Gia lâm
Hà nội 10,000 Việt Nam
Gấp lần thứ hai tại đây/ Second Fold Here
Hãy gửi cho chúng tôi báo cáo của Ông / Bà theo những hướng dẫn sau:
Please send us your report with this prepaid business reply folder
1. Gấp theo các đường chấm.

Fold along the dotted lines.
2. Dán các mép đường thư bằng hồ hoặc băng dính (Không dùng dập ghim)
Seal along the edges of this prepaid business reply folder with clear tape or glue
(Do not staple)
3. Hãy gửi thư này tại các điểm bưu điện gần nhất.
Drop your sealed prepaid business reply folder into the nearest post box.
Gấp lần thứ ba tại đây/ Third Fold Here
Ghi chú/ Note (nếu cần thiết/ If necessary)

BÁO CÁO BÍ MẬT
SAFETY CONFIDENTIAL REPORTING
Phần để nhận biết / Identification Strip:

Ông/ Bà có thể cho chúng tôi biết quý danh và số điện thoại để liên lạc không?
May we contact you? If so, please provide your name and contact number:
Ngày xảy ra sự việc:
Họ và Tên/ Name: …………………………………………………………........ Date of occurrence:
Điện thoại / Tel: …………………………………………………………............ …..………………….
(Những thông tin trên được giữ bí mật / The above information is confidential)
………………………………………………………………………………………………………………………………………………………………………………..
Diễn biến sự việc cần phản ánh/ Nature of hazard or occurrence
Theo ý kiến của Ông/ Bà làm thế nào để có thể phòng ngừa được sự việc trên?
How do you think a similar Occurrence could be prevented?
Theo ý kiến Ông/ Bà, sự việc tương tự có xảy ra lặp lại không ?
In your opinion, what is the likelihood of a similar occurrence happening again?
Khó có thể xảy ra/ Extremely Improbable Dễ có thể xảy ra/ probable
1. 2. 3. 4.
Ông/ Bà nghĩ hậu quả gì có thể xảy ra nếu sự việc này xảy ra lập lại?
What do you consider could be the worst possible consequence if this occurrence did happen again?
Nhẹ / Minor Thảm khốc/ Catastrophic
1. 2. 3. 4.
Chữ ký/ Signed Ngày/ Date

Trưởng Ban An toàn Chất lượng và An ninh ………./……../………
Director of Safety Quality and Security
VNA-SMS-RF08 Rev 02-15 Jan 2012

7Ӡ.+$,0$1*6Ò1*7+(21*ѬӠ,/Ç17¬8%$<
'(&/$5$7,212)$87+25,=('3(562172&$55<),5($50621%2$5'7+($,5&5$)7

+ӑWrQNKiFKPassenger’s Name&KӛQJӗLSeat No
&KX\ӃQED\Flight No7ӯFromĈӃQTo1Jj\Date
*Lҩ\SKpSWUDQJEӏV~QJVӕThe permission number of firearms use
*Lҩ\SKpSPDQJYǊNKtWKHRQJѭӡLVӕThe permission No of person to carry firearms on board««««««
+jQKNKiFKWKXӝFÿӕLWѭӧQJÿѭӧFSKpSPDQJV~QJWKHRQJѭӡLOrQWjXED\WKHRTX\ÿӏQKFӫD&KѭѫQJ
WUuQK DQ QLQK KjQJ NK{QJ 9LӋW 1DP OjAccording to regulations of Vietnam’s Civil Aviation Security
Program, passenger(s) who are authorized to carry firearms on board the aircraft as being
&iQEӝFKLӃQVƭFҧQKYӋÿLWLӃSFұQEҧRYӋOmQKÿҥRĈҧQJ1KjQѭӟFNKiFKTXӕFWӃ
Officers and soldies of the High Command of Guard on duty to protect Leaders of Party, State,
international visitors
1KkQYLrQDQQLQKWUrQNK{QJWKӵFKLӋQQKLӋPYөEҧRÿҧPDQQLQKWUrQFKX\ӃQED\
In-flight security staffs who have the duty to ensure flight security
7Ð,&$0.ӂ77+Ӵ&+,ӊ17521*68Ӕ748È75Î1+&+Ӡ/Ç17¬8%$<
9¬7521*68Ӕ7&+8<ӂ1%$<
,81'(57$.()25&21'8&7,1*7+528*+287:$,7,1*7,0($1',1)/,*+7
.K{QJÿӇOӝV~QJFKRQJѭӡLNKiFELӃWDo not let firearms to other person
.K{QJ\rXFҫXSKөFYөÿӗXӕQJFyFӗQWURQJVXӕWFKX\ӃQED\
Do not demand to provide stimulant-containing dring or alcoholic liquids throughout the flight.
7XkQWKӫ\rXFҫXFӫDQJѭӡLFKӍKX\WjXED\NKLӣWUrQWjXED\
To be complianced with requests of pilot-in-command while on board.
7Ð,Ĉ;8Ҩ775Î1+*,Ҩ<7Ӡ&+Ӭ1*0,1+ĈѬӦ&3+e30$1*9ǉ.+Ë
9¬Ĉ$1*7+Ӵ&+,ӊ11+,ӊ09Ө&+2&Ѫ48$1ĈѬӦ&1Ç8Ӣ75Ç1
,+$9(35(6(17('7+(3(50,7(''2&80(17672&$55<),5($50621%2$5'
$1',$021'87<72'()(1'7+($%29($87+25,7,(6
&KӳNê[iFQKұQFӫDKjQKNKiFKPassenger’s signature and full name

1*ѬӠ,.,ӆ075$,163(&725
7{LWrQOjMy name is:
ĈѫQYӏUnit:
7{LÿmNLӇPWUDJLҩ\SKpSVӱGөQJYǊNKtYjJLҩ\WӡFӫDÐQJEjFKӭQJ
PLQKYLӋFÿѭӧFSKpSPDQJYǊNKtWKHRQJѭӡLOrQWjXED\WXkQWKӫÿ~QJFiFTX\ÿӏQKFӫDSKiSOXұW
I have checked the permission of firearms use and documents from Mr/Mrs ....................................................................................................................................
provided that the authorized person to carry firearms on board in compliance with the regulations of Vietnam.
1Jj\DateWKiQJmonthQăPyear
.êWrQInspector’s signature and full name

)RUPQXPEHU91$6(&
5HYLVLRQ,VVXHGGDWH

PHIẾU XÁC NHẬN TÌNH TRẠNG
SỨC KHỎE PHI CÔNG TRƯỚC CHUYẾN BAY
1. Tên người báo cáo
1.1 Bộ phận Y tế (Họ tên-Chức danh) 1.2 Thành viên tổ lái (Họ tên-Chức 1.3 Thành viên tổ lái khác (Họ tên-
danh) Chức danh)
2. Nội dung báo cáo
2.1 Thông tin chung

(a) Chuyến bay
(b) Tên thành viên tổ lái: (c) Ngày tháng năm sinh:
(d) Vị trí (e) Đội bay
2.2 Thông tin dành cho bộ phận y tế:

(a) Thời gian kiểm tra (time test): ………. hour…….. ; …….. /……. /201 ………….….
(b) Kết quả kiểm tra (Result) :
+ Nồng độ cồn trong máu (BAC) )/( psychoactive substances): ………………………………………….
+ Test khác : ………………………………………………………………
Mạch (Pulse) ………. lần/phút ; Huyết áp (Blood pressure) : ……….. mmHg
(c) Các kiểm tra khác:
(d) Xử trí, ý kiến đề xuất của bộ phận Y tế:

Dừng bay
Nghỉ bay từ ngày…………….. đến ngày…………………..
Xử trí khác
VNA-FOM-RF03 Rev 00-15 Mar 2017

2.3 Thông tin dành cho thành viên tổ lái
(a) Miêu tả trình trạng sức khỏe của bản thân trước chuyến bay
(b) Ý kiến đề xuất:
2.4 Thông tin dành cho thành viên tổ lái khác

(a) Đánh giá
Nhìn thấy PC có biểu hiện mệt mỏi, kiệt sức, sốt cao ...(miêu tả chi tiết nếu có)
Nhìn thấy PC sử dụng đồ uống có cồn/ chất kích thích lúc giờ ....../......../ 20....
PC có các biều hiện sử dụng đồ uống có cồn/ chất kích thích :
Biểu hiện khác
(b) Ý kiến đề xuất:
Xác nhận của Người lập báo cáo Xác nhận của thành viên tổ lái được Xác nhận của Phòng Điều độ khai
kiểm tra thác
Ngày tháng năm Ngày tháng năm Ngày tháng năm
Lưu ý
1. Một số dấu hiệu nhận biết thành viên tổ bay có sử dụng rượu, bia hoặc các chất có cồn khác bao gồm :
 Trực tiếp chứng kiến thành viên tổ bay uống rượu, bia và chất có cồn khác trong khoảng thời gian
từ 0 đến 8 giờ trước khi thực hiện nhiệm vụ bay .
 Thành viên tổ bay có các dấu hiệu sau : Đỏ mặt vùng gò má và 2 mắt , hơi thở có mùi bia rượu , có
dấu hiệu kích thích như nói nhiều, líu lưỡi …
2. Một số dấu hiệu nhận biết thành viên tổ bay nghi ngờ sử dụng chất chất kích thích có tác dụng hướng thần
(gây nghiện):
 Tăng kích thích về vận động: nói nhiều
 Hoặc có dấu hiệu ức chế: buồn ngủ, lờ đờ, phản ứng chậm
 Trực tiếp chứng kiến thành viên tổ bay sử dụng chất kích thích
3. Mẫu biểu này được lập và chuyển về Bộ phận Giám sát bay – Phòng Điều độ khai thác Đoàn bay để xử lý.
VNA-FOM-RF03 Rev 00-15 Mar 2017

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TÀI LIỆU HƯỚNG DẪN KHAI THÁC BAY

FLIGHT OPERATIONS MANUAL

Issue 04, Rev 00, 15 Mar 2017

THIS MANUAL IS UNCONTROLLED WHEN PRINTED

THIS MANUAL IS UNCONTROLLED WHEN PRINTED

THIS MANUAL IS UNCONTROLLED WHEN PRINTED

THIS MANUAL IS UNCONTROLLED WHEN PRINTED

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0.2 List of effective page

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0.3 List of Normal revisions

00 15 Mar 2017 10 May 2017

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FLIGHT OPERATIONS Rev 00

0.4 List of significant changes

Page List of Significant changes

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0.5 List of distributions

1. Flight satefy standard department (CAAV)

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0.6 Table of content

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FLIGHT OPERATIONS Rev 00