OMA Iss05Rev01 TR01 02feb2021

MINISTRY OF TRANSPORT SOCIALIST REPUBLIC OF VIETNAM
CIVIL AVIATION AUTHORITY Independence – Freedom – Happiness

OF VIETNAM ----------oOo----------
-------------
No.: 241/QĐ–CHK Hanoi, 22nd Jan 2021
DECISION
To approve the Operation Manual Part A – Issue 05 Revision 01
of VietJet Aviation Joint Stock Company
-----------------------
GENERAL DIRECTOR OF CIVIL AVIATION AUTHORITY OF VIETNAM

- Pursuant to the Decree No. 66/2015/ND-CP dated 12/08/2015 of the
Government regulating on aviation authorities;
- Pursuant to the Circular No.01/2011/TT-BGTVT dated 27/01/2011 issued
Civil Aviation Safety Regulations on aircraft and aircraft operations; the
Circular No.03/2016/TT-BGTVT dated 31/03/2016; the Circular
No.21/2017/TT-BGTVT dated 30/06/2017 and the Circular
No.56/2018/TT-BGTVT dated 11/12/2018 supplementing certain articles
of the Civil Aviation Safety Regulations on aircraft and aircraft operations;
- Pursuant to the Decision No. 2606/QD-BGTVT dated 07/09/2017 and the
Decision No.1055/QĐ-BGTVT dated 31/05/2019 amending and
supplementing the Decision No. 2606/QD-BGTVT dated 07/09/2017 of
the Ministry of Transport stipulating the functions, accountabilities,
authorities and organizational structures of the Civil Aviation Authority of
Vietnam;
- In consideration of the proposal of VietJet Aviation Joint Stock Company
in the official letter No. 257-20/VJC-SSQA;
- Based on the proposal of the Director of Flight Safety Standard
Department of Civil Aviation Authority of Vietnam.
DECIDES:
Article 1: To approve the “Operation Manual Part A” Issue 05 Revision 01
of VietJet Aviation Joint Stock Company.
Article 2: This decision is effective on the date signed.
Article 3: Director of Flight Safety Standard Department, VietJet Aviation
Joint Stock Company and the relevant organizations and
individuals are responsible to implement this decision.
PP. GENERAL DIRECTOR

DEPUTY GENERAL DIRECTOR
(Signed and sealed)
Vo Huy Cuong
Recipient: NOTE:
- As Article 3; This translation was prepared by DCC-
- General Director (report); SQA in good faith and to the best of our
- Archives: VT, TCATB (Lm05b) knowledge.
If there is/are any contradiction(s), the
original Vietnamese version shall prevail.
AUTH-1
AUTHORIZATION PAGE Iss05/Rev00

OPERATIONS MANUAL
PART A 01 Aug 2020
This OPERATIONS MANUAL PART A - GENERAL is published under the

authorization of VietJet Air Accountable Manager. Any question with respect to
the use of this manual or information contained herein should be addressed to:
Flight Operations Division

VietJet Aviation Joint Stocks Company
8th floor, VietJet Plaza Building
60A Truong Son Street, Tan Binh District
Ho Chi Minh City, Vietnam
Tel: 84-8-3547 1866

Fax: 84-8-3547 1865
Email: fops@VietJetair.com
The approved Master Copy of this document is controlled by DCC-SQA.

Uncontrolled copy when printed or downloaded.
AUTH-2
AUTHORIZATION PAGE Iss05/Rev00

OPERATIONS MANUAL
PART A 01 Aug 2020
INTENTIONAL BLANK PAGE

PRE-1
PREAMBLE Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
1.0 OPERATING CERTIFICATE

Reference: VAR 12.010, VAR 10.001 (e), VAR 10.010, VAR 10.013,
VAR 10.015, VAR 10.017, VAR 10.020, VAR 10.190 (b), VAR 12.130
a) VietJet Air aircraft are operated under an Air Operator Certificate
issued by the Civil Aviation Authority of Vietnam.
b) VietJet may not operate an aircraft in commercial air transport
unless VietJet holds an AOC for the operations being conducted.
c) VietJet may not operate an aircraft in commercial air transport
operations that are not authorised by the terms and conditions of its
AOC.
d) VietJet shall, at all times, continue in compliance with the AOC
terms, conditions of issuance, operations specifications and
maintenance requirements in order to hold that certificate.
e) VietJet Air may operate a Vietnam-registered aircraft when VJ has a
valid Certificate of Aircraft Registration issued by the CAAV which
has not expired and Displays the proper markings prescribed in VAR
Part 2.
f) VietJet Air may operate a Vietnam-registered aircraft when VJ has a
valid Certificate of Aircraft Registration issued by the State of
Registry which has not expired and Displays registration markings in
accordance with ICAO Annex 7.
g) VietJet Air may not operate a foreign registered aircraft in the
airspace of Vietnam unless:
1) VJ has made written notification to the CAAV for the following
information: Aircraft registration number; Aircraft make, model
and series; Aircraft serial number; Aerodrome where the aircraft
is based; Operator name, address and telephone contact
numbers; A current copy of the aircraft insurance papers, and
2) VJ has been issued a flight permit from the CAAV allowing
such operation.
h) VietJet Air may operate a civil aircraft when VJ has a valid
Certification of Airworthiness issued by the State of Registry which
has not expired; and has been maintained in an airworthy condition
and released to service under a system of maintenance acceptable
to the State of Registry.

PRE-2
OPERATIONS MANUAL
PART A 01 Aug 2020
i) VietJet Air may not operate an aircraft unless, before takeoff, it has
been determined to be in condition for safe flight.
j) VietJet Air may not operate an aircraft except:
1) Within the approved operating limitations contained in its flight
manual; and
2) Within the mass limitations imposed by compliance with the
applicable noise certificate, unless otherwise authorized.
k) VietJet Air may not operate an aircraft with a special airworthiness
certificate except as provided in the limitations issued with that
certificate.
l) VietJet Air may not operate an aircraft unless it is equipped with the
instruments and equipment requirements of VAR Part 6 appropriate
to the type of flight operation conducted and the route being flown.
m) VietJet Air aircraft shall also comply with the additional requirements
contained in VAR Part 13.
n) No person may operate an aircraft in commercial air transport unless
that 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.
o) No person may operate any specific type of aircraft in commercial air
transport until it has completed satisfactory initial certification, which
includes the issuance of an AOC amendment listing that type of
aircraft.
p) No person may operate additional or replacement aircraft of a type
for which it is currently authorised unless it can show that each
aircraft has completed an evaluation process for inclusion in VietJet
Air’s fleet.
q) Where a particular requirement is applicable only to a particular
segment of aviation operations, it will be identified by a reference to
those particular operations, such as “commercial air transport” or
“turbo-jet aeroplanes.”

PRE-3
OPERATIONS MANUAL
PART A 01 Aug 2020
2.0 VIETJET AIR FLEET
Manufacturer Type Model Engine WV
Airbus S.A.S. A320 214 CFM56-5B4 Various
Airbus S.A.S. A321 211 CFM56-5B3 Various
Airbus S.A.S. A321 271 PW1133G-GM Various
3.0 MAINTENANCE ORGANIZATION

(Refer to the VietJet Air’s MME)
4.0 COMMON LANGUAGE

Reference: VAR 10.051 (d)
a) English is the common language of VietJet Air. All crew members
must be able to communicate (both verbal and written) in English. All
radio transmissions must be made in English.
b) Operations Personnel must be able to understand those parts of the
Operations Manual which pertain to their duties and are written in
English. All technical log entries must be in English.
c) VietJet shall ensure that flight crew members demonstrate the ability
to speak and understand the language used for aeronautical
radiotelephony communications.

PRE-4
OPERATIONS MANUAL
PART A 01 Aug 2020

LOD-1
LIST OF DISTRIBUTION Iss05/Rev00

OPERATIONS MANUAL
PART A 01 Aug 2020
LIST OF DISTRIBUTION
Holder Location Format Copy No.

Document Control Centre VJC – SGN Electronic Master Copy
CAAV CAAV - HAN Electronic CAAV copy
Accountable Manager VJC – SGN Electronic
VP Operations & SSQA VJC – SGN Electronic
Director of Flight Operations VJC – SGN Electronic

Crew Training Manager VJC – SGN Electronic
FOE Department VJC – SGN Electronic
OMC Department VJC – SGN Electronic
Flight Crew Department VJC – SGN Electronic
Cabin Crew Department VJC – SGN Electronic
Engineering Division VJC – SGN Electronic
Ground Operations Department VJC – SGN Electronic
Commercial Department VJC – SGN Electronic
SSQA Division VJC – SGN Electronic
VietJet Training Center VJC – SGN Electronic
Tianjin Binhai International
China Electronic
Airport
Changsha Huanghua
China Electronic
International Airport
Wuhan Tianhe International
China Electronic
Airport
Xi'an Xianyang International
China Electronic
Airport
Kunming Changshui
China Electronic
LOD-2

OPERATIONS MANUAL
PART A 01 Aug 2020
Hangzhou Xiaoshan
China Electronic
Jinan Yaoqiang International
China Electronic
Airport
Ningbo Lishe International
China Electronic
Airport
Shanghai Pudong International
China Electronic
Airport
Wuxi Sunan Shuofang
China Electronic
Chongqing Jiangbei
China Electronic
Guiyang Longdongbao
China Electronic
Chengdu Shuangliu
China Electronic
Hohhot Baita International
China Electronic
Airport
Taiyuan Wusu International
China Electronic
Airport
Nanning Wuxu International
China Electronic
Airport
Lanzhou Zhongchuan
China Electronic
Changzhou Benniu Airport China Electronic
Nanchang Changbei
China Electronic
Nantong Xingdong Airport China Electronic
Hefei Xinqiao International
China Electronic
Airport
Shenyang Taoxian
China Electronic

LOD-3

OPERATIONS MANUAL
PART A 01 Aug 2020
Nanjing Lukou International

China Electronic
Airport
Shijiazhuang Zhengding
China Electronic
Ordos Ejin Horo Airport China Electronic
Yiwu Airport China Electronic
Changchun Longjia
China Electronic
Qingdao Liuting International
China Electronic
Airport
Zhangjiajie Hehua International
China Electronic
Airport
Haikou Meilan International
China Electronic
Airport
Quanzhou Jinjiang
China Electronic
Harbin Taiping International
China Electronic
Airport
Dalian Zhoushuizi International
China Electronic
Airport
Yulin Yuyang Airport China Electronic
Linyi Shubuling Airport China Electronic
Zunyi Xinzhou Airport China Electronic
Yantai Penglai International
China Electronic
Airport
Baotou Erliban Airport China Electronic
Yichang Sanxia Airport China Electronic
Each aircraft VJC-A/C Electronic

LOD-4

OPERATIONS MANUAL
PART A 01 Aug 2020

ROR-1
RECORD OF REVISIONS Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020
RECORD OF REVISIONS
Insert and remove pages as indicated on the revision cover letter.
Issue Rev. Revision

Reason for Revision
No. No. Date
01 00 31/10/2012 Initial Issue
To comply with regulatory requirements;

02 00 05/05/2014 Changed manual format;
Updated table of organization and forms
03 00 06/10/2014 To comply with IOSA requirements
03 01 16/12/2014 To comply with IOSA requirements
To comply with IOSA requirements;

02 09/03/2015
03 Add A321 Operation

03 03 31/07/2015
Added requirements for CAT II Operations
03 04 12/08/2016 Updated Chapters 5,7,8
03 05 19/10/2016 Added PBN concept to Chapter 8
04 00 25/07/2017 To comply with new VAR
04 01 08/12/2017
Added A321 NEO
To comply with regulatory & IOSA
04 02 08/05/2018
requirements
04 03 19/10/2018 Added deicing and anti-icing program
To comply with regulatory &IOSA
04 04 01/06/2019 requirements;
Updated List of Distribution
04 05 01/02/2020
Update organization structure.
ROR-2
RECORD OF REVISIONS Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020
Issue Rev. Revision

Reason for Revision
No. No. Date
04 06 06/04/2020 Added CIPC

04 07 20/07/2020 Added DG
To comply with regulatory requirements and
05 00 01/08/2020 IOSA standards; Updated organization
structure; Updated Operating Procedures.
To comply with regulatory requirements and
05 01 24/11/2020
conform with IOSA standards

RTR-1
RECORD OF TEMPORARY TR-01

REVISIONS
OPERATIONS MANUAL
PART A 02 Feb 2021
RECORD OF TEMPORARY REVISIONS
TR Effective Date Authorized Reviewed

Validity
No. Date Inserted by by
Until next
01 02/02/2021 02/02/2021 revision is
published

RTR-2
RECORD OF TEMPORARY TR-01

REVISIONS
OPERATIONS MANUAL
PART A 02 Feb 2021

RH-1
REVISION HIGHLIGHTS TR-01

OPERATIONS MANUAL
PART A 02 Feb 2021
REVISION HIGHLIGHTS
Section Description of Significant Changes

1.2.2 Updated Maintenance System Postholder

RH-2
REVISION HIGHLIGHTS TR-01

OPERATIONS MANUAL
PART A 02 Feb 2021

RH-1
REVISION HIGHLIGHTS Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020
REVISION HIGHLIGHTS
Section Description of Significant Changes

1.2.2 Updated Crew Training Postholder (Incorporated TR01)
Revised retention period for DG records in Table 8
2.2.6
(Incorporated TR01)
8.1.2.3 Removed EDTO enroute Airport in Notes
8.1.2.9 Revised item c) Take Off Alternate Distance
8.1.3.2 Revised item b) 4) For Isolated Aerodromes to Not Applicable
8.1.7.2 Revised item a) Taxi Fuel;
Revised item e). Removed “when no destination alternate
aerodrome is required” and “when no alternate is required”;
Revised item f) Additional Fuel’;
Revised item g) Extra Fuel.
8.1.7.4 Revised Isolated Airport Procedure to Not Applicable
8.1.8.2 Revised General information of Weight and Center of Gravity
8.1.11.2 Removed ETOPS status in item i) in Contents of a Technical
Log
8.1.11.6 Removed ETOPS in Block No.16
8.3.2.8 Added Continental areas (en-route): X=2 in PBN concept
8.3.2.8.3 Revised Airspace Designation
8.3.2.10 Added RNP 2 in RNAV/RNP Operations
8.3.7.2 Revised item f) 2) in Inflight Fuel management to Not
Applicable
8.4.3 Revised extra fuel in item d) in ATC Procedures
8.5 Revised statement on ETOPS/EDTO
10.3.3 Added SAAP Kit Label and SAAP Kit Content

RH-2
REVISION HIGHLIGHTS Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020

LEP-6
LIST OF EFFECTIVE PAGES Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020

TOC-1
TABLE OF CONTENTS Iss05/Rev01

OPERATIONS MANUAL
PART A 24 Nov 2020
Authorization Page AUTH 1 – 2

Preamble PRE 1 – 4
List of Distribution LOD 1 – 4
Record of Revisions ROR 1 – 2
Record of Temporary Revisions RTR 1 – 2
Revision Highlights RH 1 – 2
List of Effective Pages LEP 1 – 6
Table of Contents TOC 1 – 6
CHAPTER 0 – MANUAL ADMINISTRATION AND CONTROL

0.1 INTRODUCTION 3
0.2 AMENDMENT AND REVISION 17
0.3 ABBREVIATIONS 23
0.4 DEFINITIONS 33
0.5 CONVERSION TABLES 53
CHAPTER 1 – ORGANIZATION AND RESPONSIBILITIES

1.1 MANAGEMENT COMMITMENT 5
1.2 ORGANIZATION 7
1.3 RESPONSIBILITIES AND DUTIES - MANAGEMENT & NON-

MANAGEMENT PERSONNEL 15
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES – PILOT-IN-

COMMAND 51
1.5 AUTHORITY, DUTIES AND RESPONSIBILITIES – CO-PILOT 59
1.6 DUTIES AND RESPONSIBILITIES OF OTHER CREW MEMBERS 61
1.7 FLIGHT DECK DISCIPLINE 63
CHAPTER 2 – OPERATIONAL CONTROL AND SUPERVISION

2.1 SUPERVISION OF THE OPERATION BY VIETJET 3
TOC-2

OPERATIONS MANUAL
PART A 24 Nov 2020
2.2 DOCUMENTATION AND RECORDS MANAGEMENT 9
2.3 OPERATIONAL CONTROL 23
3.1 SAFETY - QUALITY POLICY 3
3.2 QUALITY ASSURANCE PROGRAM 5
3.3 SAFETY MANAGEMENT SYSTEM 7
CHAPTER 4 – CREW COMPOSITION

4.1 GENERAL 3
4.2 DESIGNATION OF PILOT-IN-COMMAND 9
4.3 FLIGHT CREW INCAPACITATION 11
CHAPTER 5 – QUALIFICATION REQUIREMENTS

5.1 FLIGHT CREW 3
5.2 CABIN CREW 19
5.3 OPERATING RESTRICTIONS 21
CHAPTER 6 – CREW HEALTH PRECAUTIONS

6.1 GENERAL REQUIREMENTS 3
6.2 CREW HEALTH PRECAUTIONS 7
CHAPTER 7 – FLIGHT TIME LIMITATIONS

7.1 GENERAL 5
7.2 SCOPE 7
7.3 DEFINITIONS 9
7.4 VIETJET AIR’S RESPONSIBILITIES 15
7.5 CREW MEMBER RESPONSIBILITIES 19
7.6 FITNESS FOR DUTY 21
7.7 FATIGUE RISK MANAGEMENT (FRM) 23
7.8 FLIGHT TIME SPECIFICATION SCHEMES 25

TOC-3

OPERATIONS MANUAL
PART A 24 Nov 2020
7.9 HOME BASE 27
7.10 FLIGHT DUTY PERIODS (FDP) 29
7.11 FLIGHT TIMES AND DUTY PERIODS 41
7.12 DAYS OFF 43
7.13 POSITIONING 45
7.14 SPLIT DUTY 47
7.15 STANDBY AND DUTIES AT THE AIRPORT 49
7.16 RESERVE 53
7.17 REST PERIODS 55
7.18 NUTRITION 59
7.19 POLICY FOR MANAGEMENT PILOT’S OFFICE COVERAGE AND

FLYING DUTIES 61
7.20 FATIGUE MANAGEMENT TRAINING 63
7.21 TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING 65
CHAPTER 8 – OPERATING PROCEDURES

8.1 FLIGHT PREPARATION INSTRUCTIONS 13
8.2 GROUND HANDLING INSTRUCTIONS 149
8.3 FLIGHT PROCEDURES 185
8.4 ALL WEATHER OPERATIONS 301
8.5 EXTENDED RANGE OPERATIONS (ETOPS)/ EXTENDED

DIVERSIONTIME OPERATIONS (EDTO) 325
8.6 USE OF MINIMUM EQUIPMENT AND CONFIGURATION DEVIATION

LISTS 327
8.7 NON-REVENUE FLIGHTS 333
8.8 OXYGEN REQUIREMENTS 335
8.9 EMERGENCY EVACUATION DEMONSTRATION 341

TOC-4

OPERATIONS MANUAL
PART A 24 Nov 2020
8.10 DITCHING DEMONSTRATION 343
8.11 DRY LEASING AIRCRAFT 345
8.12 WET LEASING AIRCRAFT 347
8.13 ROUTES & AREAS OF OPERATION 349
CHAPTER 9 – DANGEROUS GOODS

9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE
CARRIAGE OF DANGEROUS GOODS 5
9.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS 19
9.3 ACCEPTANCE, MARKING, LABELLING, HANDLING, STOWAGE AND

SEGREGATION OF DANGEROUS GOODS 21
9.4 NOTIFICATION AND REPORTING IN THE EVENT OF INCIDENT OR

ACCIDENT 43
9.5 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS

INVOLVING DANGEROUS GOODS 51
9.6 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW 53
9.7 TRAINING FOR HANDLING DANGEROUS GOODS 61
9.8 WEAPONS AND MUNITIONS OF WAR 63
CHAPTER 10 – SECURITY PROCEDURES

10.1 GENERAL 3
10.2 DISORDERLY PASSENGERS 7
10.3 BOMB OR SABOTAGE THREATS 17
10.4 HIJACKING/UNLAWFUL SEIZURE OF AIRCRAFT 29
CHAPTER 11 – HANDLING OF ACCIDENTS OCCURRENCES

11.1 TERMINOLOGY 3
11.2 CLASSIFICATION OF AVIATION ACCIDENTS, INCIDENTS AND

OCCURRENCES 5
11.3 ACCIDENT PROCEDURES 7

TOC-5

OPERATIONS MANUAL
PART A 24 Nov 2020
11.4 MANDATORY OCCURENCES REPORTS 9
11.5 SAFETY REPORTING PROCEDURE 15
11.6 OCCURRENCE REPORT FORMS 17
11.7 INCIDENT GROUP FLOW CHART AND LIST OF RESPONSIBILITIES 31
11.8 IN-HOUSE INVESTIGATION 33
CHAPTER 12 – RULES OF THE AIR

12.1 RULES OF THE AIR 3
12.2 INTERCEPTING PROCEDURES 11
12.3 RIGHT-OF-WAY RULES: AERODROME SURFACE MOVEMENT AND

AIRCRAFT IN FLIGHT 19
12.4 CRUISING LEVELS 23

TOC-6

OPERATIONS MANUAL
PART A 24 Nov 2020

MANUAL ADMINISTRATION AND
Iss05/Rev00
CONTROL
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 0
MANUAL ADMINISTRATION AND CONTROL

Iss05/Rev00
CONTROL
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 0 - 1
CONTROL Iss05/Rev00
OPERATIONS MANUAL TABLE OF CONTENTS
01 Aug 2020
PART A
0.1 INTRODUCTION 3
0.1.1 General 3
0.1.2 Operations Manual Suite 5
0.1.2.1 OM Part A 6
0.1.2.2 OM Part B 9
0.1.2.3 OM Part C 11
0.1.2.4 OM Part D 12
0.1.2.5 Manual Terminologies 13
0.1.3 Applicability of OM Part A 13
0.1.4 Manual Distribution 14
0.1.4.1 Receipt of External Manuals and/or Documentation 16
0.1.5 Operations Manuals Holder 16
0.2 AMENDMENT AND REVISION 17
0.2.1 General 17
0.2.2 CAAV Approval 18
0.2.3 Revisions 18
0.2.3.1 Normal Revision 18
0.2.3.2 Temporary Revisions 18
0.2.4 List of Effective Pages 18
0.2.5 Process for Establishing and Revising Operational Policies, Rules,
Instructions and Procedures 18
0.2.5.1 Regular Document Review 18
0.2.5.2 Amendment Proposal Form 20
0.2.5.3 Guidelines on Completion and Distribution of the
Manual/Amendment Proposal Form 21
0.3 ABBREVIATIONS 23
0.4 DEFINITIONS 33
0.5 CONVERSION TABLES 53

Page 0 - 2
CONTROL Iss05/Rev00
01 Aug 2020
PART A

Page 0 - 3
CONTROL Iss05/Rev00
OPERATIONS MANUAL INTRODUCTION
01 Aug 2020
PART A
0.1 INTRODUCTION
0.1.1 General
Reference: VAR 12.067, VAR 12.153, VAR 12.163, VAR 12.167
a) VietJet 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 before being used.
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.
c) The company shall issue the Operations Manual, or pertinent
portions, together with all amendments and revisions to all personnel
that are required to use it.
d) This manual and other VietJet manuals are for the use and guidance
of all VietJet operating staff, who should ensure that all flights are
planned and executed in accordance with its policies and
requirements. Any deviation should be reported without delay
together with the reasons for such deviation. In the event of willful or
negligent disobedience of these policies, rules and procedures, the
personnel concerned may be subject to disciplinary action.
e) VietJet personnel have the right to exercise their own best judgment
during any irregularity for which this manual, or other VietJet
manuals, do not provide adequate instructions, including emergency
situations.
f) The pilot-in-command may, in an emergency situation that requires
immediate decision and action, take any action he considers
necessary under the circumstances. In such cases, he may deviate
from the rules and procedures to the extent necessary in the interest
of safety.

Page 0 - 4
CONTROL Iss05/Rev00
01 Aug 2020
PART A
g) For brevity the pronoun ‘he/his’ is used throughout this manual suite.
Where appropriate, the pronoun ‘she/her’ should be inferred or
assumed.
h) The company shall submit proposed aircraft operating manuals for
each type and variant of aircraft operated, containing the normal,
abnormal and emergency procedures relating to the operation of the
aircraft for approval by the CAAV.
i) Each Operating Manual shall be based upon the aircraft
manufacturer’s data for the specific aircraft type and variant
operated by the company and shall include specific operating
parameters, details of the aircraft systems, and of the checklists to
be used applicable to the operations of the company that are
approved by the CAAV.
j) The operations manual may be published in parts, as a single
document, or as a series of volumes.
k) The VietJet shall submit proposed aircraft operating manuals for
each type and variant of aircraft operated, containing the normal,
abnormal and emergency procedures relating to the operation of the
aircraft for approval by the CAAV.
l) Each Aircraft Operating Manual shall be based upon the aircraft
manufacturer’s data for the specific aircraft type and variant
operated by the company and shall include specific operating
parameters, details of the aircraft systems, and of the check lists to
be used applicable to the operations of the company that are
approved by the CAAV.
m) The design of the manual shall observe human factors principles.
n) The Aircraft Operating Manual shall be issued the Aircraft Operating
Manual to the flight crew members and persons assigned
operational control functions to each aircraft operated by the
company.

Page 0 - 5
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.1.2 Operations Manual Suite

Reference: Appendix 1 to VAR 12.153, VAR 12.190
a) The chart below outlines the various documents that make up VJC
Operations Manual.

Page 0 - 6
CONTROL Iss05/Rev00
01 Aug 2020
PART A
b) The VietJet Operations Manual Suite is broadly sub-divided into the

following parts which may be supplemented by such other
publications as are issued or provided by VietJet.
c) All flight operations personnel must be provided and have easy
access to the VietJet 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 OM
Part A, Part B, Part C, Part D for personal study.
d) The Operations Manual shall be amended or revised as is
necessary to ensure that the information contained therein is kept
up-to-date and appropriate for the proposed types and areas of
operations to be conducted by VietJet.
0.1.2.1 OM Part A
Reference: Appendix 1 to 12.153 (a)(d)
This manual defines all non-type-related policies, regulations, rules,
instructions and basic operational policies and procedures of general
nature to enable VietJet to operate safely and efficiently. In addition, it
clarifies the responsibilities and the duties of flight operations personnel
(on the ground and in the air) within the Company.
General to include:
a) Instructions outlining the responsibilities of operations personnel
pertaining to the conduct of flight operations.
b) Rules limiting the flight time and flight duty periods and providing for
adequate rest periods for flight crew members and cabin crew.
c) Rules pertaining to flight time, flight duty period, duty period
limitations and rest requirements for flight and cabin crew members;
and
d) A list of the navigational equipment to be carried including any
requirements relating to operations where performance-based
navigation is prescribed
e) The circumstances in which a radio listening watch is to be
maintained.
f) The method for determining minimum flight altitudes.
g) The methods for determining aerodrome operating minima
h) Safety precautions during refueling with passengers on board.
Page 0 - 7
CONTROL Iss05/Rev00
01 Aug 2020
PART A
i) Ground handling arrangements and procedures.

j) Procedures as prescribed in VAR Part 19 for pilots-in-command
observing an accident.
k) The flight crew for each type of operation including the designation
of the succession of command.
l) Specific instructions for the computation of the quantities of fuel and
oil to be carried, having regard to all circumstances of the operation
including the possibility of the failure of one or more power plants
while enroute.
m) The conditions under which oxygen shall be used and the amount of
oxygen determined to be carried. Determined in accordance with
Part 6.
n) Instructions for mass and balance control. (refer to weight and
balance program)
o) Instructions for the conduct and control of ground de-icing/anti-icing
operations. (refer to anti/de-icing program)
p) The specifications for the operational flight plan.
q) Standard operating procedures (SOP) for each phase of flight.
r) Instructions on the use of normal checklists and the timing of their
use.
s) Departure contingency procedures.
t) Instructions on the maintenance of altitude awareness and the use
of automated or flight crew altitude call-out.
u) Instructions on the use of auto pilots and auto-throttles in IMC.
v) Instructions on the clarification and acceptance of ATC clearances,
particularly where terrain clearance is involved.
w) Departure and approach briefings;
x) Procedures for familiarization with areas, routes and aerodromes;
y) Stabilized approach procedure;
z) Limitation on high rates of descent near the surface;
aa) Conditions required to commence or to continue an instrument
approach;

Page 0 - 8
CONTROL Iss05/Rev00
01 Aug 2020
PART A
bb) Instructions for the conduct of precision and non-precision

instrument approach procedures;
cc) Allocation of flight crew duties and procedures for the management
of crew workload during night and IMC instrument approach and
landing operations;
dd) Instructions and training requirements for the avoidance of
controlled flight into terrain and policy for the use of the ground
proximity warning system (GPWS).
ee) Policy, instructions, procedures and training requirements for the
avoidance of collisions and the use of the airborne collision
avoidance system (ACAS).
ff) Information and instructions relating to the interception of civil
aircraft including
gg) Procedures, as prescribed in Part 10, for pilots-in-command of
intercepted aircraft; and
hh) Visual signals for use by intercepting and intercepted aircraft, as
contained in Part 10.
ii) Information and instructions on the carriage of dangerous goods, in
accordance with VAR Part 12 and 18, including action to be taken in
the event of an emergency.
jj) Security instructions and guidance.
kk) The bomb search procedure checklist.
ll) The acceptable level of aerodrome RFFS protection for each aircraft
fleet and type of operation.
mm)Procedures to avoid unnecessary airborne collision avoidance
system (ACAS II) resolution advisories in aircraft at or approaching
adjacent altitudes or flight levels, operators should specify
procedures by which an aircraft climbing or descending to an
assigned altitude or flight level, especially with an autopilot engaged,
may do so at a rate less than 8 m/sec or 1 500 ft/min (depending on
the instrumentation available) throughout the last 300 m (1 000 ft) of
climb or descent to the assigned level when the pilot is made aware
of another aircraft at or approaching an adjacent altitude or flight
level.
nn) Instructions and training requirements for the use of the EFB, as
applicable.
Page 0 - 9
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.1.2.2 OM Part B
Reference: VAR 12.183, VAR 12.167, Appendix 1 To 12.153 (d)(B)
a) OM Part B comprises all type-related instructions and procedures
needed for a safe operation. It takes account of any differences
between types, variants or individual aircraft used by the Company.
Material produced by the company for this Part is supplemented or
substituted by applicable parts of the following manuals for the
operated aircraft:
1) AFM, including the Configuration Deviation List (CDL)
2) Minimum Equipment List (MEL)
3) FCOM and QRH
4) Weight and Balance Manual (WBM)
5) VietJet’s customized A320/A321 Standard Operating
Procedures (SOP)
6) Cabin Crew Manual (CCM) including the SOP for Cabin Crew
b) The company shall issue to the cabin crew and provide to
passenger agents during the performance of their duties, a cabin
crew manual acceptable to the CAAV.
c) The company shall establish, and keep current, standard operating
procedures (SOPs) appropriate to the type and variant of aircraft
provide guidance to flight operational personnel for the safe
operation of the aircraft.
d) The company shall establish, and keep current, as an integral part of
its SOPs:
1) Aircraft-specific expanded checklists;
2) Aircraft-specific condensed checklists
3) Aircraft-specific operational profiles for maneuvers;
4) Standard crew briefings; and
5) Standard call-outs and responses
e) The company shall not allow the use of SOPs and checklists unless
these documents have been approved by the CAAV.
f) The company shall ensure that approved SOPs and checklist
procedures include each item necessary for flight crew members to
Page 0 - 10
CONTROL Iss05/Rev00
01 Aug 2020
PART A
check for safety before starting engines, taking off, or landing, and
for engine and systems abnormalities and emergencies.
g) The company shall ensure that the SOPs and checklist procedures
are designed so that a flight crew member will not need to rely upon
their memory for items to be checked.
h) The design and utilization of the SOPs and checklists shall observe
relevant human factors principles.
i) The company shall ensure that its flight crews complete training for
the use of the SOPs and checklists, including:
1) Initial aircraft-specific training;
2) Recurrent aircraft-specific training; and
3) Aircraft specific differences training for variants of aircraft
types.
j) The company shall ensure that the SOPs and checklists are readily
usable in the cockpit of each aircraft in sufficient quantity for ground
and flight operations.
k) The company shall require the flight crew shall be required to
comply with the SOPs and checklists provided when operating the
aircraft.
l) The company shall establish and maintain a comprehensive flight
crew standardization programme to ensure continuous conformance
with the SOPs and checklists.
m) The content of SOP including:
1) Certification limitations and operating limitations
2) The normal, abnormal and emergency procedures to be used
by the flight crew and the checklists relating thereto;
3) Operating instructions and information on climb performance
with all engines operating;
4) Flight planning data for pre-flight and in-flight planning with
different thrust/power and speed settings;
5) Maximum crosswind and tailwind components for each
aeroplane type operated and the reductions to be applied to
these values having regard to gust, low visibility, runway
surface conditions, crew experience, use of autopilot;

Page 0 - 11
CONTROL Iss05/Rev00
01 Aug 2020
PART A
6) Instructions and data for mass and balance calculations.

7) Instructions for aircraft loading and securing of load.
8) Aircraft systems, associated controls and instructions for their
use.
9) The minimum equipment list and configuration deviation list for
the aeroplane types operated and specific operations
authorized, including any requirements relating to operations in
RVSM airspace.
10) Checklist of emergency and safety equipment and instructions
for its use.
11) Emergency evacuation procedures, including type-specific
procedures, crew coordination, assignment of crew’s
emergency positions and the emergency duties assigned to
each crew member.
12) The normal, abnormal and emergency procedures to be used
by the cabin crew, the checklists relating thereto and aircraft
systems information as required, including a statement related
to the necessary procedures for the coordination between flight
and cabin crew.
13) Survival and emergency equipment for different routes and the
necessary procedures to verify its normal functioning before
take-off, including procedures to determine the required
amount of oxygen and the quantity available.
14) The ground-air visual signal code for use by survivors.
0.1.2.3 OM Part C
Reference: VAR 12.190 (a)(b), Appendix 1 to VAR 12.153 (c) (d)
a) Part C comprises all instructions and information needed for the
area of operation:
1) En-route charts, Airport charts, Airport briefing and instructions
in the approved CAAV documents and the Jeppesen Manuals
(Jeppesen Text and Jeppesen Charts Manual are under
electronic format in approved EFB)
2) Route Guide Manual
3) Validity and use of navigation databases

Page 0 - 12
CONTROL Iss05/Rev00
01 Aug 2020
PART A
b) The content of routes and aerodromes are:

1) A route guide to ensure that the flight crew will have, for each
flight, information relating to communication facilities,
navigation aids, aerodromes, instrument approaches,
instrument arrivals and instrument departures as applicable for
the operation, and such other information as the operator may
deem necessary for the proper conduct of flight operations.
2) The minimum flight altitudes for each route to be flown.
3) Aerodrome operating minima for each of the aerodromes that
are likely to be used as aerodromes of intended landing or as
alternate aerodromes.
4) The increase of aerodrome operating minima in case of
degradation of approach or aerodrome facilities.
5) The necessary information for compliance with all flight profiles
required by regulations, including but not limited to, the
determination of:
6) Take-off runway length requirements for dry, wet and
contaminated conditions, including those dictated by system
failures which affect the take-off distance;
7) Take-off climb limitations;
8) En-route climb limitations;
9) Approach climb limitations and landing climb limitations;
10) Landing runway length requirements for dry, wet and
contaminated conditions, including systems failures which
affect the landing distance; and
11) Supplementary information, such as tire speed limitations.
12) The level of RFFS protection that is available at each
aerodrome.
0.1.2.4 OM Part D
a) OM Part D comprises all training instructions required for a safe
operation:
1) VietJet’s Training Manuals,
2) FCTM issued by Airbus S.A.S

Page 0 - 13
CONTROL Iss05/Rev00
01 Aug 2020
PART A
b) OM Part D including:
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 when employed in conjunction with a method of
flight supervision.
0.1.2.5 Manual Terminologies
When used in the Operations Manual, the following terms shall have the
following meaning:
a) “Shall”, "will", "must" or an action verb in the imperative sense
means that the application of a rule or procedure or provision is
mandatory.
b) “May” means that the application of a procedure or provision is
optional.
c) “No person may...” or “a person may not...” mean that no person is
required, authorized or permitted to do the act concerned.
d) "Approved" means the Authority has reviewed the method,
procedure or policy in question and issued a formal written
approval.
e) "Acceptable" means the Authority or the airline has reviewed the
method, procedure or policy and has neither objected to nor
approved its proposed use or implementation.
f) "Note" is used when an operating procedure, technique, etc, is
considered essential to be emphasized.
g) "Caution" is used when an operating procedure, technique,
etc, may result in damage to equipment if not carefully followed.
h) "Warning" is used when an operating procedure, technique,
etc, may result in personnel injury or loss of life if not carefully
followed.
0.1.3 Applicability of OM Part A
a) All VietJet flight shall be planned and operated in accordance with:
1) VietJet OM Part A, B, C, D and
2) Other VietJet approved/published/distributed relevant
documents and manuals.
Page 0 - 14
CONTROL Iss05/Rev00
01 Aug 2020
PART A
b) When the documentation listed in item (a) above are contradictory

to rules, regulations and restrictions established and mandated by
State Authorities or Aircraft Manufacture Guidance, the more
restrictive shall be applicable until revisions can be implemented in
the appropriate documentation.
c) In reference to documentation listed in item (a) above, any
discrepancies noted shall be reported to the Manual Distributor for
corrective actions.
0.1.4 Manual Distribution
a) The VietJet Operations Manuals (OM Parts A, B, C, D) with CAAV
approval will be issued in either electronic or printed format, and
distributed to departments/ persons/ units listed in the List of
Distribution of each Operations Manual.
MANUAL
DOCUMENTATION
HOLDERS
CAAV Part A - General / Basic
(Approving Authority) Part B - SOP, FCOM, MEL/CDL, QRH, AFM, WBM,
CCM
Part C - Route Guide
Part D - Training Manual, FCTM
VJC Operations Part A - General / Basic, Emergency Response Plan,

Management Centre IATA Dangerous Goods Regulations (DGR) Manual
Part B - SOP, FCOM, MEL/CDL, QRH, AFM, WBM,
CCM
Part C - Route Guide & Jeppesen Manuals
Flight Operations Part A - General / Basic, Emergency Response Plan,
Engineering Office IATA DGR Manual
CCM

Page 0 - 15
CONTROL Iss05/Rev00
01 Aug 2020
PART A
Cabin Crew Office Part A - General / Basic

Part B - CCM
Chief Pilot Office Part A - General / Basic, Emergency Response
Plan
CCM
Stations / Handling Part A - General / Basic, Emergency Response

Agents / Cargo Plan, IATA DGR Manual
Services/Engineering
Part B – MEL, Fueling Instructions Manual
Flight Crew Training Part A - General / Basic

Part B – AFM, FCOM, MEL/CDL, QRH, SOP, CCM
Each Flight Crew Part A - General / Basic, Emergency Response

Plan
Part B – AFM, FCOM, MEL/CDL, QRH, SOP, WBM,
CCM
Part C - Route Guide, Jeppesen Manuals
Each Aircraft Part A - General / Basic, Emergency Response

Plan
Part B – AFM, FCOM, MEL/CDL, QRH, SOP, WBM,
CCM, Fueling Instructions Manual
Part C - Route Guide, Jeppesen Manuals
b) All printed copies of all VietJet Manuals provided to personnel must

be issued with a distinct controlled copy number by the Document
Control Centre / Flight Operations Library, which has the overall
responsibility for the control of such manuals.

Page 0 - 16
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.1.4.1 Receipt of External Manuals and/or Documentation

FOE has the responsibility to ensure manuals and/or documentation
received from an external source are monitored to ensure revisions are
received in accordance with the normal revision cycle and that such
documentation is distributed in a timely manner:
a) Regulations from Vietnam and other states relevant to operations,
as applicable;
b) Relevant ICAO International Standards and Recommended
Practices, manuals, regional supplementary procedures and/or
circulars, as applicable;
c) Airworthiness Directives;
d) Aeronautical Information Publications, including NOTAMS; Airway
manual
e) State approved or accepted Aircraft Flight Manuals (AFM/FM);
f) Manufacturer’s aircraft operating manuals, including performance
data, weight and balance data/manual, checklists and MMEL/CDL;
g) Other manufacturer’s operational communications, as applicable.
0.1.5 Operations Manuals Holder
MANUAL HOLDER
OM Part A Director of Flight Operations
OM Part B-SOP Chief Pilot
OM Part B-CCM Chief Cabin Crew
OM Part C FOE Manager
OM Part D Crew Training Manager

Page 0 - 17
CONTROL Iss05/Rev00
OPERATIONS MANUAL AMENDMENT AND REVISION
01 Aug 2020
PART A
0.2 AMENDMENT AND REVISION

0.2.1 General
Reference: VAR 12.067
a) The OM Part A, Part B, Part C, Part D, are issued on the authority of
VietJet and all amendments or revisions must be approved by the
applicable department manager and authorized by the Director of
Flight Operations;
b) Amendments must be in the form of printed, replacement pages;
manuscript amendments are not permitted. Each amendment will be
accompanied by a revised list of effective pages, with their dates of
issue/revision. A revision list record will be maintained at the front of
each manual;
c) Each manual holder is responsible for keeping the manual current and
up-to-date by revising, amending or adding supplemental pages in a
timely manner using the correct revision procedures. Each manual
holder must return the manual upon retirement from the company or
upon request;
d) VietJet shall maintain a flight safety documents system that provides
consistent policy and procedures to its personnel through an
integrated manual system to ensure the highest degree of safety in the
operations of the airline;
e) Each manual shall include instructions and information necessary to
allow the personnel concerned to perform their duties and
responsibilities with a high degree of safety;
f) Be in a form that is easy to revise and contains a system which allows
personnel to determine the current revision status of each manual;
g) Have a date of the last revision on each page concerned;
h) Not be contrary to any applicable Vietnam regulation and the VJC
operations specifications;
i) Each manual will include a reference to appropriate civil aviation
regulations;
j) No person may cause the use of any policy and procedure for flight
operations or airworthiness function prior to co-ordination with the
CAAV; and
k) VietJet shall submit the proposed policy or procedure to the CAAV at
least 30 days prior to the date of intended implementation.
Page 0 - 18
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.2.2 CAAV Approval

Reference: VAR 12.067 (b)(4), VAR 12.153 (e)
a) All intended amendments and revisions to the OM Part A, Part B, Part
C, Part D manuals must be supplied to the CAAV in advance of the
effective date and must not be distributed until such approval is
obtained.
b) When immediate amendment or revisions are required in the interest
of safety, a Temporary Revision may be published and applied
immediately, provided that application for approval has been made.
c) No person may provide for use of its personnel in commercial air
transport any Operations Manual or portion of this manual which has
not been reviewed and found acceptable or approved for the company
by the CAAV.
0.2.3 Revisions
0.2.3.1 Normal Revision
Issued periodically to cover non-urgent corrections, changes and/or to add
new data. They are accompanied by Revision Highlights and an updated
List of Effective Page.
0.2.3.2 Temporary Revisions
Temporary Revisions (TR) are on yellow pages and are issued to cover
urgent matters arising between normal revisions. They are accompanied
by TR’s Revision Highlights and Record of TR.
VietJet has to report all TRs to CAAV. In addition, VietJet also has to add
TR to OM-A, and submit to CAAV within a period 6 months.
0.2.4 List of Effective Pages
The manual, after revision, must comply with the List of Effective Pages
(LEP), which lists all the pages that are in the manual. The new pages are
indicated by ‘N’ and revised pages by ‘R’.
0.2.5 Process for Establishing and Revising Operational Policies, Rules,
Instructions and Procedures
0.2.5.1 Regular Document Review
Reference: VAR 12.067 (b)(4)
a) All flight operations documentation is to be reviewed on a regular
basis to ensure validity with current procedures and regulations and if
Page 0 - 19
CONTROL Iss05/Rev00
01 Aug 2020
PART A
necessary, revisions should be issued by the responsible department

to update existing manuals and documentation.
b) Normally the standard VietJet manuals will be amended or revised as
required on a regular cycle. In the period of time between revision
cycles, material to be incorporated in the next scheduled revision shall
be accumulated and incorporated in a draft revision.
c) Draft revisions are to be submitted to the appropriate department
manager for final approval. 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).
d) The OMA manual shall not be contrary to any applicable Vietnam
regulation and the VietJet operations specifications.

Page 0 - 20
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.2.5.2 Amendment Proposal Form

VietJet employees with proposed amendment(s) to VietJet manuals/
documentation should forward such proposed amendment(s) to the
appropriate department manager on the following Manual Amendment
Proposal Form.
MANUAL AMENDMENT PROPOSAL FORM

The following amendment/addition/deletion* is proposed to:
OM Part A/B/C/D/Other*……………….………………………………...
Paragraph……………………………………………………….........
PROPOSED AMENDMENT (Attach separate sheet if required):
REASON FOR AMENDMENT (Attach separate sheet if required):
Proposer name:
Applicable Manager Comments:
Amendment approved by:

Position:
Date:

Page 0 - 21
CONTROL Iss05/Rev00
01 Aug 2020
PART A
0.2.5.3 Guidelines on Completion and Distribution of the Manual/Amendment

Proposal Form
The following guidelines apply to the completion and distribution of the
Manual Amendment Proposal Form:
a) The form should be completed and forwarded to the Director Flight
Operations office for comment/approval;
b) The Director Flight Operations is responsible for the distribution of
the form to other manager(s) for their comments and input, as
required;
c) If the suggested change(s) is approved the Director Flight
Operations is responsible to ensure the change(s) are
incorporated at the next revision;
d) VietJet reserves the right to amend any proposal and if required,
will submit the proposed change to the CAAV.

Page 0 - 22
CONTROL Iss05/Rev00
01 Aug 2020
PART A

Page 0 - 23
CONTROL Iss05/Rev00
OPERATIONS MANUAL ABBREVIATIONS
01 Aug 2020
PART A
0.3 ABBREVIATIONS
Reference: VAR 10.005, VAR 13.005, VAR 16.005, VAR 17.005, VAR
12.005
The following abbreviations may be used in VietJet manuals:
AAL Above Aerodrome Level
AMO Approved Maintenance Organization
ADF Automatic Direction Finder
AFM Airplane Flight Manual
AFTN Aeronautical Fixed Telecommunication Network
AGL Above Ground Level
AIP Aeronautical Information Publication
AIS Aeronautical Information Service
ALS Approach Light System
ALT Altitude
ALTN Alternate
Amdt Amendment
AMSL Above Mean Sea Level
AMO Approved Maintenance Organization
AOC Air Operator Certificate
AOM Aircraft Operating Manual
APU Auxiliary Power Unit
ASDA Accelerate-Stop Distance Available
ATC Air Traffic Control
ATD Actual Time Departure
ATIS Automatic Terminal Information Service
ATP Air Transport Pilot

Page 0 - 24
CONTROL Iss05/Rev00
01 Aug 2020
PART A
ATPL Airline Transport Pilot License

ATS Air Traffic Service
AWO All Weather Operations
AWY Airway
BECMG Becoming
BKN Broken
BNAV Basic Area Navigation
CAT Clear Air Turbulence

CAT I/II/III Category I/II/III All Weather Operations
CDL Configuration Deviation List
CL Centerline Lighting
C of A Certificate of Airworthiness
C.G. Center of Gravity
CP Chief Pilot
CPL Commercial Pilot License
CRM Crew Resource Management
CVR Cockpit Voice Recorder
DA Decision Altitude
DH Decision Height
DME Distance Measuring Equipment
DOI Dry Operating Index

Page 0 - 25
CONTROL Iss05/Rev00
01 Aug 2020
PART A
EDP Electronic Data Processing

ETA Estimated Time of Arrival
ETOPS Extended Twin-engine Operations
F-PLN Flight Plan

FAF Final Approach Fix
FCL Flight Crew Licensing
FDR Flight Data Recorder
FDP Flight Duty Period
FL Flight Level
FOM Flight Operations Manual
F/O First Officer
FT Feet
FTL Flight Time Limitation
G/S Glide Slope

GA Go around
GPS Global Positioning System
GPWS Ground Proximity Warning System
HIALS High Intensity Approach Light System

HIL Hold Item List
HIRL High Intensity Runway Lights
hPa Hector Pascal
IAL Instrument Approach and Landing Chart

IAS Indicated Air Speed

Page 0 - 26
CONTROL Iss05/Rev00
01 Aug 2020
PART A
IATA International Air Transport Association

ICAO International Civil Aviation Organization
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
in Inches
IRE Instrument Rating Examiner
ISA International Standard Atmosphere
JAR Joint Aviation Requirements (Regulations)

JAR-OPS 1 Joint Aviation Requirements Commercial Air
Transportation
Kg Kilograms
Kph Kilometers Per Hour
Km Kilometers
Kt Knots
l Liters
L Light
LDA Landing Distance Available
LEP List of Effective Pages
LHS Left Hand Seat
LMC Last Minute Changes

Page 0 - 27
CONTROL Iss05/Rev00
01 Aug 2020
PART A
LOC Localizer
LOFT Line Orientated Flight Training
LTC Line Training Captain
LVP Low Visibility Procedure
LVTO Low Visibility Take-off
MAC Mean Aerodynamic Chord

MAPT Missed Approach point
MDA Minimum Decision Altitude
MDH Minimum Descent Height
m Meters
MEA Minimum En-Route Altitude
MEL Minimum Equipment List
MET Meteorological
METAR Meteorological Aerodrome Report
MCM Maintenance Control Manual
MIALS Medium Intensity Approach Light System
MIRL Medium Intensity Runway Light
MLM Maximum Landing Mass (Structural Limit)
MLW Maximum Landing Weight
MOE Maintenance Organization Exposition
mm Millimeters
MMEL Master Minimum Equipment List
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstruction Clearance Altitude

Page 0 - 28
CONTROL Iss05/Rev00
01 Aug 2020
PART A
MORA Minimum Off-Route Altitude

MSL Mean Sea Level
MTOW(M) Maximum Take-off Weight (Mass) (Structural Limit)
MZFW(M) Maximum Zero Fuel Weight (Mass)
NAVAID Navigational Aid

NDB Non Directional Beacon
NM Nautical Miles
NOTAM Notice to Airmen
NOTOC Notice of Special Load
OAT Outside Air Temperature

OCA Obstacle Clearance Altitude
OCH Obstacle Clearance Height
OCL Obstacle Clearance Limit
OFP Operational Flight Plan
OM Operation Manual
OPS Operations
PAPI Precision Approach Path Indicator

PBE Protective Breathing Equipment
PF Pilot Flying
PIREP Pilot In-flight Weather Report
PM Pilot Monitoring
PNF Pilot Non Flying

Page 0 - 29
CONTROL Iss05/Rev00
01 Aug 2020
PART A
PIC Pilot In Command

P/O Flight Officer
QA Quality Assurance
QNE Sea level standard atmosphere (1013 hPa)
QNH Altitude Above Sea Level
QRH Quick Reference Handbook
RHS Right Hand Seat

RM Route Manual(s)
RNP Required Navigation Performance
RNAV Area Navigation
RTO Rejected Take-off
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
RWY Runway
SCA Senior Cabin Crew Member

SID Standard Instrument Departure
SIGMET Significant Meteorological report
SM Statute Mile
SOP Standard Operating Procedures
SRA Surveillance Radar Approach
STAR Standard Instrument Arrival
STD Scheduled Time of Departure

Page 0 - 30
CONTROL Iss05/Rev00
01 Aug 2020
PART A
T/O Take-off
TCAS Traffic Alert and Collision Avoidance System
TDZ Touch Down Zone
TEMPO Temporary
TL Transition Level
TMA Terminal Control Area
TOC Top of Climb
TOD Top of Descent
TODA Take-Off Distance Available
TOR Take-off Run
TORA Take-off Run Available
TOM Take-Off Weight/Mass
TRE Type Rating Examiner
TRI Type Rating Instructor
TWY Taxiway
TVE Total Vertical Error
ULD Unit Load Device

UTC Coordinated Universal Time
V1 T/O decision speed

V2 T/O safety speed
VR Rotation speed
VAR Vietnam Air Regulations
VASI Visual Approach Slope Indicator
VDF Very High Frequency Direction Finding Station

Page 0 - 31
CONTROL Iss05/Rev00
01 Aug 2020
PART A
VFR Visual Flight Rules

VIS Visibility
VMC Visual Meteorological Conditions
Vmo Maximum operating speed
Vso Stalling speed or the minimum steady flight speed in
the landing configuration
Vy Best rate of climb speed
VOR VHF Omni Directional Radio Aid
YD Yards

Page 0 - 32
CONTROL Iss05/Rev00
01 Aug 2020
PART A

Page 0 - 33
CONTROL Iss05/Rev00
OPERATIONS MANUAL DEFINITIONS
PART A 01 Aug 2020
0.4 DEFINITIONS
17.003
Terminologies used in VietJet manuals has the following meanings:
1) Accountable Manager: The person acceptable to the CAAV who
has corporate authority for ensuring that all operations and
maintenance activities can be financed and carried out to the
standard required by the authority, and additional requirements
defined by the operator. As such he is part of the VietJet
management and has the overall responsibility (including financial)
for managing all aspects of operations under the Air Operator’s
Certificate. He also has the overall responsibility for the VietJet
Quality System including the frequency, format and structure of the
internal management evaluation as described in the VietJet Quality
Manual.
2) Acceptance: Identifies documents, portions of documents, formal
procedures, facilities, equipment, or personnel that must be found
satisfactory by a technical review of the CAAV prior to use in aviation.
3) Approval. A formal document issued by the CAAV based on a prior
technical evaluation that authorizes the use of documents, portions of
documents, policies or formal procedures related to air worthiness and
aircraft operation.
4) Approved by Authority: A formal document issued by CAAV based
on a technical evaluation that officially conveys to the holder certain
privileges in aviation under the civil aviation law, regulations and Parts.
5) Appropriate airworthiness requirements: The comprehensive and
detailed airworthiness codes established, adopted or accepted by an
ICAO member for the class of aircraft, engine or propeller under
consideration.
6) Authorization: A formal document issued by CAAV that authorizes the
holder to perform the aviation activities identified on the document.
7) Airworthiness Directive (AD): Maintenance requirements, inspection
or replacement of aircraft or aircraft equipment, required to be done in
order to prevent endangering the safety incidents issued by the State
where aircraft registered or recognized by the similar request issue by
the national aviation authorities of the designer, manufacturer.

Page 0 - 34
CONTROL Iss05/Rev00
PART A 01 Aug 2020
8) Certificate: A formal document issued by CAAV that authorizes the

holder to perform the aviation activities identified on the document.
9) Acrobatic flight. Maneuvers intentionally performed by an aircraft
involving an abrupt change in its attitude, an abnormal attitude, or an
abnormal variation in speed.
10) Aerodrome/Airport: 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
aeroplanes.
11) Aerodrome Elevation: The elevation of the highest point of the landing
area.
12) Aerodrome Traffic Circuit: The specified path to be flown by
aeroplanes operating in the vicinity of an aerodrome
13) 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.
14) Aeroplane: A power-driven heavier-than-air-craft, deriving its lift in
flight chiefly from aerodynamic reactions on surfaces which remain
fixed under given conditions of flight
15) Air Traffic: All aeroplanes in flight or operating on the maneuvering
area of an aerodrome.
16) Air Traffic Control Clearance: Authorization for an aeroplane to
proceed under conditions specified by an air traffic control unit.
17) Air Traffic Control Instruction: Directives issued by air traffic control
for the purpose of requiring a pilot to take a specific action.
18) Aircraft maintenance system (AMS): the aircraft maintenance
program prepared by the aircraft operator based on the aircraft
maintenance program issued by the manufacturer and in accordance
with applicable aircraft configuration, operation conditions and
governmental requirement of the country where the aircraft is
registered and approved by the aviation authorities of the country of
registration of aircraft.
19) Air Traffic Flight Plan. A plan that a pilot or a representative is
assigned to submit to ATS unit without any supplement.

Page 0 - 35
CONTROL Iss05/Rev00
PART A 01 Aug 2020
20) Air Traffic Service (ATS): 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).
21) 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.
22) Aircraft types: The classification of aircraft according to certain basic
description.
23) Airline Pre-qualification (APQ): Training course designed to prepare
pilots for transition into advanced technology aeroplane.
24) Airway: A control area or portion thereof established in the form of a
corridor equipped with radio navigation aids.
25) Alternate Aerodrome/Aerodrome: An aerodrome to which an
aeroplane 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 aeroplane
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 aeroplane would be
able to land after experiencing an abnormal or emergency condition
while en route.
Destination alternate: An alternate aerodrome to which an
aeroplane 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.
26) Altitude: The vertical distance of a level, a point or an object
considered as a point, measured from the mean sea level (MSL).

Page 0 - 36
CONTROL Iss05/Rev00
PART A 01 Aug 2020
27) Appropriate Authority:

Regarding flight over the high seas, the relevant authority of the
State of Registry (CAAV).
Regarding flight other than over the high seas, the relevant
authority of the State having sovereignty over the territory being
over flown.
28) Apron: A defined area, on a land aerodrome, intended to
accommodate aeroplanes for purposes of loading or unloading
passengers, mail or cargo, fueling, parking or maintenance.
29) Area Navigation (RNAV): A method of navigation that permits
aeroplane operations on any desired course within the coverage of
station-reference navigation signals, or within the limits of self-
contained system capability.
30) ATS Route: A specified route designed for channeling 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.
31) Base Training: Flight training required to obtain an aeroplane type
rating.
32) Calendar day: The period of elapsed time, using Coordinated
Universal Time or local time, that begins at midnight and ends 24 hours
later in the next midnight.
33) Call-Sign: Letters, numbers or words used for identification purposes.
34) CAT I: A precision instrument approach and landing with a decision
height not lower than 200 FT and with either visibility not less than
800 m or a runway visual range not less than 550 m.
35) CAT II: A precision instrument approach and landing with a
decision height lower than 200 FT, but not lower than 100 FT a runway
visual range not less than 300 m.
36) CAT III: CAT III is divided in to 3 categories:
CAT IIIA: A precision instrument approach and landing with DH lower
than 100 and a runway visual range not less than 200 m.

Page 0 - 37
CONTROL Iss05/Rev00
PART A 01 Aug 2020
CAT IIIB: A precision instrument approach and landing with DH lower

than 50 FT and a runway visual range 75 - 200 m.
CAT IIIC: A precision instrument approach and landing with no DH
and no runway visual range limitations.
37) Ceiling: The height above the ground or water of the base of the
lowest layer of cloud below 6,000 m (20,000 FT) covering more than
half of the sky.
38) 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
39) Crew resource management (CRM): A programme designed to
improve the safety of flight operations by optimizing the safe, efficient,
and effective use of human resources, hardware, and information
through improved crew communication and co-ordination.
40) Critical engine. The engine whose failure would most adversely affect
the performance or handling qualities of an aircraft.
41) Commercial air transport operation: An aircraft operation involving
the transport of passengers, cargo or mail for remuneration or hire.
42) Competency in civil aviation. This phrase means that an individual
shall have a technical qualification and management experience
acceptable to the Authority for the position served.
43) Configuration (as applied to the aeroplane): A particular combination
of the positions of the moveable elements, such as wing flaps and
landing gear, etc., that affect the aerodynamic characteristics of the
aeroplane.
44) 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.
45) Control Area: is a controlled airspace extending upwards from a
specified limit above the earth.

Page 0 - 38
CONTROL Iss05/Rev00
PART A 01 Aug 2020
46) Controlled Airspace: An airspace of defined dimensions within which

air traffic control service is provided to IFR flights and to VFR flights in
accordance with the airspace classification.
47) Controlled Flight: Any flight that is subject to an air traffic control
clearance.
48) Crew: A crew shall consist of the PIC, flight crew members, cabin crew
on board an aeroplane during the flight.
49) Cruising Level: A level maintained during a significant portion of a
flight.
50) Danger Area: Airspace of defined dimensions within or above
which activities dangerous to the flight of aeroplane.
51) Decision Altitude/Height (DA/H): 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
aeroplane’s position and rate of change of position, in relation to
the desired flight path.
52) 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.
53) Designation: A formal document issued by the CAAV based on a
technical evaluation process, that authorizes the holder to act on behalf
of the CAAV in the performance of the functions identified in the
document.

Page 0 - 39
CONTROL Iss05/Rev00
PART A 01 Aug 2020
54) 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 licensed aviation maintenance
technician or aviation repair specialists in accordance with Part 5 as
appropriate.
55) Exception: An official exception from a requirement of these
regulations issued by the CAAV to a group of persons, aircraft or type
of operations when the Authority determines that the requirement is not
consistent with relevant aviation safety standards for that grouping and
it would be in the public interest to issue the exception.
56) Exemption. An official exception from a requirement of these
regulations issued to an individual, aircraft or organization by the
Authority where the applicant can show that it is in the public interest,
an equivalent level of safety can be maintained and such an except will
not be inconsistent with relevant aviation safety standards.
57) Estimated Elapsed Time: The estimated elapsed time required to
proceed from one significant point to another
58) Effective length of the runway. The distance for landing from the
point at which the obstruction clearance plane associated with the
approach end of the runway intersects the centerline of the runway to
the far end.
59) 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.
60) Filed Flight Plan: The flight plan as filed with an ATS unit by the pilot
or his designated representative, without any subsequent changes.
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.
61) Final Approach: That part of an instrument approach procedure which
commences at the specified final approach fix or point, or, where such
a fix or point is not specified:
a) At the end of the last procedure turn, base or inbound turn of
racetrack procedure, if specified; or
Page 0 - 40
CONTROL Iss05/Rev00
PART A 01 Aug 2020
b) At the point of interception of the track specified in the

approach procedure; and ends at a point in the vicinity of an
aerodrome from which:
i. Landing can be made; or
ii. A missed approach procedure is initiated.
62) Final approach and take-off area (FA TO). A defined area over which
the final phase of the approach manoeuvre to hover or landing is
completed and from which the take-off manoeuvre is commenced.
Where the FATO is to be used by performance Class 1 helicopters, the
defined area includes the rejected take-off area available.
63) Fireproof:
a) With respect to materials and parts used to confine fire in a
designated fire zone, means the capacity to withstand at least
as well as steel in dimensions appropriate for the purpose for
which they are used, the heat produced when there is a severe
fire of extended duration in that zone; and
b) With respect to other materials and parts, means the capacity
to withstand the heat associated with fire at least as well as
steel in dimensions appropriate for the purpose for which they
are used.
64) Fire resistant:
a) With respect to sheet or structural members means the
capacity to withstand the heat associated with fire at least as
well as aluminum alloy in dimensions appropriate for the
purpose for which they are used; and
b) With respect to fluid-carrying lines, fluid system parts, wiring, air
ducts, fittings, and power plant controls, means the capacity to
perform the intended functions under the heat and other
conditions likely to occur when there is a fire at the place
concerned.
65) Flammable: As used in this aviation safety regulations with respect to
a fluid or gas, means susceptible to igniting readily or to exploding.
66) Flight Crew Member: A licensed crew member charged with duties
essential to the operation of an aeroplane during flight time.
67) Flight Data Analysis: A process of analyzing recorded flight data in
order to improve the safety of flight operations.

Page 0 - 41
CONTROL Iss05/Rev00
PART A 01 Aug 2020
68) Flight Data Recorder: Any type of recorder installed in the aircraft for
the purpose of complementing accident/incident investigation.
69) 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
the Chicago Convention and licensed by CAAV.
70) Flight Crew: Flight Crew means a group of persons who undertake to
act as captain or co-pilot of an aeroplane.
71) Flight-following. The method of flight supervision that ensures the
timely communication of departure and arrival times to the AOC
holder’s central facility for operational control.
72) Flight Information Region (FIR): An airspace of defined dimensions
within which flight information service and alerting service are provided.
73) Flight Information Service: An airspace defined dimensions within
which flight information service and alerting service are provided.
74) Flight Level: A surface of constant atmospheric pressure which is
related to a specific pressure datum, 1013.2 hector Pascal (hPa), and
is separated from other such surfaces by specific pressure intervals.
75) 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 the AOC holder.
76) 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 minor portion of a flight such as to cross an airway, to
take off from, or to land at a controlled aerodrome.
77) Flight release. The documentation that makes up the operational flight
plan and other flight preparation documents authorizing that particular
flight or series of flights.
78) Flight review: A review of the knowledge and flight skills appropriate to
the pilot license and ratings conducted by a licensed instructor in a
instructional atmosphere.

Page 0 - 42
CONTROL Iss05/Rev00
PART A 01 Aug 2020
79) Flight watch. The method of flight supervision that ensures active
monitoring by assigned personnel of the AOC holder of the conditions
that may affect the flight and the ability to communicate with the flight(s)
while enroute.
80) Flight Visibility: The visibility forward from the cockpit of an aeroplane
in flight.
81) 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 utilization of the
airspace.
82) Forecast: A statement of expected meteorological conditions for a
specified time or period and for a specified area or portion of airspace.
83) Glide Path: A descent profile determined for vertical guidance during a
final approach.
84) Ground handling: Services necessary for an aircraft’s arrival at, and
departure from, an aerodrome, other than air traffic Services.
85) Ground Visibility: The visibility at an aerodrome, as reported by an
accredited observer.
86) Heading: The direction in which the longitudinal axis of an aeroplane
is pointed, usually expressed in degrees from North (true,
magnetic, compass or grid).
87) Height: The vertical distance of a level, a point or an object considered
as a point, measured from a specified datum.
88) Holding Point: A specified location, identified by visual or other means,
in the vicinity of which the position of an aeroplane in flight is
maintained in accordance with air traffic control clearance.
89) Holding Procedure: A predetermined maneuver that keeps an
aeroplane within specified airspace while awaiting further clearance.
90) Holdover time: The estimated time de-icing/anti-icing fluid will prevent
the formation of frost or ice and the accumulation of snow on the
protected surfaces of an aircraft.
91) Human factors principles: Principles which apply to design,
certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration to human performance.

Page 0 - 43
CONTROL Iss05/Rev00
PART A 01 Aug 2020
92) Human performance: Human capabilities and limitations which have

an impact on the safety and efficiency of aeronautical operations.
93) ICAO Contracting state: all countries have signed the Convention on
International Civil Aviation (the Chicago Convention).
94) IFR Flight: A flight conducted in accordance with the instrument flight
rules.
95) Ignition devices: devices are not matches or lighters, made of
flammable materials and when catch fire can cause damage to
property or injury to human.
96) Initial Approach Segment: That segment of an instrument approach
procedure between the initial approach fix and the intermediate
approach fix or, where applicable, the final approach fix or point.
97) 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.
98) Instrument Approach Procedure: A series of predetermined
maneuvers 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.
99) Instrument Meteorological Conditions (IMC): Meteorological
conditions expressed in terms of visibility, distance from cloud, and
ceiling, less than the minima specified for visual meteorological
conditions.
100) 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.
101) Landing Area: The part of a movement area intended for the
landing or taking off of aeroplanes.
102) Landing surface: That part of the surface of an aerodrome which
the aerodrome authority has declared available for the normal
ground or water run of aircraft landing in a particular direction.

Page 0 - 44
CONTROL Iss05/Rev00
PART A 01 Aug 2020
103) Landing decision point. The point used in determining landing

performance from which, an engine failure occurring at this point, the
landing may be safely continued or a balked landing initiated.
104) Large aeroplane. An aeroplane of a maximum certificated take-off
mass of over 5 700 kg.
105) Minister: Minister of transportation.
106) Meteorological Offices: An office designated to provide
meteorological service for international air navigation.
107) Missed Approach Procedure: The procedure to be followed if the
approach cannot be continued.
108) 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.
109) 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.
110) 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.
111) 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.
112) 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.
113) Maximum mass. Maximum certificated take-off mass.

Page 0 - 45
CONTROL Iss05/Rev00
PART A 01 Aug 2020
114) Net Flight Path: It 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 aeroplane
0.9 % for three-engine aeroplane
1.0 % for four-engine aeroplane
En-route (one engine failure):
1.1 % for two-engine aeroplane
1.3 % for three-engine aeroplane
1.4 % for four-engine aeroplane
115) Night: The period of time that begins from twilight to dawn, or from
sunset to sunrise. Difference of the definitions is based on
expression of CAAV of the State that flight operates.
116) 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.
117) Obstacle Clearance Altitude/Height (OCA/H): 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.’
Note 1. Obstacle clearance altitude is referenced to mean sea level
and obstacle clearance height is referenced to the threshold
elevation or in the case of non-precision approaches to the
aerodrome elevation or the threshold elevation if that is more than 2
m (7 ft) below the aerodrome elevation. An obstacle clearance
height for a circling approach is referenced to the aerodrome
elevation.
Note 2. For convenience when both expressions are used they
may be written in the form “obstacle clearance altitude/height” and
abbreviated “OCA/H”.

Page 0 - 46
CONTROL Iss05/Rev00
PART A 01 Aug 2020
118) Operator: A person, organization or enterprise engaged in or

offering to engage in an aeroplane’s operation.
119) 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.
120) Operation Directive (OD): the method, the documentation required
by aircraft operator to ensure safe flight operation by the country of
registration or national aircraft operator issued or recognized similar
requirements by the national aviation authorities of the design,
manufacturer issued.
121) Operational flight plan. The operator’s plan for the safe conduct of
the flight based on considerations of aeroplane performance, other
operating limitations and relevant expected conditions on the route to
be followed and at the aerodromes concerned.
122) Operations manual. A manual containing procedures, instructions
and guidance for use by operational personnel in the execution of
their duties.
123) Operations Specifications. Formal documents issued by the
Authority as a part of an approved organization’s certificate to define
the authorizations and limitations conveyed by the certificate.
124) 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 centerline of the specified area coincides
with the centerline 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 centerline 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
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 centerline
at the point where the obstruction clearance plane intersects the
Page 0 - 47
CONTROL Iss05/Rev00
PART A 01 Aug 2020
runway and continues at this width to the end of the runway; then
it increases uniformly to 500 feet on each side of the centerline 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.
125) Overwater operation: With respect to aircraft other than helicopters,
an operation over water at a horizontal distance from the shoreline
that is more than 30 minutes at cruising speed or 100 nautical miles.
126) 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.
127) Pilot-in-Command: The pilot responsible for the operation and
safety of the aeroplane during flight time.
128) Prescribed by the CAAV: This phrase denotes a requirement
where the CAAV may, through appropriate guidance materials,
outline the steps and standards necessary to meet the requirement.
129) Pressure Altitude: An atmospheric pressure expressed in terms of
altitude that corresponds to that pressure in the Standard
Atmosphere.
130) Propeller: A device for propelling an aircraft that has blades on a
power plant driven shaft and that, when rotated, produces by its
action on the air, a thrust approximately perpendicular to its plane of
rotation. It includes control components normally supplied by its
manufacturer, but does not include main and auxiliary rotors or
rotating airfoils of power plants.
131) Quality Assurance: All those planned and systematic actions
necessary to provide adequate confidence that operational and
maintenance practices satisfy requirements.
132) Quality Manager: The Manager, acceptable to the governing civil
aviation authority, responsible for the management of the Quality
System, monitoring function and requesting corrective actions.

Page 0 - 48
CONTROL Iss05/Rev00
PART A 01 Aug 2020
133) Quality System: The organizational structure, responsibilities,

procedures and resources for implementing and maintaining quality
and safety management.
134) Rating. An authorization by the CAAV 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.
135) Rendering (a license) valid: The action in accepting a license
issued by any other Contracting State of ICAO as the equivalent of
its own license.
136) Regular passenger flights: supplying of air transport services from
a particular terminal specifies a period of notice of flight schedule or
flight plan published in newspapers, magazines or other means of
advertising.
137) Repetitive Flight Plan (RPL): 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 ATS units.
138) Reporting Point: A specified geographical location in relation to
which the position of an aeroplane can be reported.
139) Restricted Area: Airspace of defined dimensions above the land
areas or territorial waters of a state within which the flight of an
aeroplane is restricted in accordance with certain specified
conditions.
140) Runway: A defined rectangular area on a land aerodrome prepared
for the landing and taking off of aeroplanes.
141) Runway Visual Range (RVR): The range over which the pilot of an
aeroplane on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its
centre line.
142) Safe forced landing: Unavoidable landing or ditching with a
reasonable expectancy of no injuries to persons in the aircraft or on
the surface.
143) Safety Manager: The Manager, as part of the Quality management
team, responsible for the management of safety in all of VietJet’s
operational activities, monitoring function and requesting corrective
actions.
Page 0 - 49
CONTROL Iss05/Rev00
PART A 01 Aug 2020
144) Security. A combination of measures and human and material

resources intended to safeguard civil aviation against acts of
unlawful interference.
145) Security programme: Measures adopted to safeguard international
and domestic civil aviation against acts of unlawful interference.
146) Safety programme: An integrated set of regulations and activities
aimed at improving safety.
147) SIGMET: 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 aeroplane
operations.
148) Snow (on the ground):
a) 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.
b) 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.
c) 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.
149) State of Registry. The State which issued the registration certificate
of the aircraft.
150) State of the Operator. The State which issued the air operator
certificate
151) Stimulant drugs or substances: Alcohol, drugs, painkillers and
sleeping pills, cocaine, other psychedelic substances, hallucinogenic
drug, banned solvents but excluding coffee and cigarette.
152) Take-off and initial climb phase. That part of the flight from the
start of take-off to 300 m (1 000 ft) above the elevation of the FATO,
if the flight is planned to exceed this height, or to the end of the climb
in the other cases.
153) Take-off decision point (TDP). The point used in determining take-
off performance from which, a power-unit failure occurring at this
point, either a rejected take-off may be made or a take-off safely
continued.
Page 0 - 50
CONTROL Iss05/Rev00
PART A 01 Aug 2020
154) Taxiing: Movement of an aeroplane on the surface of an

aerodrome under its own power, excluding take-off and landing.
155) Take-off surface: That part of the surface of an aerodrome which
the aerodrome authority has declared available for the normal
ground or water run of aircraft taking off in a particular direction.
156) Taxiway: A defined path on a land aerodrome established for the
taxiing of aeroplane and intended to provide a link between one part
of the aerodrome and another, including:
a) Apron taxiway: A portion of a taxiway system located on
an apron and intended to provide a through taxi route across
the apron.
b) Rapid exit taxiway: A taxiway connected to a runway at an
acute angle and designed to allow landing aeroplane to turn
off at higher speed than are achieved on other exit taxiways
and thereby minimizing runway occupancy times.
157) The cockpit simulation: is an accurate device simulate the actual
cockpit of a particular aircraft type with mechanical equipment,
electrical, electronic, etc.; functions of aircraft control systems, the
normal environment of the crew members, and the operation and
flight characteristics of the aircraft that is modeled realistically.
158) Threshold: The beginning of that portion of the runway usable for
landing.
159) Track: The projection on the earth's surface of the path of an
aeroplane, the direction of which path at any point is usually
expressed in degrees from North (true, magnetic or grid).
160) Training programme: programme that consists of courses, course
ware, facilities, flight training equipment, and personnel necessary to
accomplish a specific training objective. It may include a core
curriculum and a specialty curriculum.
161) Transition Altitude: The altitude at or below which the vertical
position of an aeroplane is controlled by reference to altitudes.
162) Transition Level: The lowest flight level available for use above the
transition altitude.

Page 0 - 51
CONTROL Iss05/Rev00
PART A 01 Aug 2020
163) Type certificate data sheet: as part of the certificate specify the
conditions and limits necessary to meet the requirements of the
airworthiness standards applicable for that type of aircraft; provides
precise definition of the product configuration of the aircraft was that
type approved in certificate; include the following required
information: type of engine (name of the manufacturer, engine type
certificate, the number of engines installed on aircraft); fuels can be
used; propellers and propeller limits; rotation speed (for helicopters);
actuator torque limits (for helicopter); flying speed limit; limits the
focus range of the aircraft; limited focus range aircraft with empty
load; reference points, the means used to check and balance of the
aircraft; loads maximum; minimum flight crew; seat number;
maximum cargo load; maximum fuel; maximum lubricants; elevation
of the maximum activity; movement of the steering wheel controls;
exported data; the basis for approval and manufacture of aircraft
products.
164) 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.
165) Validation: An official document from the CAAV for a acceptance of
a certificate, license, approval, designation, or authorization issued
by another ICAO member to include equivalent or lower privilege, or
the recognition is done in a method that prescribed in regulation of
International treaty that Vietnam is a member.
166) VFR Flight: A flight conducted in accordance with the visual flight
rules.
167) 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.
168) Visual Meteorological Conditions (VMC): Meteorological
conditions expressed in terms of visibility, distance from cloud, and
ceiling, equal to or better than specified minima of stipulated
standard.

Page 0 - 52
CONTROL Iss05/Rev00
PART A 01 Aug 2020

Page 0 - 53
CONTROL Iss05/Rev00
OPERATIONS MANUAL CONVERSION TABLES
PART A 01 Aug 2020
0.5 CONVERSION TABLES
1 mm = 0.0394 in 1 in = 25.4 mm
1 m = 3.281 FT 1 FT = 0.3048 m
LENGTH 1 m = 1.094 YD 1 YD = 0.914 m
1 km = 0.540 NM 1 NM = 1.852 Km
1 km = 0.6215 SM 1 SM = 1.609 Km
1 m/s = 3.281 FT/sec = 1 FT/sec = 0.3048 m/sec

SPEED 1.944 Kt 1 Kt = 1.852 Km/hr = 0.514
1 Km/hr = 0.54 Kt m/sec
1 g = 0.353 oz 1 oz = 28.35 g
WEIGHT 1 kg = 2.2046 lb 1 lb = 0.4536 kg
1 ton = 2 204.6 lb 1 lb = 0.0004536 t
1 N = 0.2248 lb 1 lb = 4.448 N
FORCE 1 daN = 2.248 lb 1 lb = 0.4448 daN
1 bar = 14.505 PSI 1 PSI = 6892 Pa = 0.0689

1 mbar = 1 hPa = 0.0145 bar
PRESSURE 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
1 Litre = 0.2642 US 1 US Gallon = 3.785 Litre

VOLUME Gallons 3
1 US Gallon = 0.003785 m
3
1 m = 264.2 US Gallons 1 US Quart = 0.94635 Litre
1 Litre = 1.0567 US Quart
TEMPER- °C = 5/9 (°F - 32) °F = (°C x 1.8) + 32

ATURE °C = 5/9 (°F + 40) – 40 °F = 9/5 (°C + 40) - 40

Page 0 - 54
CONTROL Iss05/Rev00
OPERATIONS MANUAL CONVERSION TABLES
PART A 01 Aug 2020

ORGANIZATION AND
Iss05/Rev00
RESPONSIBILITIES
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 1
ORGANIZATION AND RESPONSIBILITIES

ORGANIZATION AND
Iss05/Rev00
RESPONSIBILITIES
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 1 - 1
ORGANIZATION AND
RESPONSIBILITIES Iss05/Rev01
PART A 24 Nov 2020
1.1 MANAGEMENT COMMITMENT 5

1.1.1 Introduction 5
1.1.2 Policy Statement 5
1.1.3 Continuous Improvement 6
1.1.4 Non-Punitive Reporting 6
1.2 ORGANIZATION 7
1.2.1 Organization Structure 7
1.2.2 Nominated Postholders 8
1.2.3 Flight Operations Organization Structure 9
1.2.3.1 Flight Operations Division 9
1.2.3.2 Flight Crew Department 10
1.2.3.3 Operations Management Center 11
1.2.3.4 Flight Operations Engineering 11
1.2.3.5 Cabin Crew Department 12
1.2.3.6 Rostering Department 12
1.2.3.7 Admin & Planning 12
1.2.4 Communication System 13
1.2.5 Compliance with Laws 13
1.2.6 Provision of Resources 13
MANAGEMENT PERSONNEL 15
1.3.2 Duties and Responsibilities – Accountable Manager 16
1.3.3 Duties and Responsibilities - Safety Postholder 17
1.3.4 Duties and Responsibilities - Crew Training Postholder 19
1.3.5 Duties and Responsibilities - Ground Operations Postholder 20
1.3.6 Duties and Responsibilities - Maintenance System Postholder 22
1.3.7 Duties and Responsibilities - Flight Operations Postholder 23
1.3.8 Duties and Responsibilities – Deputy Director of Flight Operations25

Page 1 - 2
ORGANIZATION AND
PART A 24 Nov 2020
1.3.9 Duties and Responsibilities – Manager of Standards & Compliance

25
1.3.10 Duties and Responsibilities - Duty Pilot 27
1.3.11 Duties and Responsibilities - Chief Pilot (Wide Body Aircraft/ Narrow
Body Aircraft) 28
1.3.12 Duties and Responsibilities – Deputy Chief Pilot 29
1.3.13 Duties and Responsibilities - Technical Pilot 30
1.3.14 Duties and Responsibilities - Safety Pilot 31
1.3.15 Duties and Responsibilities - Base Captain 33
1.3.16 Duties and Responsibilities – Base Safety Officer 34
1.3.17 Duties and Responsibilities – Manager of Operations Management
Centre 35
1.3.18 Duties and Responsibilities - OMC Duty Manager 37
1.3.19 Duties and Responsibilities - Flight Dispatcher/ FOO 38
1.3.19.1 Flight Release: Amendment or Re-release Enroute 40
1.3.19.2 Familiarity with Weather Conditions 40
1.3.19.3 Dispatch Release 41
1.3.19.4 Dispatch Release Form: Domestic and International 41
1.3.19.5 Flight Dispatch Documentation 42
1.3.20 Duties and Responsibilities – Flight Watch Officer 42
1.3.21 Duties and Responsibilities – Manager of Flight Operations
Engineering 43
1.3.22 Duties and Responsibilities - Chief Cabin Crew 44
1.3.23 Duties and Responsibilities of Cabin Crew 45
1.3.24 Duties and Responsibilities – Manager of Rostering 47
1.3.25 Duties and Responsibilities – Manager of Admin & Planning 49
1.3.26 Duties and Responsibilities - Flight Operations Safety Officer 49
1.3.27 Duties and Responsibilities – Cabin Crew Managers 49
1.3.28 Management Review 50
COMMAND 51
Page 1 - 3
ORGANIZATION AND
PART A 24 Nov 2020
1.4.2 General Responsibilities 52
1.4.3 Specific Responsibilities 53
1.5 AUTHORITY, DUTIES AND RESPONSIBILITIES – CO-PILOT 61
1.5.1 Function 61
1.5.3 Specific Responsibilities 61
1.6 DUTIES AND RESPONSIBILITIES OF OTHER CREW MEMBERS 63
1.6.1 Functions 63
1.7 FLIGHT DECK DISCIPLINE 65

Page 1 - 4
ORGANIZATION AND
PART A 24 Nov 2020

Page 1 - 5
ORGANIZATION AND
OPERATIONS MANUAL MANAGEMENT COMMITMENT
PART A 01 Aug 2020
1.1 MANAGEMENT COMMITMENT

1.1.1 Introduction
The management of VietJet Air is committed to a corporate culture that
has safety, security and quality as its fundamental operational priorities.
Senior management has the responsibility to ensure that these priorities
are articulated to all employees in an effective and timely manner.
All management and employees of VietJet Air must comply with laws,
regulations and procedures in all locations during performance of their
work.
VietJet Air personnel in safety critical function must remain physically and
mentally fit for duty, report any illnesses, and be stood-down from duty
when they are not able to perform their duties in a satisfactory manner.
The corporate policy will be reviewed at intervals not exceeding two years
to ensure its continuing relevance.
1.1.2 Policy Statement
The following Policy Statement outlines VietJet Air's management
commitment to a culture of safety, security and quality:
a) VietJet Air is committed, as a provider of regular public transport air
services, to the following:
1) The achievement of the highest levels of safety, security and
quality for our customers and our employees;
2) To provide high quality customer service, delivered in a
respectful and caring manner at a competitive price; and
3) To strive to achieve "world's best practice" for reliability and on-
time performance.
b) VietJet Air is committed to achieving the above by adopting a quality
management approach that is integrated into every part of VietJet
Air’s activity that includes:
1) The establishment and regular review of safety and quality
goals;
2) The requirement that all operations must be in compliance with
CAAV and other governing regulations;
3) Clearly defined lines of accountability and responsibility with
respect to achieving safety and quality goals;
4) The assignment of individual responsibility and accountability to
focus on safety and quality performance;

Page 1 - 6
ORGANIZATION AND
OPERATIONS MANUAL MANAGEMENT COMMITMENT
PART A 01 Aug 2020
5) Providing the necessary resources and support to ensure the

effective operation of VietJet Air’s quality system;
6) Ensuring that all personnel are involved in the continual
improvement of VietJet Air’s internal processes;
7) The monitoring and regularly reviewing of all VietJet Air's
systems and processes to ensure continual compliance and
improvement;
8) Ensuring the safest possible environment for VietJet Air's
customers and employees;
9) The maintenance of an active Accident Prevention and Flight
Safety Program; and
10) Ensuring that non-compliances are resolved expeditiously and
that procedures are implemented to prevent recurrences.
1.1.3 Continuous Improvement
a) Senior management is committed to continuous improvement of the
organization and is committed to evaluating suggested changes to the
management system, from internal or external sources, in order to
ensure that the organization remains refreshed and focused on safe
and secure operations.
b) All personnel are expected to support the quality and safety goals of
VietJet Air and to take an active role in identifying and facilitating
opportunities for improvement to the Organization and the quality and
safety of the operation.
1.1.4 Non-Punitive Reporting
a) It is VietJet Air's policy that employees reporting unpremeditated or
inadvertent errors will not be subject to disciplinary or punitive actions
being taken against the reporter or other individuals involved unless,
such errors result from an illegal activity, willful misconduct or other
egregious actions.
b) VietJet Air will not divulge the identity or information leading to the
identity of any employee who reports an error under this policy unless
agreed by the employee concerned or required by law.

Page 1 - 7
ORGANIZATION AND
OPERATIONS MANUAL ORGANIZATION
PART A 24 Nov 2020
1.2 ORGANIZATION
1.2.1 Organization Structure
The following describes the VietJet Air - Air Operator Certificate
organization structure:
Accountable Manager
Safety Postholder
(Safety & Quality Security Director
Assurance Director)
Flight Operations Ground Operations Crew Training Maintenance System

Postholder Postholder Postholder Postholder
Standards, Training, Flight Crew Training

Flight Crew Maintenance
Safety & Security & Standards
Operations Ground Operations Cabin Crew Training

Engineering
Management Center Management & Standards
Flight Operations Flight Dispatcher

Cargo Operations Planning
Engineering Training
Cabin Crew Customer Services Store
Rostering VJGS/Stations Supply
Admin & Planning Technical Training

Page 1 - 8
ORGANIZATION AND
RESPONSIBILITIES TR-01
PART A 02 Feb 2021
1.2.2 Nominated Postholders

Reference: VAR 12.060(b)(c)
a) Names of nominated Postholders are as follows:
Position Name Business Address
Accountable 60 A Truong Son,

Mr. Dinh Viet Phuong
manager Tan Binh, HCMC
60 A Truong Son,
Safety Postholder Mr. Hoang Hai Trinh
Tan Binh, HCMC
Capt. Chin Nyok San (DFO)

Flight Operations 60 A Truong Son,
Capt. Neil Besana (DDFO)
Postholder Tan Binh, HCMC
Capt. Nguyen Duc Chuong (DDFO)
Ground Operations 60 A Truong Son,

Ms. Phung Thi Ngoc Thuy
Maintenance System 60 A Truong Son,

Mr. Nadzri Bin Hashim
Crew Training 60 A Truong Son,
Capt. Robert Alan Lindsay
b) Personnel records which detail qualifications and experience of

nominated postholders (using Form VJC-SSQA-F-052 Resume) must
be reviewed and verified by SQA department (using Form VJC-
SSQA-F-051 Verification Form) to comply with regulatory
requirements before submitting for CAAV’s approval.
c) The nominated postholders shall have proven competency in civil
aviation, be available and serving in their positions during operations
of the AOC holder, and have equivalent administrative positions.
Anything change relating to the above positions must be reported to
CAAV.

Page 1 - 9
ORGANIZATION AND
PART A 24 Nov 2020
1.2.3 Flight Operations Organization Structure

1.2.3.1 Flight Operations Division
Accountable
Manager
Safety and QA
Security Director
Director
Director of
Flight Operations
Standard &
Flight Operation Flight Operations
Compliance
Deputy Director Training Manager
Manager
Flight Crew Cabin Crew OMC FOE Admin & Planning Rostering
Chief Pilot Chief Cabin Crew OMC Manager FOE Manager A&P Manager Rostering Manager

Page 1 - 10
ORGANIZATION AND
PART A 24 Nov 2020
1.2.3.2 Flight Crew Department
Director of
Flight Operations
Chief Pilot
Deputy Chief Pilot Duty Pilot
Safety
Departmment
Technical Pilot Base Captain Safety Pilot Flight Safety Officer
Base Safety Officer

Page 1 - 11
ORGANIZATION AND
PART A 24 Nov 2020
1.2.3.3 Operations Management Center
For further details of Operations Management Center (OMC) organization

structure and duties and responsibilities of other OMC staffs, refer to Flight
Dispatch Manuals.
1.2.3.4 Flight Operations Engineering

For further details of Flight Operations Engineering (FOE) organization
structure and duties and responsibilities of other FOE staffs, refer to FOE
Manuals.

Page 1 - 12
ORGANIZATION AND
PART A 24 Nov 2020
1.2.3.5 Cabin Crew Department
Director of
Flight Operations
Chief Cabin Crew
Cabin Crew
For further details of Cabin Crew Department (CCD) organization

structure and duties and responsibilities of other CCD staffs, refer to Cabin
Crew Handbook.
1.2.3.6 Rostering Department

For further details of Rostering Department organization structure and
duties and responsibilities of other Rostering staffs, refer to Rostering
Organizational and Operational regulations.
1.2.3.7 Admin & Planning

For further details of Administration & Planning Department (APD)
organization structure and APD duties and responsibilities of other staffs,
refer to APD Operational Regulations.

Page 1 - 13
ORGANIZATION AND
PART A 24 Nov 2020
1.2.4 Communication System

The VJC internal communication system must be used by all
management personnel to ensure an effective exchange of relevant
operational information throughout all levels of the organization most
particularly the reporting of operational deficiencies, hazards or
concerns by operational personnel.
1.2.5 Compliance with Laws
All VJC operations, maintenance and security personnel are required to
comply with laws, regulations and procedures of the states in which
VJC’s aircraft operate.
1.2.6 Provision of Resources
a) VJC will establish and maintain the infrastructure necessary to
produce safe and secure operations including:
1) Buildings, workspaces and associated utilities;
2) Facilities for people and the organization;
3) Support equipment including tools, hardware and software;
and
4) Support services including transportation and communication.
b) VJC will ensure that the work environment has a positive influence
on motivation, satisfaction and performance of personnel in order
to maximize safe and secure operations including the following
human and physical factors and considerations:
1) Safety rules and guidance, including the use of protective
equipment;
2) Workplace locations; and
3) Workplace temperature, humidity, light, airflow cleanliness, noise
or pollution.
c) VJC shall have the necessary facilities, workspace, equipment and
supporting services, as well as work environment, to satisfy flight
operations safety and security requirements.

Page 1 - 14
ORGANIZATION AND
PART A 24 Nov 2020

Page 1 - 15
ORGANIZATION AND
OPERATIONS MANUAL RESPONSIBILITIES AND DUTIES
PART A 01 Aug 2020

MANAGEMENT PERSONNEL
1.3.1 Introduction
Reference: VAR 12.160(a), VAR 12.060 Appendix(g), ISM ORG 1.3.2
a) This Section includes job descriptions, authority and responsibilities
within the management system to ensure the VietJet Air organization
operates as an integrated system and that operations and
maintenance activities are provided with the necessary resources and
are conducted in accordance with VietJet Air's operational standards
and the requirements of the CAAV.
b) VietJet Air will ensure that all positions within the organization that
affect the safety and security of operations are filled by personnel on
the basis of appropriate knowledge, skills, training and experience
necessary for the position.
c) Minimum qualifications and experiences of key persons based on
company’s recruitment policy.
d) It is a VietJet Air requirement that all personnel undertaking
operationally critical functions maintain competence on the basis of
continuing education and training and, if applicable for a particular
position, continue to maintain required technical competency
requirements.
e) Delegation of authority and responsibility in accordance with this
Section is describe and communicated throughout the management
system to ensure that managerial continuity is maintained when
responsible managers are unable to perform work duties.
f) VietJet shall ensure that all operations personnel are properly
instructed in their duties and responsibilities and the relationship of
such duties to the operation as a whole.
g) A company may employ a person who does not meet the appropriate
airman qualification or experience if the Authority issues a deviation
finding that person has comparable experience and can effectively
perform the required management functions.

Page 1 - 16
ORGANIZATION AND
PART A 01 Aug 2020
1.3.2 Duties and Responsibilities – Accountable Manager

Reference: VAR 12.060(a), VAR 12.060(b)
ISM ORG 1.1.3
a) The accountable manager must be acceptable to the CAAV, who has
corporate authority for ensuring that all flight operations and
maintenance activities can be financed and carried out to the highest
degree of safety standards required by the CAAV.
When conducting commercial air transport operations, the VJC holder
shall have assigned persons who are responsible for management
and supervision of the following areas:
1) Flight operations;
2) The maintenance system;
3) Crew training;
4) Ground operations;
5) Safety
b) The Managing Director in his role as the Accountable Manager has
overall corporate responsibility and is accountable for ensuring all
VietJet Air operations and maintenance activities are conducted in
accordance with conditions and restrictions of the Air Operator
Certificate (AOC), and in compliance with standards required by the
CAAV, other related authorities, ICAO and IATA, as well as current
safety and quality standards of VietJet Air. Responsibilities of this
position include:
1) Occupy an appropriately senior position within the organization
in order to be able to direct its activities.
2) Control an allocated budget and determining what size that
budget should be and also controlling over the disbursement of
company funds.
3) Set up an appropriate management structure, including the
appointment of nominated Postholders where required by CAAV,
using suitable technically-qualified persons with an adequate
knowledge of the standards required by CAAV.
4) Have ultimate responsibility and accountability on behalf of
VietJet Air for the implementation and maintenance of the safety
management system (SMS) throughout the organization.
5) Make the highest decisions regarding risk tolerability with respect
to the safety and/or security of aircraft operations;
Page 1 - 17
ORGANIZATION AND
PART A 01 Aug 2020
6) Establishment of a quality system to support management of the

company and to monitor compliance both with VARs and with
those standards specified by the operator to ensure a safe
operation or product.
7) Ensure the planning and allocation of resources necessary to
manage safety and security risks to aircraft operations.
8) Ensure the existence of the facilities, workspace, equipment and
supporting services, as well as work environment, necessary to
satisfy operational safety and security requirements.
c) When being unable to perform work duties, the Accountable Manager
shall delegate the Accountable Manager responsibilities to a suitably
qualified designated representative. Contact information of the deputy
shall also be made available.
1.3.3 Duties and Responsibilities - Safety Postholder
Reference: VAR 12.060 (h); Appendix 1 to VAR 12.073
a) The minimum initial qualifications and experiences for the Safety
postholder are:
1) Formal tertiary qualifications in business management, or a
related discipline, with a minimum of 5 years management
experience in aircraft flight operations or aircraft maintenance;
2) At least 3-year experience in aircraft flight operations quality
assurance or aircraft maintenance quality assurance;
3) Have completed an internal auditor training, and have lead
auditor certificate. Must have at least one-year experience as a
lead auditor;
4) Relevant certifications in safety, quality and security
management systems;
5) Practical background in the application of aviation regulations,
safety standards and safe operating practices, quality
assurance, aviation security programs and airline standard
operating procedures;
6) Proven knowledge in Flight Operations, Ground Operations
and/or Engineering Maintenance Systems; and
7) Background in airline operations, safety management, flight data
monitoring, regulatory compliance, quality assurance and human
factors, and security management.

Page 1 - 18
ORGANIZATION AND
PART A 01 Aug 2020
b) The Safety Postholder reports directly to the Accountable Manager or

authorized representative and is responsible for the safety of flight
and ground operations, and the implementation and maintenance of
the VietJet Air safety and quality program. Responsibilities of this
position include:
1) The Safety Postholder for VietJet Air is appointed as the
custodian of the Safety Management System document. He is
responsible, on behalf of the CEO, for the development, co-
ordination and maintenance, including continual improvement of
the SMS.
2) The Safety Postholder and his supporting staffs act in an
advisory role, and are not responsible for departmental safety
performance. They are, however, responsible for ensuring that
line management receive appropriate safety management
advice and support.
3) The appointment of the SMS custodian does not reduce the
responsibility of individual line managers for implementing the
SMS in their respective areas.
4) Develop and maintain VietJet Air’s safety - quality and security
system in compliance with CAAV’s requirements, aviation
authorities and other related organizations;
5) Develop, maintain and regularly update safety - quality and
security standards for all areas of VietJet Air’s operational areas;
6) Maintenance, review and revision of the safety program;
7) Conduct hazard identification and risk management analysis
through Flight Data Monitoring & LOSA;
8) Provide advice and assistance to managers at all levels
regarding safety matters;
9) Maintain VietJet Air’s air safety occurrence reporting database;
10) Monitor corrective actions and flight safety trends;
11) Ensure that identified non-conformities involving flight operations
are communicated to and coordinated with the appropriate
managers in the affected operational areas to ensure
appropriate resolution;
12) Maintain open communication with aircraft manufacturer’s flight
safety departments, government regulatory organizations and
other flight safety organizations;
13) Assist with the investigation of accidents and conducting and
coordinating the investigation of incidents;
Page 1 - 19
ORGANIZATION AND
PART A 01 Aug 2020
14) Carry out quality and safety audits and inspections;

15) Maintain familiarity with all aspects of VietJet Air activities and its
personnel;
16) Plan and controlling the quality and flight safety budget;
17) Initiate quality and safety training programs;
18) Manage VietJet Air’s flight data analysis program;
19) Manage VietJet Air’s confidential human factors reporting
system;
20) Liaise with the CAAV on safety and security matters;
21) Distribution of safety related material including the VietJet Air
internal safety newsletter;
22) Act as the Chairman for Safety Committee; and
23) Oversee the implementation and day-to-day administration of
the Safety Management System throughout the organization.
c) When being unable to perform work duties, the Safety Postholder
shall assign his responsibilities to a suitably qualified designated
representative. Contact information of the deputy shall also be made
available.
1.3.4 Duties and Responsibilities - Crew Training Postholder
Reference: VAR 12.060 (b)(3), VAR 12.060 (e)
a) The minimum initial qualifications and experiences for the Crew
Training Postholder are:
1) An ATP license with the appropriate ratings for at least one of the
aircraft used in the AOC holder’s operations and have a valid
flight instructor rating; and
2) At least 3-year experience as PIC in commercial air transport
operations.
3) Knowledge of flight operations management.
4) Knowledge of aviation industry and aviation regulations.
5) Knowledge of aircraft performance.
6) Knowledge of dispatch.
7) Knowledge of safety/security management and quality system.
8) Knowledge of emergency response.
9) The CAAV may accept a commercial pilot license with instrument
rating in lieu of the ATP license if the PIC requirements for the
operations conducted require only a commercial certificate.
Page 1 - 20
ORGANIZATION AND
PART A 01 Aug 2020
b) The Crew Training Postholder reports to the Accountable Manager or

authorized representative and is responsible for the control of all crew
member and operations training functions and the management of
safety, security and quality outcomes, including implementation and
monitoring of safety, security and quality activities and processes in
accordance with VARs and VJC policies. Responsibilities of this
position include:
1) Ensure that flight crew, cabin crew and flight dispatcher training
programs are established that meet the requirements of VAR
Parts 7, 12, and 14, with respect to initial and recurrent training;
2) Monitor the conduct of flight crew, cabin crew and flight
dispatcher training programs to ensure that all instructional and
checking personnel apply VietJet Air standards in a consistent
manner;
3) Issuance, updating, and distribution of this manual.
4) Record and analyze any deviation from the company standards,
ensuring corrective action and evaluating the safety record within
his area in order to avoid the development of undesirable trends.
5) Participate in Safety Committee meetings.
6) Additional duties and responsibilities are part of the individual
procedures and /or may be assigned by the Accountable
Manager as required.
c) When being unable to perform work duties, the Crew Training
Postholder shall assign his responsibilities to a suitably qualified
designated representative.
1.3.5 Duties and Responsibilities - Ground Operations Postholder
Reference: VAR 12.060(b)(4), VAR 17.020(a)(b), VAR 17.020(c), VAR
12.060(i)
a) The minimum initial qualifications and experiences for the Ground
Operations Postholder are:
1) Extensive Ground Operations experience and background
2) Knowledge of Ground Handling requirements, agreements &
service level agreement (SLA’s).
3) Excellent people management skills, communication and
interpersonal skills
4) Having experience and adequate knowledge about ground
operations policy and procedures of the AOC holder.

Page 1 - 21
ORGANIZATION AND
PART A 01 Aug 2020
b) The Ground Operations Postholder reports to the Accountable

Manager or authorized representative and is responsible for the
control of all ground operations and the management of safety,
security, and quality outcomes, including implementation and
monitoring of safety, security and quality activities and processes in
accordance with VARs and VJC policies. Responsibilities of this
position include:
1) Overall management and development of the Ground Operations
Department;
2) Ensure that the parties contracted for the provision of ground
support services meet the requirements of VARs and the CAAV;
3) Prepare and update and distribute, as necessary, the VJC
Ground Operations Manual;
4) Ensure that ground operations functions performed by VietJet Air
personnel are in accordance with VJC policies and procedures
and that there is an efficient and effective interface between
VietJet Air personnel and personnel employed by companies
providing ground support services to VJC;
5) Coordinate as necessary with the Director Flight Operations to
ensure that flight and ground operations activities are conducted
in an efficient and safe manner;
6) Monitor the services provided by contracted parties to ensure
services provided are as contracted with respect to services
levels and costs;
8) 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. This person will be trained to competence for these
tasks on each aircraft type and variant before being allowed to
sign the load manifest.
9) Ensure that the persons preparing and supervising the loading
and computing the aircraft load, center of gravity and
performance must be provided the relevant current weights and
aircraft limitations that will affect the performance of the that
aircraft.
c) When being unable to perform work duties, the Director Ground
Operations shall assign his responsibilities to a suitably qualified
Page 1 - 22
ORGANIZATION AND
PART A 01 Aug 2020
1.3.6 Duties and Responsibilities - Maintenance System Postholder

Reference: VAR 12.060 (b)(2), VAR 12.060 (g)
a) The minimum initial qualifications and experiences for the
Maintenance System Postholder are:
1) Be qualified in accordance with VAR Parts 5 and 7; and
2) At least 3-year experience in aircraft maintenance.
3) The minimum entry qualifications for the maintenance system s
postholder: having experience and adequate knowledge about
maintenance operations policy and procedures of VietJet.
b) The Maintenance System Postholder reports to the Accountable
control of all technical, engineering and maintenance functions and
the management of safety, security and quality outcomes, including
implementation and monitoring of safety, security and quality
activities and processes in accordance with VARs and VJC policies.
Responsibilities of this position include:
1) Plan, organize and manage maintenance, engineering, spare
parts supply and technical training activities;
2) Ensure that the Primary contracted Maintenance Organization
conducts its engineering and maintenance functions in
accordance with the airworthiness and quality requirements of
the VARs and the CAAV;
3) Prepare and update, as necessary, the VietJet Air Maintenance
Management Exposition (MME);
4) Monitor the overall engineering and maintenance status of
aircraft operated by VietJet Air to ensure that defects are rectified
in a timely manner;
5) Liaise with original equipment manufacturers and other relevant
external entities regarding engineering and maintenance
requirements; and
c) When being unable to perform work duties, the Maintenance System
Postholder shall assign his responsibilities to a suitably qualified

Page 1 - 23
ORGANIZATION AND
PART A 01 Aug 2020
1.3.7 Duties and Responsibilities - Flight Operations Postholder

Reference: VAR 12.060(b)(1), VAR 12.060(d), VAR 16.013(a)(3)
ISM DSP 1.1.1, DSP 1.3.3, FLT 1.3.1, FLT 1.3.4
a) The minimum initial qualifications and experiences for the Flight
Operations Postholder are:
1) A valid ATP license with the appropriate ratings for at least one
of the aircraft used in the AOC holder’s operations and have a
valid flight instructor rating. If the ATP license of the postholder
is expired, the AOC holder shall nominate a deputy having
appropriate ratings for at least one of the aircraft used in the AOC
holder’s operations;
2) 3-year experience as PIC in commercial air transport operations
of large aircraft;
3) Knowledge of flight operations management;
4) Knowledge of aviation industry and aviation regulations;
5) Knowledge of aircraft performance;
6) Knowledge of dispatch;
7) Knowledge of safety/security management and quality system;
and
b) The Flight Operations Postholder reports to the Accountable
control of all flight operations and the management of safety,
security, risk tolerability and quality outcomes, including
1) Plan, organize and manage flight operations functions with
respect to cockpit, cabin crew, dispatch and other flight
operations activities;
2) Ensure the availability of properly qualified flight operations
personnel to operate all planned flights to the highest possible
standard together with cost-effective operational management;
3) Organize and direct flight operations in a safe, secure and
effective manner that is in accordance with CAAV regulations;

Page 1 - 24
ORGANIZATION AND
PART A 01 Aug 2020
4) Ensure that flight operational standards and practices are in

compliance with relevant national and international regulations
and of the AOC;
5) The training, supervision and development of competencies and
skills of all flight operations staff in order to safely and effectively
carry out their assigned duties;
6) The approval of the initial issue and amendments to, flight crew,
cabin crew manuals, checklists, line operations policies, rules,
instructions and procedures;
7) Participate in the recruitment and selection of flight operations
personnel, as required;
8) Coordinate as necessary with the Director of Ground Operations
and Engineering to ensure that flight and ground operations,
engineering activities are conducted in an efficient, safe, and
secure manner;
9) Liaison with regulatory authorities, original equipment
manufacturers and other external entities relevant to flight
operations;
10) Ensure the documentation control of all VJC flight operations
manuals;
11) Keep up-to-date on developments of equipment, and on flight
operational procedures;
12) Ensure the standard of discipline of all operating crew, and that
crewmembers are made familiar with company policies,
government requirements and operating specifications. He will
ascertain that no person is assigned as crewmember on
company aircraft unless such person meets company and
regulatory requirements;
13) Represent, as far as flight operations are concerned, the
company’s interest in national and international bodies and
institutions;
14) Organize and participate in Safety and Discipline meeting within
Flight Operation’s Department periodically;
15) Ensure a delegation of authority and assignment of responsibility
within the flight operations management system for liaison with
regulatory authorities, original equipment manufacturers and
other external entities relevant to flight operations; and

Page 1 - 25
ORGANIZATION AND
PART A 01 Aug 2020
c) When being unable to perform work duties, the Director Flight

Operations shall assign his responsibilities to a suitably qualified
1.3.8 Duties and Responsibilities – Deputy Director of Flight Operations
a) The minimum initial qualification and experience for the Deputy
Director of Flight Operations are:
1) A valid ATP license with the appropriate ratings for at least one
of the aircraft used in the VietJet’s operations;
2) 3-year experience as PIC in commercial air transport operations
of large aircraft
b) The Deputy Director of Flight Operations reports to DFO and is
responsible for:
1) The controls of all flight operations and the management of
safety, security, risk tolerability and quality outcomes, including
recommendation of implementation and monitoring of safety,
security and quality activities and processes in accordance with
VARs and VJC policies;
2) Assisting in planning the recruitment and selection of crew. He
will make recommendation concerning the employment,
appointment, promotion and dismissal of crew; and
3) Specific work duties will be assigned by Director of Flight
Operations on a daily basis.
1.3.9 Duties and Responsibilities – Manager of Standards & Compliance
a) The minimum initial qualifications and experiences for the Manager of
Standard & Compliance are:
1) An ATP license with the appropriate ratings for at least one of
the aircraft used in the AOC holder’s operations and have a valid
operations.
3) Hold a Designated Pilot Examiner (DPE) certification.
5) Knowledge of aviation law industry and aviation regulations.

Page 1 - 26
ORGANIZATION AND
PART A 01 Aug 2020
b) The Manager of Standards & Compliance has an oversight of VietJet

Flight Operations and Training standards and manages the day-to-
day interface of all Operational functions to ensure compliance with
Vietnam Aviation Regulations and other applicable international
regulation. He shall report to DFO with responsibilities include:
1) Responsible for the establishment and promulgation of
standards for all flight operation staffs to comply with, during flight
and training operations;
2) Recording and analyzing of any deviation from the company
standards, ensuring corrective action and necessary
adjustments to be made in a timely manner in order to avoid
undesirable trends;
3) Monitor any updates in all operation manuals to ensure content
accuracy, standardization and the related documentation,
policies and procedures are amended as required;
4) Supervise the development of standards and procedures in order
to meet departmental (and third party) needs, in compliance with
national and international regulations and standards as well as
best practices;
5) Provide a forum for researching, evaluating, implementing new
suggestions to promote standard development;
6) Maintain a feedback system through open communication with
the DFO, Crew Training Postholder and relevant flight operation
departments ensuring all standard issues are clearly understood
and implemented;
7) Submit periodically report for DFO giving details on the level of
standardization and subjects for continuous improvement;
8) Liaise with DFO and Safety & Quality Assurance (SQA)
Department in order to coordinate interfaces and communication
with CAAV and foreign national aviation authorities; compliance
with VARS, IOSA, and ICAO standards;
9) Liaise with SQA Director for the acknowledgement, investigation
and discipline action if required following details from Operation
Safety Report, Voluntary Report and Mandatory Occurrence
Report;
10) Assist DFO with closure of audit findings;
11) Participate in Safety Committee meetings and others meetings
as required; and

Page 1 - 27
ORGANIZATION AND
PART A 01 Aug 2020
12) Any other duties as delegated by the Director of Flight

Operations.
c) When being unable to perform work duties, the Manager of Standards
& Compliance shall assign his responsibilities to a suitably qualified
1.3.10 Duties and Responsibilities - Duty Pilot
a) The Duty Pilot provides a focal point and contact for the Duty Manager
and VietJet Flight Crew on a 24-hour basis for any urgent Operational
and Technical related matters.
b) He is selected from a pool of Management Pilots and approved Pilots
including the DFO, Chief Pilot, Deputies, Technical Pilots, Base
Captains, and Manager of Standards and Compliance and other
Qualified Pilots as selected by the DFO.
The name of the Duty Pilot will be available in the Duty Managers
information folder. Responsibilities of this position include:
1) To be available on a 24-hour basis for any urgent operational and
Technical related matters.
2) Maintain a close contact with DFO and OMC Manager.
3) Joint authority with the PIC over the decision functions, duties or
tasks associated with the operational control of each flight;
4) Authorize decisions which are required for a consistent, safe and
reliable conduct of flights. If in doubt about legality contact DFO
or Standards & Compliance Manager.
5) Be available during normal office hours for any member of Flight
Crew who is unable to contact the DFO, Chief Pilot or Technical
Pilot for urgent enquiries. Under normal conditions during office
hours decisions are taken by the Chief Pilot or DFO in
coordination with all involved parties.
6) Brief on a daily basis Senior Management in Operations of
important events affecting daily Flight Operations as required.
7) Provide assistance to Pilots and MCC on Technical related
matters. During office hours the Duty Pilot may redirect the
matter to the Technical Pilot or his representative:
• MEL clarification;
• Coordinate on behalf of Flight Operations for MEL repair
extension

Page 1 - 28
ORGANIZATION AND
PART A 01 Aug 2020
• To be present in OMC during Crisis, emergencies or any

time when representation of Flight Operations is required.
8) Normally the Duty Pilot does not have direct involvement in the
process of Compassionate or Emergency Leave allocation. Crew
Department is automatically authorized to assign
Compassionate or Emergency Leave. Post approval, admin
office will ensure submission of evidence by the Pilot to ensure
justified absence.
9) Duty Pilot generally does not get involved in any issue
concerning crew rosters such as Flight swap or change of Duty
in the Roster; however, he can liaise between crew and roster if
it expedites the matter;
Operations.
1.3.11 Duties and Responsibilities - Chief Pilot (Wide Body Aircraft/ Narrow
Body Aircraft)
a) The minimum initial qualifications and experiences for the Chief Pilot
(Wide Body Aircraft or Narrow Body Aircraft) are:
operations.
b) Reports to the Director Flight Operations respective to his appointed
type of aircraft (Wide Body or Narrow Body) and is responsible for the
control of all flight deck crew functions and the management of safety,

Page 1 - 29
ORGANIZATION AND
PART A 01 Aug 2020
1) Ensure qualified pilots for day to day operation and oversight of

flight safety standards by all flight deck crew;
2) Issue Notices to Pilots and other documentation as necessary to
update flight deck crews on procedural or other operational
matters;
3) Prepare and recommend changes to manuals, operating
procedures, etc., as necessary;
4) Regularly communicate with line flight deck crews and check and
training personnel to ensure all personnel are aware of the
required standards and that all operations are conducted in a
standardized manner;
5) Determine the categorization of airports into which VietJet
Air operates;
6) Oversee the duties of all check and training pilots;
7) Maintain flight crew flight and duty time records and to monitor
crew utilization to ensure compliance with the applicable
regulations; and
8) Participate in Safety Committee meetings;
9) Any other duties as delegated by the Director Flight Operations.
c) When being unable to perform work duties, the Chief Pilot shall assign
his responsibilities to a suitably qualified designated representative.
1.3.12 Duties and Responsibilities – Deputy Chief Pilot
a) The minimum initial qualifications and experiences for the Deputy
Chief Pilot are:
operations.
6) Knowledge of dispatch
8) Knowledge of emergency response

Page 1 - 30
ORGANIZATION AND
PART A 01 Aug 2020
b) Reports to the Chief Pilot and is responsible for:

1) Assisting the control of all flight deck crew functions and the
management of safety, security and quality outcomes including
implementation and monitoring of safety, security and quality,
training activities and processes in accordance with VARs and
VJC policies.
Operations/Chief Pilot
c) When being unable to perform work duties, the Deputy Chief Pilot
shall assign his responsibilities to a suitably qualified designated
representative.
1.3.13 Duties and Responsibilities - Technical Pilot
a) The Technical Pilot is active line pilot (Pilot-in-Command) and is
appointed to this position by the Flight Operations Director with the
consent of the Accountable Manager. The minimum initial
qualifications and experiences for the Technical pilot are:
operations.
5) Knowledge of aircraft technical matters.
b) Reports to Chief Pilot/DFO and has the authority to enquire into all
Technical aspects of Flight Operations. The Technical Pilot keeps
informed on all Technical developments in aviation, in order to keep
VietJet in line with future developments, he is responsible for
coordination and communication between Flight Crew and
Maintenance Department regarding all Technical matters.
1) Monitor the Technical status of the fleet to determine trends; for
this purpose, any irregularities and airplane Technical Log
discrepancies shall be the main source of information;
2) Forward any apparent trends to the attention of the DFO/Chief
Pilot/Head of Maintenance Department;

Page 1 - 31
ORGANIZATION AND
PART A 01 Aug 2020
3) Correct and advise DFO/Chief Pilot of any discrepancies

discovered in Technical publications, eg. MMOE, MEL;
4) Ensure any MEL changes are published in cooperation with the
Head of Maintenance and monitors conformity;
5) Establish approved Flight Test programs for the Certificate of
Airworthiness renewals, engineering and other test flights they
may become necessary and ensures that such flights are
conducted in accordance with an approved flight test program;
6) Monitor and contribute to the continued airworthiness of all fleet
aircraft by closely liaising with Maintenance department;
7) Ensure that all ferry flights which are planned for Technical
reasons comply with approved published procedures;
8) Facilitate and take part in any hearings which have been
influenced or partially influenced by Technical problems;
9) Advise the Head of Maintenance of any Technical developments
that might prove of benefit to VietJet;
10) Liaise on matters regarding fuel savings and EFB solutions
11) Provide support and assistance to SQA department in the
performance of Quality assurance program;
12) Participate in required meetings or operational presentations;
13) Provide a forum for proper reviewing and discussion of ideas to
problems encountered and support wherever needed;
14) Supervise the maintenance and development of Operations
Manual;
15) Review new technology by forms of internal and external
presentations;
16) Review and advice to DFO relating to aircraft proposals and
Regulatory Requirements, defining Ground Rules and specific
performance capabilities; and
Operations.
1.3.14 Duties and Responsibilities - Safety Pilot
a) The Safety Pilot is active line pilot (Pilot-in-Command) and is
appointed to this position by the Flight Operations Director. The
minimum initial qualifications and experiences for the Safety Pilot are:

Page 1 - 32
ORGANIZATION AND
PART A 01 Aug 2020

operations.
5) Knowledge of flight safety management.
6) Knowledge of Flight Data Monitoring Program (FDMP)
b) Reports to the Director Flight Operations and is responsible for the
compliance and strict observations of all regulations, safety standards
and procedures and to conduct research and development on flight
safety matters as well as to investigate accidents/incidents involving
Company aircraft or personnel with the aim of promoting safety
awareness, accident prevention or avoiding recurrence.
1) Study accidents/incidents/safety reports; generate reports on
lesson learned for crew knowledge enhancement with the aim of
promoting safety awareness and efficiency.
2) Conduct research and development on flight safety matters with
the aim to enhance flight safety as well as increasing the
efficiency of flight safety processes.
3) Cooperate with SQA for corrective action related to flight safety
operations resulting from quality audits within his area of
responsibilities.
4) Monitor and review the effectiveness of corrective strategies.
5) Coordinate with SQA Department for the investigation of
accidents/incidents affecting VietJet flight safety operations or
personnel with the aim of accidents/incidents prevention and/or
avoiding recurrence.
6) Organize, facilitate and maintain FSAG and FRMC meetings;
7) Conduct Technical and Non-Technical investigation of any
aviation safety related event, when required.
8) Investigate aircraft incidents and accidents, and recommend
corrective and preventive measures and ensure compliance as
and when necessary.

Page 1 - 33
ORGANIZATION AND
PART A 01 Aug 2020
9) Conduct periodic operational safety audits on en-route, ramp

and facilities operated by VietJet to ensure safety standards are
being maintained and continually exercised.
10) Evaluate current practices and recommend new procedures and
method to improve safety standards.
11) Attend Safety Meeting and other meetings as required.
Operations
c) When being unable to perform work duties, the Safety Pilot shall
assign his/her responsibilities to a suitably qualified designated
representative.
1.3.15 Duties and Responsibilities - Base Captain
a) The Base Captain is active line pilot (Pilot-in-Command) and is
appointed to this position by the Flight Operations Director. The
minimum initial qualifications and experiences for the Base Captain
are:
the aircraft used in the AOC holder’s operations and;
operations.
b) Reports to Chief Pilot and manages all base operational matters. The
Base Captain is responsible for the effective administration and
overall management of respective base operations. Responsibilities
of this position includes:
1) Manage assigned operations functions in the operations base
functions with respects to flight operations, ground operations,
maintenance and operations supports;
2) Directly responsible for the establishment of standards and the
maintenance of discipline within the Flight and Cabin Crew:
Standard Operation Procedures (SOP), Code of Conduct at the
operations base;
3) Ensure the cooperation with all department’s Base In-Charge
from Flight Operation, Crew, Ground Operations, Maintenance,
Safety on matters that affect operational policies;

Page 1 - 34
ORGANIZATION AND
PART A 01 Aug 2020
4) Supervise operation and maintenance matters directly relating to

Flight and Cabin Crew on its operation base;
5) Gather, analyze Captain and Operations Reports, and
disseminate vital information to the Flight Crew and Cabin Crew
in the Operation Base;
6) Coordinate with Rostering Department on Crew roster issues
and requirements;
7) Investigate and implement disciplinary action of crew under his
jurisdiction with authorization by the Chief Pilot;
8) Implement operational updates: Notice to Pilot NTPs, Temporary
Notice TNs, Safety, Admin Notices;
9) Assist the Chief Pilot on airport (special) categorization,
facilitating management of change to new routes and
destinations;
10) Chair the periodical operation meeting with all department’s
Base-in-charge to propose solutions for operations
improvement; and
11) Perform other duties as and when required by the DFO/ Chief
Pilot.
c) Base Captain shall assign his responsibilities to Base Safety Officer
when he is unable to perform work duties.
1.3.16 Duties and Responsibilities – Base Safety Officer
a) Base Safety Officer (BSO) who are currently pilot flying for VietJet,
BSOs will be nominated by Flight Operation Department to perform
safety duties at designated VietJet base.
b) Minimum qualifications and experience:
1) Operating pilot with a minimum of 3 years’ experience with
VietJet
2) Must have training on Flight Data Monitoring system
3) Aviation Safety investigation qualification; and
c) Base Safety Pilot shall report to the Safety Pilot and have the overall
responsibilities to:
1) Manage the Flight Data Monitoring Program (FDMP), ensuring
that required information is provided in an acceptable format, on-
time each month and as required when an investigation is
undertaken;

Page 1 - 35
ORGANIZATION AND
PART A 01 Aug 2020
2) Monitor flight data for any SOP exceedances, passing on

findings in a timely manner to the Company FDM team for further
analysis
3) Review and analyze FDMP information and identify trends and
areas of risk. From this analysis, in consultation with applicable
Flight Operations representatives, develop action plans to
mitigate/reverse negative trends
4) Compile and present monthly statistics on FDM results;
5) Attend the monthly safety meeting in order to disseminate
statistical information in relation to FDM; and
6) Any other duties as delegated by the Safety Pilot.
1.3.17 Duties and Responsibilities – Manager of Operations Management
Centre
Reference: VAR 12.060 (k), VAR 16,013(a)(5), VAR 16,013(a)(6)
ISM DSP 1.3.1A; DSP 1.3.2B (i)
a) The minimum initial qualifications and experiences for the Manager
Operations Management Centre are:
1) Have appropriate training, experience and proficiency.
2) Comply with relevant legislation and safety requirements in
operations.
3) Have appropriate aviation knowledge of safety standards and
aircraft operations experience.
4) Have appropriate aviation knowledge of regulations in VAR Part
12.
5) Have appropriate aviation knowledge of approved operations
ratings.
6) Have appropriate aviation knowledge of requirements for
maintenance, operations and airworthiness.
7) Have appropriate aviation knowledge of operations manuals.
control of all flight operations management functions and the
management of safety, security, risk tolerability and quality
outcomes, including implementation and monitoring of safety,
security and quality activities and processes in accordance with
VARs and VJC policies. Responsibilities of this position include:

Page 1 - 36
ORGANIZATION AND
PART A 01 Aug 2020
1) Overall management and development of the Operations

Management Centre;
2) Plan, organize and manage all flight and, as applicable, other
related activities including coordination of the scheduling and re-
scheduling of aircraft;
3) Establish procedures for the management of flight dispatcher,
flight crew, cabin crew scheduling, utilization, etc.;
4) Produce flight plan and maintain flight document records to
ensure compliance with VARs;
5) Assist in the preparation and amendment of required AOC
documentation;
6) Overall management and ensuring that Flight Locating and the
Flight following/watch procedures are carried out timely and
diligently by Operations Control Center;
7) To ensure that the monitoring of the progress of the flight and the
provision of the information to the flight crew that may be
necessary to safety;
8) The supply of all necessary performance data and flight
planning/navigation documentation before each flight in
coordination with Flight Operations Engineering; and
9) Security issues that could affect the routing of the flight or its
airport of intended landing.
10) Serves as a coordinating center for the collection of all available
flight information on which plans and decisions are based for the
most efficient, safe and legally compliant operational control of
Company aircraft;
manufacturers and other external entities relevant to operational
control;
12) Ensure the management systems for operational control defines
the safety accountability, authorities and responsibilities of
management and non-management personnel that perform
functions relevant to the operations control of flights;
13) Participate in Safety Committee meetings; and
Operations.
c) When being unable to perform work duties, the Manager Operations
Management Centre shall assign his responsibilities to a suitably
qualified designated representative.
Page 1 - 37
ORGANIZATION AND
PART A 01 Aug 2020
1.3.18 Duties and Responsibilities - OMC Duty Manager

Reference: ISM DSP 1.3.2B (ii)
a) The minimum initial qualifications and experiences for the OMC Duty
Manager are:
1) A Degree of university of technology or foreign trade university
is preferable but not essential or substantial professional
experience from similar position.
2) Must poses a Flight Dispatchers License.
3) Knowledge of flight operations.
7) Knowledge of safety/security and quality system.
b) Reports to the OMC Manager/Deputy Manager, the OMC Duty
Manager is responsible for the overall exercise of operational control
over the entire VietJet Air Network of Operations:
1) Operate as the coordinating and focal point for decision making
in close liaison with the Scheduling department to implement
cost efficient operational decisions throughout the VietJet Air
network.
2) Take all necessary steps to ensure a safe and punctual operation
in accordance with the Company Operations Manual and
operating procedures, on a cost-efficient basis.
3) Monitor and anticipate events that may impact upon operational
integrity and to take such steps as might be necessary to mitigate
disruption to the flying program.
4) Prepare and revise all operational routes on VJC network and
updating data to the planning system.
5) Proactively manage the flight schedule by maintaining the
company flight following system, and maintaining a weather and
NOTAM watch as appropriate to the operation, to minimize
potential disruptions.
6) During abnormal or emergency operations, ensure that the
appropriate procedures are implemented and senior
management is informed as necessary.

Page 1 - 38
ORGANIZATION AND
PART A 01 Aug 2020
7) Maintenance of network control and integrity in accordance with

VietJet Air Policy and Standard Operating Procedures.
8) Delivery of VietJet Air Customer Service and Communications
standards on a Network level.
9) Supervision and shift Management of operations staff.
10) Produce daily operations delay/occurrence reporting.
11) Able to carry out all Dispatch duties of a duty Dispatcher in case
of Flight Dispatcher personnel are unable to carry out work
duties.
1.3.19 Duties and Responsibilities - Flight Dispatcher/ FOO
Reference: VAR 16.013(b), VAR 16.015(c), VAR 16.023(b), VAR
16.023(c), VAR 10.114 (b)
ISM DSP 1.5.5 (i) (ii) (iii)
Dispatcher are:
2) Must poses a Flight Dispatchers License.
b) Reports to the OMC Duty Manager and the Flight Dispatcher on duty
is responsible for:
1) The operational control of Company flights. Such responsibility
is shared with the Pilot-in-Command (PIC). His / her decisions
are based upon safety, regulatory compliance, scheduled
operations and economics.
2) Supports, briefs and/or assists the PIC or designated member of
management regarding risk tolerability with respect to the safe
conduct of each flight.

Page 1 - 39
ORGANIZATION AND
PART A 01 Aug 2020
3) Should maintain complete familiarization with all features of the

operation which are pertinent to such duties, including
knowledge and skills related to human performance.
4) For passenger-carrying flights conducted on a scheduled basis,
a qualified pilot or flight dispatcher shall be on-duty at an
operation base to perform the operational control functions.
5) A qualified Dispatcher performing the operational control duties
shall avoid taking any action that would conflict with the
procedures established by:
• Air traffic control;
• The meteorological service;
• The communications service; or AOC Holder
6) If an emergency situation which endangers the safety of the
aeroplane or persons becomes known first to the flight
dispatcher, action by that person shall include, where necessary,
notification to the appropriate authorities of the nature of the
situation without delay, and requests for assistance if required.
7) For commercial air transport operations, the operational control
requirements of VAR Part 16 shall apply.
8) Evaluating the weather for present conditions and future trends,
as it will affect the areas of the system over which he will exercise
control.
9) Checking the Dispatch Information File and company manuals
for current instructions and policies.
10) Checking field conditions and NOTAMS for current conditions of
enroute and terminal facilities.
11) Discussing with the dispatcher being relieved any operations
plans for his/her shift.
12) Requesting and checking Computer Flight Plans ("CFP") for the
flight(s) under his/her control, for errors in routes, altitudes,
weights, check points, times, weather information, required fuel
etc.
13) Verifying the proper fuel loads for the flights under his/her
jurisdiction, giving consideration to the relative cost of fuel at the
various stations. He will also notify appropriate personnel
concerning the fuel requirements.
14) Verifying maximum takeoff, landing and zero fuel weights for
each flight segment.

Page 1 - 40
ORGANIZATION AND
PART A 01 Aug 2020
15) Issuing dispatch releases for individual flights after selecting

suitable alternates and considering above factors, and issuing
amendments to releases as required by changing conditions.
16) Monitoring the progress of flights under his/her control
17) Keeping himself / herself current and qualified in all aspects
related to dispatch procedures, Operations Specifications, the
content of the Operations Manual (OMA) and Company aircraft.
18) Co-ordinate with the OMC on any last-minute changes in
schedules, equipment, delays, cancellations of flights, etc.
19) Co-ordinate with other stations is order to facilitate the 'on-time'
operation of flights.
20) Obtain and log all required information in the Shift Log and
Communications Log.
21) Issue pertinent information to stations involved about delays,
change of equipment, rerouting, cancellations, etc.
22) Verify the validity of over fly permits for each flight over which he
will exercise operational control.
1.3.19.1 Flight Release: Amendment or Re-release Enroute
Reference: VAR 16.053 (a), VAR 16.053 (b), VAR 16.053 (c)
a) Each Dispatcher who amends a flight release while the flight is en
route shall record that amendment.
b) The original flight release must not be amended with regards to
change 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.
c) No Pilot or Dispatcher may allow a flight to continue to an aerodrome
to which it has been released if the weather reports and forecasts
indicate changes which would render that aerodrome unsuitable for
the original flight release.
1.3.19.2 Familiarity with Weather Conditions
Before issuing a Dispatch Release for a flight, the Dispatcher must be
thoroughly familiar with the latest available weather reports or forecasts or
combination thereof for the route to be flown, including the departure,
destination and alternate airports.

Page 1 - 41
ORGANIZATION AND
PART A 01 Aug 2020
1.3.19.3 Dispatch Release

Reference: VAR 16.037 (a), VAR 16.045 (a), VAR 16.050, VAR 16.055
a) A Dispatch Release will be issued for all company flights dispatched
by VietJet Air Flight Dispatchers and will cover Domestic and
International Flights. The Dispatch Release will be issued under the
authority of the Dispatcher on duty. The Dispatcher may delegate the
authority to sign a release, but he/she may not delegate his authority
to dispatch. In order to be valid, a Dispatch Release must have the
full concurrence of the Pilot-in-Command.
b) A Dispatcher may not release an aircraft over any route or route
segment unless there are adequate communications and navigational
facilities in satisfactory operating condition as necessary to conduct
the flight safely.
c) A Dispatcher may not release a flight under VFR or IFR unless the
weather reports and forecasts indicated that the flight can reasonably
be expected to be completed as specified in the release.
d) A Dispatcher may not issue a flight release unless he or she is familiar
with the anticipated loading of the aircraft and is reasonably certain
that the proposed operation will not exceed the:
1) Centre of gravity limits;
2) Aircraft operating limitations; and
3) Minimum performance requirements.
e) A Dispatcher may not release an aero plane whose weight is more
than 5700kg carrying passengers under IFR or night VFR conditions
when current weather reports indicate that thunderstorms, or other
potentially hazardous weather conditions that can be detected with
airborne weather radar, may reasonably be expected along the route
to be flown, unless the airborne weather radar equipment is in
satisfactory operating condition.
f) A Dispatcher may not release a flight unless he or she has
communicated all information and reservations they may have
regarding weather reports and forecasts to the PIC.
1.3.19.4 Dispatch Release Form: Domestic and International
The Company Dispatch Release must contain at least the following
information for each flight:
a) Identification number of the air plane.
Page 1 - 42
ORGANIZATION AND
PART A 01 Aug 2020
b) Flight number.
c) Departure airport, intermediate stops, destinations airports, and
alternate airports.
d) A statement of the type of operations (VFR, IFR).
e) Minimum fuel supply
1.3.19.5 Flight Dispatch Documentation
a) The Flight Dispatch Documentation must contain at least the following
information for each flight.
b) The Dispatch Release must contain and have attached to it, weather
reports, available weather forecast or combination thereof, for the
destination airports, intermediate stops, and alternate airports, that
are the latest available at the time the release is signed by the Pilot-
in-Command and Dispatcher. It may include any additional available
weather reports or forecasts that the Pilot-in-Command or the
Dispatcher consider necessary or desirable.
1.3.20 Duties and Responsibilities – Flight Watch Officer
Reference: VAR 16.023, VAR 16.027, VAR 16.023 (a)(4)
Dispatcher are:
2) Must pose a Flight Dispatchers License.
b) Duties and Responsibilities of Flight Watch Officer include:
1) The on-going monitoring of the status of the aircraft and all
variables pertaining to the operational flight plan, with particular
emphasis on meteorological conditions, aerodrome conditions,
aircraft minimum equipment list, unserviceable items and fuel
requirements.

Page 1 - 43
ORGANIZATION AND
PART A 01 Aug 2020
2) Utilize systems by using the primary systems Flight Data Display,

Flight Radar 24, ACARS (OPS System) & VHF Radio.
3) Monitor the delays and timings by AIMS which will be then
reported to the Duty manager.
4) Monitor the movement of a flight with regard to terms and
conditions established by the operational flight plan.
5) Anticipate the requirements of all flights and closely following
their progress.
6) Keep thoroughly familiar with changing weather and operating
conditions.
7) Anticipate the need for and provide the Pilot-In-Command with
any information required assuring the completion of flight in a
safe, legal, and efficient manner.
8) Perform other duties assigned by Duty dispatcher.
1.3.21 Duties and Responsibilities – Manager of Flight Operations
Engineering
Flight Operations Engineering are:
1) A Degree of university of technology or foreign trade university is
preferable but not essential or substantial professional
5) Knowledge of flight operation performance.
6) Knowledge of flight operations manuals.
control of all flight operations engineering functions and the
management of safety, security and quality outcomes, including
implementation and monitoring of safety, security and quality activities
and processes in accordance with VARs and VJC policies.
1) Overall aircraft performance, weight and balance calculation and
elaboration of operational documentation;
2) Liaise with the flight crew manager/chief pilot and operations
management center manager, and interface with the
manufacturer on all performance and operational documentation
issues;
Page 1 - 44
ORGANIZATION AND
PART A 01 Aug 2020
3) Prepare and update aircraft navigation database;

4) Liaise with the flight crew manager/chief pilot and line crew for
preparation, revision and of update VJC aircraft operating
procedures, as well as the procedures for special operations
such as: RVSM, PBN, AWO;
5) Cooperate with the maintenance for all Mod, AD, SB, that should
be affected to the aircraft operating procedures;
6) Manage the flight operations documentation acquisition and
distribution system to ensure that all flight, cabin crew, and
dispatch personnel have access, online (or in hard copy) to
relevant and updated operational manuals and/or
documentation; and
7) Manage the VietJet Air Flight Operations Documentation library
whether in printed or electronic copy formats, ensuring that the
computer system used for this purpose is a secure and safe
storage medium and that a daily file backup system is
implemented; and
Operations.
c) When being unable to perform work duties, the Manager FOE shall
assign the responsibilities to a suitably qualified designated
representative.
1.3.22 Duties and Responsibilities - Chief Cabin Crew
a) The minimum initial qualifications and experiences for the Chief Cabin
Crew are:
1) A Bachelor Degree in any field is preferable but not essential
and/or substantial professional experience from similar position
2) Knowledge of aviation industry and aviation regulations
3) An understanding of the in-flight entertainment system
4) Knowledge of customer service in-flight.
5) Knowledge of safety/security management and quality systems.
control of all cabin crew functions and the management of safety,

Page 1 - 45
ORGANIZATION AND
PART A 01 Aug 2020

1) Plan, organize and manage all cabin crew related activities
including initial and recurrent training in order to have enough
cabin crew for day to day operation and the monitoring of in-flight
service and safety standards;
2) Participate in cabin crew recruitment and selection;
3) Prepare and update cabin crew manuals and other
documentation;
4) Establish appropriate in-flight service procedures including
procedures for the in-flight sale of food, drink and other saleable
items;
5) Maintain cabin crew flight and duty time records and to monitor
crew utilization to ensure compliance with the applicable
regulations;
manufacturers and other external entities relevant to cabin
operations;
7) Participate in Safety Committee meetings; and
Operations.
c) When being unable to perform work duties, the Chief Cabin Crew
shall assign his/her responsibilities to a suitably qualified designated
representative.
1.3.23 Duties and Responsibilities of Cabin Crew
Cabin crew is required to be present on public transport flights to perform
duties in the interest of the safety of passengers. They must be well
trained and informed about safety policies of VietJet.
The primary purpose of the cabin crew is to ensure passengers safety.
They must inform passengers on emergency and safety procedures
during all phases of the flight and manage procedures following an
emergency in accordance with the Operations Manual and Pilot-in-
command instructions.
a) Purser
Purser shall be nominated for the flight.
The purser shall:
Page 1 - 46
ORGANIZATION AND
PART A 01 Aug 2020
1) Have the overall responsibility to the aircraft pilot-in-command

for the conduct, co-ordination and performance of the cabin
operations and safety duties.
2) In the event of an emergency, receive briefings from the PIC,
brief cabin crew, coordinate the execution of emergency
procedures as prescribed in the CCM.
3) Ensure preflight briefing is done between cabin crew and flight
crew before commencing flight duty.
4) Conduct an effective preflight briefing and debriefing of the CC
to ensure each member has a sound knowledge of safety,
standard procedures and inflight service.
5) Verify that all cabin crew are fit for the flight and that they have
their documents for flight duty.
6) To determine the next most senior cabin crew during pre-flight
briefing in the event of Purser incapacitation.
7) Check the safety and security before and after flights. To ensure
that safety is maintained for our customers and company assets,
to prevent and remind unruly passengers on violation of safety
rules. When there are problems regarding technical issues,
security, any abnormal situations; the Purser must notify Captain
for immediate action.
8) Co-ordinate and organize the functions and tasks of all cabin
crews and also ensuring efficient communication with all
crewmembers and ground staff.
9) Ensure the correct number of passengers of the flight before
closing the door of the aircraft.
10) Make announcements on the flight strictly as per announcement
handbook unless otherwise instructed by CCD.
11) Ensure a high quality of cabin safety though the effective
management of CC, supervise and problem solving for all safety
issues arising during the flight.
b) Cabin Crew
Cabin crew shall report any irregularities, which they observe and
which are related to safety, to the PIC through the Purser. When they
consider the matter is urgent, the crew may report directly to the PIC.
Each cabin crew shall:

Page 1 - 47
ORGANIZATION AND
PART A 01 Aug 2020
1) Responsible to the Purser for the performance in the

implementation of tasks and absolute compliance with Purser
guidance.
2) To attend pre-flight briefing under the management of Purser.
3) Strictly implement CCD regulations, and company policies and
also regulations set by the airport authorities.
4) Performance of customer service, compliance with security and
safety procedures, policies of the company as follows.
i. Be well prepared and fit for the flight;
ii. Ensure to comply with the “Fasten seat belt” and “No
smoking” signs;
iii. Ensure the comfort and safety of the passengers; and
iv. Ensure that passengers safely escape in any emergency
evacuation.
5) Check the safety and security before and after flights. To ensure
that safety is maintained for our customers and company assets,
to prevent and remind unruly passengers on violation of safety
rules. When there are problems regarding technical issues,
security, any incidents that might affect the flight safety, cabin
crew must immediately notify the Purser and Pilot-in-Command
for immediate action.
1.3.24 Duties and Responsibilities – Manager of Rostering
Rostering are:
1) Degree level or Honors;
2) Extensive knowledge and appropriate application of rostering
principles and practices;
3) Sufficient knowledge and experience of personnel management
including recruitment, development, assessment training,
personal policy development and personal administration to
manage the staff development function;
4) At least 3-year experience in crew planning or a related
environment;
5) English Language proficiency (speaking, reading and writing);
6) Ability to negotiate successfully in the interest of the airline;
7) A proven ability to establish working relationships with
operational, technical and administrative staffs and to operate as
part of a senior management team;
Page 1 - 48
ORGANIZATION AND
PART A 01 Aug 2020
8) Ability to build good working relationships through co-operation

and teamwork; and
9) Be receptive to ideas, suggestions and concepts that would
enhance improvement to the quality and the safety of the Airline
Operation.
b) Reports to Director Flight Operations and is responsible for the control
of all crew rostering functions and the management of safety, security
and quality outcomes, including implementation and monitoring of
safety, security and quality activities and processes in accordance
with VARs and VJC policies. Responsibilities of this position include:
1) Be accountable for the production of optimized rosters for Pilots
and Cabin Crew which are compliant with CAAV VAR-15
requirements and Company Scheduling Requirements;
2) Plan and manage 24 hours day by day all flight and cabin crew
scheduling and rostering according to the programs and time
schedules;
3) Ensure crew scheduling includes daily standby/Reserves
suitable to the day of operations;
4) Monitor training and checking requirements to ensure required
qualifications are maintained and up-to-date and control of crew
records are complied with applicable regulations;
5) Ensure AIMS inputs conform to actual records of crew
constraints and AIMS system configuration (SYSCON) be
correctly configured in compliance with regulatory requirements;
6) Ensure that changes result in least disruption to the publish
roster;
7) Contribute to any emergency support in which crewing demands
require direct intervention;
8) Track and report on agreed performance measures;
9) Manage all relevant staffs to ensure consistent and efficient
service is provided;
Operations; and
c) The Manager Rostering shall assign his responsibilities to a suitably
qualified designated representative when he is unable to perform
work duties.

Page 1 - 49
ORGANIZATION AND
PART A 01 Aug 2020
1.3.25 Duties and Responsibilities – Manager of Admin & Planning

Administration are:
1) Minimum 3-year Administrative or Management experience in
aviation;
2) Experience in Aircraft Operations and Operations/ Crew support;
and
3) Good English communication.
b) Reports to Director Flight Operations and is responsible for the control
of all administration and planning functions. Responsibilities of this
position include:
1) Prepare Flight Operations planning based on the operations
criteria including: operations plan, human resources, training and
budget plans. Submit the flight operations plan for approval and
report the plan implementation as requires;
2) Maintain all Crew records and carry out Crew Licensing function
including but not limit to: Crew License endorsement in order to
assure Crew and Operations staff are qualified for assigned
duties;
3) Manage, control and assure all flight operations logistics,
operations support, crew welfare and Flight Operations
Department assets;
4) Cooperate with operations department to assist administration
and operations support in main Base and out operational main
bases; and
5) Take part in Flight operations project as required by the VJC
management; and
6) Any other duties as delegated by the Director Flight Operations.
c) The Manager Administration shall assign his responsibilities to a
suitably qualified designated representative when he is unable to
perform work duties.
1.3.26 Duties and Responsibilities - Flight Operations Safety Officer
Refer to SMSM 3.4.9 for details.
1.3.27 Duties and Responsibilities – Cabin Crew Managers
Refer to CCH 1.3 for details.

Page 1 - 50
ORGANIZATION AND
PART A 01 Aug 2020
1.3.28 Management Review

a) VietJet Air will convene a management review meeting of all senior
operations, engineering and ground operations personnel on a
regular basis but not less than a minimum of once per year.
b) The agenda for the meeting must include a general assessment of
the management system to ensure all defined elements are
functioning effectively including an assessment of operational
performance to ensure that the management system is producing the
desired operational safety, security and quality outcomes. Any
deficiencies in the management system arising from the management
review must be addressed and improvements implemented to
enhance the performance of the system.
c) The management review is a formal process and documentation in
the form of meeting schedules, agendas and minutes must be
produced and retained. Outputs from the management review,
including implementation plans, should be communicated to all
concerned parties.
d) Inputs to the management review should include, but not be limited
to, the following:
1) Results of audits, inspections and investigations;
2) Safety and quality results;
3) Operational feedback;
4) Changes in regulatory policy or civil aviation legislation;
5) Process performance and organizational conformity;
6) Status of corrective and preventative actions;
7) Follow-up actions from previous management reviews;
8) Feedback and recommendations for management system
improvement; and
9) Any regulatory violations.
e) Outputs from the management review process should include
decisions related to:
1) Improvement in the effectiveness of processes throughout the
management system;
2) Improvement of safety and quality requirements and resource
needs; and
3) The dissemination of information regarding VietJet Air's quality
and safety system to ensure an organizational awareness of
compliance with regulatory and internal requirements.

ORGANIZATION AND Page 1 - 51
RESPONSIBILITIES
AUTHORITY, DUTIES AND Iss05/Rev00
OPERATIONS MANUAL RESPONSIBILITIES – PILOT-IN-

PART A COMMAND 01 Aug 2020

COMMAND
1.4.1 Introduction
References: VAR 10.110 (a), VAR 10.110 (b), VAR 10.110 (c), VAR
10.153, VAR 10.297 (a), VAR 10.297 (b), VAR 10.110 (d), VAR 10.007
a) Pilot-in-command means the pilot member of the flight crew in
command of the flight and who is properly qualified and designated by
VJC to serve as Pilot-in-command.
b) The pilot-in-command has over-riding responsibility and ultimate
authority for the safe conduct of a flight from the time all doors are
closed until the aircraft comes to rest with the first door open and shut
down procedures completed. He has the discretionary powers to
apply greater safety margins regarding fuel uplifted, weather minima,
terrain clearance and other operational matters such as whether a
flight will continue, delay or divert, than set out in VietJet Air manuals,
if circumstances justify such action.
c) The PIC of an aircraft shall have final authority as to the operation of
the aircraft while he or she is in command.
d) The PIC of an aircraft shall, whether manipulating the controls or not,
be responsible for the operation of the aircraft in accordance with the
rules of the air, except that the PIC may depart from these rules in
emergency circumstances that render such departure absolutely
necessary in the interests of safety.
e) When an aircraft is being pushed back or towed by a ground tractor
the pilot-in-command retains authority and responsibility, except for
responsibility for the avoidance of obstacles and for proper operation
of the ground tractor.
f) The pilot-in-command as a member of VJC senior staff is expected at
all times and in all circumstances to uphold the prestige of VJC. The
pilot-in-command's authority over all crew members commences at
the nominated reporting time for the commencement of duty and
concludes when the formalities of arrival have been completed.
g) The PIC shall not conduct operations for which a specific approval is
required by this Schedule unless such approval has been issued by
the CAAV. Specific approvals issues by the CAAV shall follow a
specific layout and contain at least the information required to clearly
indicate the approval that is granted, any applicable limitation(s) and,
if applicable, the expiration date.
RESPONSIBILITIES

h) No PIC may allow an unqualified person to manipulate the controls of

an aircraft during commercial air transport operations.
i) No PIC may manipulate the controls of an aircraft during commercial
air transport operations unless he or she is qualified to perform the
applicable crew member functions and is authorized by the company.
j) No pilot may taxi an aircraft on the movement area of an aerodrome
unless the person at the controls:
1) Has been authorized 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.
k) No pilot may 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.
l) Nothing in these regulations shall relieve the pilot-in-command of an
aircraft from the responsibility of taking such action, including collision
avoidance manoeuvres based on resolution advisories provided by
ACAS equipment, as will best avert collision.
1.4.2 General Responsibilities
References: VAR 10.137 (a), VAR 10.230
a) The pilot-in-command must take all reasonable steps to:
1) Maintain familiarity with relevant CAAV and international air
legislation and agreed aviation practices and procedures; and
2) Maintain familiarity with such provisions of VJC Operations
Manual as are necessary to fulfill his function.
3) The PIC shall, within a reasonable time of being requested to do
so by a person authorized by CAAV, produce to that person the
documentation required to be carried on the aircraft.
RESPONSIBILITIES

b) The PIC may not commence a flight in a civil aircraft in flight until
satisfied that:
1) The aircraft is airworthy, duly registered and that appropriate
certificates are aboard the aircraft;
2) The instruments and equipment installed in the aircraft are
appropriate, taking into account the expected flight conditions;
and
3) Any necessary maintenance has been performed and a
maintenance release, if applicable, has been issued in respect to
the aircraft;
c) For commercial air transport operations, before commencing the
flight, the PIC shall certify by signing the aircraft technical log that he
or she is satisfied that the requirements above have been met for a
particular flight.
1.4.3 Specific Responsibilities
Reference: VAR 10.197 (a), VAR 10.133 (a)(b), VAR 10.237 (a)(b), VAR
10.015 (c), VAR 10.051 (b)(c), VAR 10.113 (b)(c), VAR 10.115(c)(d), VAR
10.155 (a)(b), VAR 10.157 (a), VAR 10.160 (a), VAR 10.173, VAR 10.185
(b)(c), VAR 10.203 (a)(b), VAR 10.345 (a), VAR 13.037 (a)
The pilot-in-command shall:
a) Be responsible for the safe operation of the aircraft and safety of its
occupants and cargo during flight time;
b) Have authority to give all commands he deems necessary for the
purpose of securing the safety of the aircraft and of persons or
property carried therein, and all persons carried in the aircraft shall
obey such commands;
c) Have authority to disembark any person, or any part of the cargo,
which in his opinion, may represent 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;

RESPONSIBILITIES

f) Ensure that all passengers are briefed on the location and use of
emergency exits as well as relevant safety and emergency equipment
including passenger oxygen equipment; such requirements shall be
checked and reported back to PIC by cabin crew member, refer to
CCM 2.4.1, 2.9.1 and 2.11.1 for details.
g) Ensure that each person on board occupies an approved seat or berth
with their own individual safety belt and shoulder harness (if installed)
properly secured about them during movement on the surface, takeoff
and landing.
h) Ensure that the flight crew has checklists for each phase of flight and
emergencies available in the cockpit and uses these checklists prior
to, during and after each phase of flight and emergencies;
i) Ensure that all members of the flight crew shall use the checklists prior
to, during and after all phases of operations and in an emergency to
ensure compliance with the:
1) Operating procedures contained in the aircraft operating manual;
and
2) The flight manual; or
3) Other documents associated with the certificate of airworthiness;
and
4) Otherwise in the operations manual.
j) Ensure that all operational procedures and checklists are complied
with, in accordance with the Operations Manual;
k) Before commencing a flight, the PIC shall be familiar with all available
information, including meteorological information, appropriate to the
intended flight.
l) The PIC shall include, during 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.
m) Ensure that the weather forecast and reports for the proposed
operating area and flight duration indicate that the flight may be
conducted without infringing VietJet Air's operating minima;
RESPONSIBILITIES

n) Decide whether or not to accept an aircraft with any unserviceability

allowed by the CDL or MEL;
o) Take all reasonable steps to ensure that the aircraft and any required
equipment is serviceable and that relevant emergency equipment is
serviceable and ready for use;
p) In the absence of a qualified engineer, ensure that aircraft refueling is
supervised with particular attention being paid to:
1) The correct grade and amount of fuel;
2) Fuel water checks;
3) Fire safety precautions; and
4) A check filter caps for security and correct replacement after
refueling.
q) Take all reasonable steps to ensure that the aircraft mass and balance
is within the calculated limits for the operating conditions;
r) Confirm that the aircraft’s performance will enable it to complete safely
the proposed flight;
s) Not permit any crew member to perform any activity during take-off,
initial climb, final approach and landing except those duties required
for the safe operation of the aircraft;
t) 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;
NOTE: Cabin crew should be properly secured in their allocated seats
during taxi except for the performance of essential safety related
duties.
u) 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
areas;
v) Ensure that the documents and manuals in section 8.1.12 are carried
and will remain valid throughout the flight or series of flights and be
produced, when requested, to a person authorized by the governing
civil aviation authority;

RESPONSIBILITIES

w) Ensure that the pre-flight inspection of the aircraft has been carried
out in accordance with a published checklist, of the Exterior for
airworthiness and the pilot-in-command shall sign the maintenance
release for the transit check at the station that the CRS is not assigned
provided the pilot-in-command had been trained the Company MME
procedures
x) Ensure that both crew members and passengers observe the
restrictions on smoking. In addition, ensure that no person smokes in
cargo compartments and/or other areas where cargo is carried which
is not stored in flame resistant containers or covered by flame
resistant canvas.
y) In an emergency situation that requires immediate decision and
action, take any action he considers necessary under the
circumstances. In such cases he may deviate from rules, operational
procedures, and methods in the interest of safety.
z) Apply greater safety margins, including aerodrome operating minima,
if he deems it necessary.
aa) Ensure that, in the event of third-party maintenance being required
whilst away from base, the procedures referred to in OM Part A are
followed.
bb) 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.
cc) Ensure that abnormal or emergency situations, system malfunctions
and IMC conditions are not simulated for any purpose on any flights,
except aircraft base training as approved by the Chief Pilot.
dd) Before commencing an approach to land, satisfy himself/herself that,
according to the information available, the weather at the airport and
condition of the runway intended to be used should not prevent a safe
approach, landing or missed approach having regard to the
performance information contained in VietJet Air operations manuals.
ee) The pilot-in-command may delegate PF or PM duties at his/her
discretion but whether manipulating controls or not, be responsible for
the operation of the aircraft in accordance with the rules of the air,
except that the PIC departs from these rules in circumstances that
render such departure absolutely necessary in the interest of safety.

RESPONSIBILITIES

ff) The pilot-in-command shall: Prior to delegating a First Officer a takeoff

or landing the Captain should assess the existing conditions and the
First Officer's experience; both total and recent. If there are any
doubts the Captain must conduct the takeoff or landing.
gg) The PIC shall discontinue a flight as soon as practicable when a
mechanical, electrical or structural condition occurs that would make
the aircraft unairworthy.
hh) The PIC shall ensure that all flight crew member licenses are
endorsed for language proficiency in the language used for
aeronautical radiotelephony communications.
ii) The PIC shall ascertain that the common language used by the crew
for the operation of the aircraft is adequate for those operations.
jj) The PIC shall check required Flight Crew Documentation to 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. Refer to OMA 8.1.12.1 for details.
kk) The PIC shall 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 senior cabin crew member.
ll) If an emergency situation which endangers the safety of the aircraft
or persons necessitates the taking of action which involves a violation
of local regulations or procedures, the PIC shall:
1) Notify the appropriate local authority without delay by the
quickest available means;
2) Submit a report of the circumstances, if required by the State in
which the incident occurs; and
3) Submit a report specified to SSQA, and SSQA will submit to
CAAV within 10 calendar days in the form prescribed.
mm)The PIC shall ensure that all documents required for the specific flight
operations are carried on board the aircraft.
nn) For all international flights, the PIC shall ensure the completion of:
Journey log book, including the particulars of each journey; and
General declaration and its safe keeping and delivery.
oo) The PIC shall ensure that all portions of the technical logbook are
completed at the appropriate points before, during and after flight
operations.
RESPONSIBILITIES

pp) At the termination of the flight, the PIC shall ensure that all known or
suspected defects discovered in flight are for commercial air transport
operations, entered in the technical log of the aircraft.
qq) The PIC shall ensure that flight recorders are operated continuously
from the instant:
1) For a flight data recorder, the aircraft begins its takeoff roll until it
has completed the landing roll; and
2) For a flight deck voice recorder, the initiation of the pre-start
checklist until the end of the securing aircraft checklist.
rr) The PIC may not permit a flight data recorder or flight deck voice
recorder to be disabled, switched off or erased during flight, unless
necessary to preserve the data for an accident or incident
investigation.
ss) In event of an accident or incident, the PIC shall act to preserve the
flight recorder records and recorded data and ensure their retention
in safe custody as determined by the accidents and incidents
investigating Authority as prescribed.
tt) The flight recorders shall not be reactivated before their disposition is
determined by the investigating Authority.
uu) The PIC shall determine that this information below is immediately
available from the owner (or operator) before commencing flight
overwater or remote areas:
1) Number, color and type of life rafts and pyrotechnics;
2) Details of emergency medical supplies;
3) Water supplies; and
4) Type and frequencies of the emergency portable radio
equipment.
vv) In an emergency during flight, the PIC shall ensure that all persons on
board are instructed in such emergency action as may be appropriate
to the circumstances.
ww) When cabin attendants are required in a commercial air transport
operation, the PIC may delegate this responsibility, but shall ascertain
that the proper briefing has been conducted.
xx) The PIC shall land the aircraft at the nearest suitable aerodrome at
RESPONSIBILITIES

which a safe landing can be made whenever an engine of an aircraft

fails or is shut down to prevent possible damage.
yy) The PIC shall turn on required passenger information signs during any
movement on the surface, for each takeoff and each landing, and
when otherwise considered to be necessary.

RESPONSIBILITIES


RESPONSIBILITIES
Iss05/Rev00
AUTHORITY, DUTIES AND
OPERATIONS MANUAL RESPONSIBILITIES – CO-PILOT 01 Aug 2020
PART A
1.5 AUTHORITY, DUTIES AND RESPONSIBILITIES – CO-PILOT

1.5.1 Function
a) The co-pilot is responsible to the pilot-in-command to assist in the
safe and efficient conduct of the flight. In the event of the
incapacitation of the pilot-in-command, the co-pilot will assume
command.
b) The co-pilot’s Departmental Head to whom he/she is responsible when
not reporting directly to a pilot-in-command, is the Manager Flight
Crew/ Chief Pilot.
The co-pilot must take all reasonable steps to:
a) Maintain familiarity with relevant CAAV and International air
legislation and agreed aviation practices and procedures;
b) Maintain familiarity with such provisions of the VietJet Air Operations
Manual as are necessary to fulfill his function;
c) Assist the pilot-in-command as requested, concerning administrative
duties in relation to the flight; and
d) Support the pilot-in-command in the maintenance of a proper standard
of crew discipline, conduct and personal appearance.
1.5.3 Specific Responsibilities
It is the specific responsibility of the co-pilot:
a) To carry out such duties concerning the flight, in accordance
with VietJet Air's Standard Operating Procedures, including
procedures, limitations and performance relating to the specific
aircraft type, as are allocated to him by the pilot-in-command;
b) 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;
c) To volunteer such advice, information and assistance to the pilot-in-
command, as may contribute favorably towards the safe and efficient
conduct of the flight;
d) To seek and receive such information and/or explanation from the
pilot-in-command, as may be necessary to enable the co-pilot to fulfill
his function;
RESPONSIBILITIES
Iss05/Rev00
AUTHORITY, DUTIES AND
OPERATIONS MANUAL RESPONSIBILITIES – CO-PILOT 01 Aug 2020
PART A
e) To maintain a high personal standard of discipline, conduct and

appearance as a representative of VietJet Air;
f) To support the pilot-in-command, by active example, in the
development and maintenance of a high standard of professional
expertise and morale amongst the crew; and
g) On a flight where a cabin crew member is not carried, his
responsibilities are those appropriate to the task as detailed in para
1.6 of this section.

RESPONSIBILITIES
Iss05/Rev00
DUTIES AND RESPONSIBILITIES OF
OPERATIONS MANUAL OTHER CREW MEMBERS 01 Aug 2020
PART A
1.6 DUTIES AND RESPONSIBILITIES OF OTHER CREW MEMBERS

1.6.1 General
Reference: VAR 10.115, Appendix 1 to VAR 10.115
a) All crew members are responsible for the proper execution of their
duties that are:
1) Related to the safety of the aircraft and its occupants; and
2) Specified in the instructions and procedures laid down in VietJet
Air’s Operations Manuals.
b) All crew members shall comply with the relevant laws, regulations and
procedures of the States in which the aircraft is operated.
c) Any crew member must:
1) Report to the pilot-in-command any incident that has
endangered, or may have endangered safety;
2) Make use of VietJet Air’s incident reporting scheme as detailed
in VietJet Air SSQA reporting procedures and documentation. In
all such cases a copy of the report(s) must be given to the pilot-
in-command concerned.
3) Bring their crew member card when they are on duties issued by
CAAV
1.6.1.1 Issuance of Crew Member Card
a) VietJet have responsibility to make a list of flight crews and cabin
crews to CAAV for approval and issuace of crew member certificate.
b) For crew members, subject to pilot license by CAAV, CAAV shall
compare with the pilot profile kept at the CAAV to grant crew member
certificates
c) For cabin crews, operators will make a list of training results,
qualification check in satisfying the requirements of safety aviation for
the cabin crews as a basis for CAAV to grant crew member certificate
d) The application for issuance of crew member certificate includes:
1) A written request of the aircraft operator together with a list of
persons proposed flight crew member certificate
2) The declaration proposal of crew member certificate (with photo)
(sample attached);
3) Two 3x4 photos
RESPONSIBILITIES
Iss05/Rev00
DUTIES AND RESPONSIBILITIES OF
OPERATIONS MANUAL OTHER CREW MEMBERS 01 Aug 2020
PART A
e) Within 3 working days after receipt of crew list and the attached
documents, CAAV shall review and announce the adequacy and
validity of the documents
f) Within 7 working days after the application is determined to be valid,
CAAV shall complete the procedures for issuing crew member
certificate for the subjects satisfying the requirements
g) The flight crew member certificate is valid for 36 months from date of
issue. When expired, VietJet must carry out the re-order procedures
as for the first time.
1.6.2 Functions
a) Other crew members are responsible to the aircraft pilot-in-
command and shall carry out his instructions relevant to, and assist
him in, the safe operation of the aircraft.
b) Other crew members Departmental Head to whom they are
responsible when not reporting directly to a pilot-in-command, is the
Chief Cabin Crew.
Other crew members must take all reasonable steps to:
a) Maintain familiarity with applicable laws from CAAV and International air
legislation, regulations of aviation practices and procedures;
b) Maintain familiarity with such provisions of the VietJet Air;
c) Operations Manual as are necessary to fulfill his function;
d) Assist the pilot-in-command as requested, concerning administrative
duties in relation to the flight; and
e) Support the pilot-in-command in the maintenance of a proper
standard of crew discipline, conduct and personal appearance.

Page 1 - 65
ORGANIZATION AND
FLIGHT DECK DISCIPLINE
OPERATIONS MANUAL 01 Aug 2020
PART A
1.7 FLIGHT DECK DISCIPLINE

Reference: VAR 10.147 (a), VAR 10.147 (b)
a) At any moment of the flight, there must be one pilot who controls the
aircraft. Any transfer of control should be clearly understood between
two pilots with one pilot stating "I have control" and the other pilot
relinquishing control with the words "You have control".
b) During critical phases of flight such as takeoff, landing and flying at
low altitude, the PM must always be prepared to take over control of
the aircraft with his/her feet lightly on the rudder pedals and one hand
adjacent to the side-stick.
c) Each pilot should backup each other but not to override someone’s
flying except when safety is involved. Any desired actions must be
suggested to the PF and with the PF’s approval.
d) No flight crew member may perform any duties during a critical phase
of flight except those required for the safe operation of the aircraft.
e) No PIC may 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.
f) When the aircraft is below 10000 ft AGL or in high workload situation,
pilots are required to comply with the sterile cockpit rule. Any
conversation and activities that are not essential should be avoided.
g) Two pilots qualified on type must be seated at the controls properly
secured (lap, crotch and shoulder restraints fastened, rudder pedals
and seat adjusted) at all time when the seat belt sign is ON and during
flight in turbulence. At other time, the lap strap need only be worn.
h) During the cruise phase, one pilot may vacate his/her seat for short
periods. Lap, crotch and shoulder restraints must be worn by the pilot
in control when the other pilot is not in his seat.
i) Under no circumstances will an unqualified person occupy a pilot’s
seat.
j) Rules for Flight Deck Management include the following:
1) All sun blinds, sun visors must not be used during taxi and critical
phases off light such as takeoff and landing.
2) Screens are not to be touched with fingers or pens.
3) Metal clipboards are not allowed under any circumstances.

Page 1 - 66
ORGANIZATION AND
FLIGHT DECK DISCIPLINE
PART A
4) Liquids must be passed behind the pilot, not over the central
pedestal.
5) The recommended method of seat adjustment is electrical.
6) Sliding tables must be stowed for takeoff and landing.
7) Pushbutton switches are to be handled in a gentle but deliberate
manner.
8) Flight control checks are to be carried out in a positive manner
but without slamming the controls against the stops. In particular
the Rudder check should be carried out gently.
9) Smoking is strictly prohibited on the aircraft at all times.
10) Crew leaving the cockpit shall be replaced by cabin crew when
no extra occupants are onboard.
11) Spraying of disinfectants with sticky substance to the pedestal,
that attract dust and other particles is discouraged
12) After flight, pilots must leave the Flight deck clean and in good
order. All onboard document and headsets must be in the place.
All extraneous items must be removed.

OPERATIONAL CONTROL AND
Iss05/Rev00
SUPERVISION
OPERATIONS MANUAL
01 Aug 2020
PART A
CHAPTER 2
OPERATIONAL CONTROL AND SUPERVISION

Iss05/Rev00
SUPERVISION
OPERATIONS MANUAL
01 Aug 2020
PART A

Page 2 - 1
SUPERVISION Iss05/Rev01
OPERATIONS MANUAL
TABLE OF CONTENTS 24 Nov 2020
PART A
2.1 SUPERVISION OF THE OPERATION BY VIETJET 3

2.1.1 General 3
2.1.2 Flight Operations Review 4
2.1.3 Crew Resource Management (CRM) 4
2.1.4 Safety Oversight Of Outsourced Functions 4
2.1.5 Fitness For Duty 5
2.1.6 Aircraft Manufacturer Information 5
2.1.7 Supervision Of Operational Documentation 5
2.1.8 Aeronautical Data Control System 6
2.1.9 Flight Supervision and Monitoring System 7
2.1.10 Flight Following Or Flight Locating Systems 7
2.1.11 Communications Facilities 8
2.2 DOCUMENTATION AND RECORDS MANAGEMENT 9
2.2.2 Policies for Document Control 9
2.2.2.1 General Policies 9
2.2.2.2 Specific Policies 10
2.2.3 Document Preparation, Approval and Distribution 10
2.2.4 Document Format 11
2.2.4.1 Controlled Manuals/Documentation 11
2.2.4.2 Controlled Loose Documented Procedures 12
2.2.5 Document Review 12
2.2.6 Records System 13
2.2.7 Falsification of Documents 20
2.2.8 System of Promulgation of Additional Operational Instructions and
Information 20
2.2.8.1 General 20
2.2.8.2 Authority to Issue Flight and Cabin Crew Notices 20
Page 2 - 2
OPERATIONS MANUAL
TABLE OF CONTENTS 24 Nov 2020
PART A
2.2.8.3 Validity Period 21

2.2.9 Human Factor Principles 21
2.3 OPERATIONAL CONTROL 23
2.3.2 Flight Dispatch Manual 24
2.3.3 Compliance with State Laws 24
2.3.4 Inadequacy of Facilities 25
2.3.5 Flight Recorders Data 25
2.3.6 Cockpit Voice Recorder Data 26

Page 2- 3
OPERATIONS MANUAL
PART A SUPERVISION OF OPERATIONS 01 Aug 2020
2.1 SUPERVISION OF THE OPERATION BY VIETJET

2.1.1 General
Reference: VAR 16.015 (a), VAR 16.015 (c)
a) The Director of Flight Operations has overall responsibility for the
safety of flight operations. He may delegate the supervision of the
operation to other qualified managers within the Flight
Operations Department to ensure:
1) Crew member licenses, medicals and qualifications are
valid for the periods throughout which crew members are
scheduled to fly;
2) Crew members’ proficiency has been checked and found
satisfactory at the specified intervals;
3) The required flight personnel records are retained and stored
for the statutory periods in order that VietJet’s established
quality assurance procedures may be effectively implemented;
and
4) Operations personnel are competent to perform their duties and
that levels of competence are maintained;
5) Flight dispatchers’ license and proficiency has been checked
and found satisfactory at the specified intervals.
6) For passenger-carrying flights conducted on a scheduled basis,
a qualified pilot or flight dispatcher shall be on-duty at an
operations base to perform the operational control functions.
b) The Director Flight Operations must ensure that there are sufficient
check and training personnel, with the required level of experience
and personal qualities to ensure the safety and supervision of the
operation. Management personnel directly responsible for the
supervision of flight operations must ensure that their personal flying
commitments do not detract from their overall supervisory
responsibilities.
c) Whilst overall VietJet policy with respect to safety is the responsibility
of Flight Operations Department management personnel, the
implementation of this policy is the responsibility of the Check and
Training Organization.

Page 2- 4
OPERATIONS MANUAL
2.1.2 Flight Operations Review

The Director Flight Operations is responsible for convening a Flight
Operations Review meeting at least once every six months which
must undertake a review of the following:
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.
2.1.3 Crew Resource Management (CRM)
It is a VietJet requirement that the principles of Crew Resource
Management (CRM) are applied by all operational personnel. VietJet
shall conduct regular training for cockpit crew, cabin crew and dispatch
personnel to ensure CRM competence in the following areas:
a) Communications;
b) Situational awareness (cockpit crew);
c) Problem solving;
d) Planning and decision making; and
e) Team work.
2.1.4 Safety Oversight Of Outsourced Functions
Reference: VAR 12.076 (b) (3) (c) (d)
In the situation where VietJet 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 Director
Quality Assurance is responsible to ensure that the suppliers of such
outsourced service(s) meet all required standards prior to the provision of
the outsourced service(s) and on a continuing basis whilst supplying
these service(s) to VietJet.

Page 2- 5
OPERATIONS MANUAL
2.1.5 Fitness For Duty

All VietJet personnel performing safety related work must be physically
and mentally fit for their assigned duties.
2.1.6 Aircraft Manufacturer Information
The available technical, operational and safety data is provided by Aircraft
Manufacturer. After the concerned departments have validated it and
assessed its interest for the operation, this information is promulgated as
internal Company information. VJC requires compliance with, operating
limitation, as defined by the original equipment manufacturer (OEM).
(Refer to OM part B Chapter 1)
2.1.7 Supervision Of Operational Documentation
Reference: VAR 12.165 (a)
The Flight Operations Engineering 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) 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.
c) 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.
d) Operation manuals and/or documentation received from 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:

Page 2- 6
OPERATIONS MANUAL
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/MEL/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.
2.1.8 Aeronautical Data Control System
a) VietJet shall obtain, maintain, and distribute: aeronautical data to
appropriate flight crew and operational personnel, and current
aeronautical information for each route and aerodrome that it uses.
b) The aeronautical data information system shall be capable of the
provision of aeronautical information essential for the safety,
regularity and efficiency of air navigation to the flight crew and
operational personnel at any aerodrome authorized and
corresponding operations specifications.
c) The aeronautical data information system shall include adequate
procedures for preparation and dissemination to the flight crew and
appropriate operations personnel, information contained in the:
1) Aeronautical Information Publication (AIP);
2) Aeronautical Information Regulation and Control (AIRAC);
3) Aeronautical Information Circular (AIC)
4) Current NOTAMs; and
5) Other information sources prescribed by the CAAV.

Page 2- 7
OPERATIONS MANUAL
2.1.9 Flight Supervision and Monitoring System

a) The Operations Management Center (OMC) is responsible for the
safety of the flight. In this scope, the OMC is in charge of the
supervision of the operations and the control of the operations.
b) The dispatch and monitoring system shall have enough dispatch
centers, adequate for the operations to be conducted, located at
points necessary to ensure adequate flight preparation, dispatch and
in-flight contact with the scheduled flight operations.
c) For scheduled operations, the Operations Management Center
(OMC) provides enough qualified personnel at each dispatch center
to ensure proper operational control of each flight.
d) VietJet shall establish an aircraft tracking capability to track
aeroplanes throughout its area of operations.
e) Track the position of an aeroplane through automated reporting at
least every 15 minutes for the portion(s) of the in- flight operation(s)
that is planned in an oceanic area(s) or a remote area(s) under the
following conditions:
1) The aeroplane has a maximum certificated take-off mass of over
27 000 kg and a seating capacity greater than 19; and
2) Where an ATS unit obtains aeroplane position information at
greater than 15-minute intervals.
Note: Access to ATS aeroplane position data meets aeroplane
tracking requirements.
f) VietJet shall establish procedures, approved the CAAV, for the
retention of aircraft tracking data to determine to assist SAR in
determining the last known position of the aircraft.
2.1.10 Flight Following Or Flight Locating Systems
a) For all type of flights, the Operations Management Center (OMC) is
responsible for providing flight preparation documents and
determining the departure and arrival times of its flights at all
aerodromes.
b) The OMC of VietJet uses a combination of Flight Following and
Flight Locating for flight supervision. This is accomplished using:
1) Monitoring aircraft movement via ACARS.
2) Flight Radar24 which is updated by ADS-B.
Page 2- 8
OPERATIONS MANUAL
c) Communication between OMC and aircraft in flight is achieved using:

1) Primary: ACARS;
2) Secondary: ATC Relay;
3) Other: company frequency (where available).
2.1.11 Communications Facilities
a) The company’s flights shall be able to have two-way radio
communications with all ATC facilities along the routes and alternate
routes to be used.
b) For passenger carrying operations on a published schedule, the
company shall be able to have rapid and reliable radio
communications with all flights over the entire route structure under
normal operating conditions.
c) Any operations along routes and into aerodromes without rapid and
reliable radio communications shall be approved by the CAAV prior
to commercial air transport operations in this area.

Page 2 - 9
SUPERVISION
Iss05/Rev01
OPERATIONS MANUAL DOCUMENTATION AND RECORDS
PART A MANAGEMENT 24 Nov 2020
2.2 DOCUMENTATION AND RECORDS MANAGEMENT

2.2.1 Introduction
a) VietJet documents that are controlled include, but are not limited to,
operations manuals, checklists, quality manuals, training manuals,
engineering manuals, process standards, policy manuals and
standard operating procedures.
b) VietJet shall make available accurate and up to date documents to
those personnel required to use them, including, in the case of
outsourced functions, employees of external service providers.
c) Authorized representatives of the CAAV shall have access to any
flight operations or maintenance documents and/or records within a
reasonable time period from the initial request for such access.
d) Cockpit and cabin crew members shall have access to their personal
records on request including conversion courses, recurrent training
and checking records.
e) VietJet documents will be produced in a standardized format
distributed in either a printed format or made available through
electronic means via the VietJet intranet.
2.2.2 Policies for Document Control
2.2.2.1 General Policies
The general VietJet policy on control of manuals/documentation shall be
based upon the following:
a) A means of identifying the version of operational documents;
b) A distribution process that ensures availability of the current version
of applicable operations, maintenance and security manuals in
appropriate areas of the organization;
c) Review and revision as necessary to maintain the currency
of information contained in the documents;
d) A system of document retention that permits easy reference
and accessibility;
e) Identification and disposal of obsolete documents; and
f) Retention and distribution of documentation received from external
sources including manuals and documents from regulatory
authorities and original equipment manufacturers.

Page 2 - 10
SUPERVISION
Iss05/Rev01
2.2.2.2 Specific Policies

Specific VietJet policies with respect to document control include:
a) Retention of a master copy;
b) A review and approval process prior to issue;
c) Revision and update to include an approval process;
d) Identification of revision status;
e) Revisions are identified and retained as historical records;
f) Background or source references are identified and retained as
history;
g) Distribution method that ensures appropriate availability at points of
use;
h) Documents are checked to ensure they remain legible and readily
identifiable;
i) Documents of external origin are identified, updated, distributed and
retained;
j) Obsolete documents are identified and retained as specified;
and
k) Documents are disposed of as specified.
2.2.3 Document Preparation, Approval and Distribution
Refer to VietJet’s Quality Manual 4.1.6 for more details.
a) Individual departments are responsible for the preparation, revision
and update of their applicable documentation or manuals in
accordance with the following procedures:
1) Required or suggested revisions to departmental documentation
must be completed by the responsible person/section in the
standardized documentation format;
2) The prepared draft revision must be forwarded to the Document
Control Center (DCC)/SQA for review;
3) For manuals that are cross-functional and/or consist of
processes related to Safety and/or Security, the document must
be reviewed by the Manager of the department(s) impacted to
ensure the processes and procedures are in compliance and do
not contradict with other departments’ documents;

Page 2 - 11
SUPERVISION
Iss05/Rev01
4) If there are required revisions as determined by the Managers of

the relevant departments, the document shall be returned to the
originator for further amendment and re-submission;
5) DCC will then submit the document for approval of the
department head and SQA Director. Regulatory manuals require
approval from an external authority such as CAAV. SQA is
responsible for obtaining this approval. The external approver’s
signature and stamp is required on the approval page.
6) The manual owner is required to submit the original hard copy of
the approved document together with the soft copy in Microsoft
Word version to DCC for safekeeping and distribution. DCC will
stamp the hard copy as Master Copy.
b) The Document Control Center is responsible for the central
management and distribution of flight operations, engineering and
ground operations documentation either in the printed or electronic
format, as well as for the maintenance of distribution lists, for
ensuring the receipt of revisions is acknowledged either in hard copy
or electronically and for the issuance and cancellation of intranet log-
on and password information. DCC shall also ensure that any paper
manuals/documentation issued are returned by employees when
they cease to be further employed by VietJet.
c) The Document Control Center is responsible to ensure copies of all
controlled documents are retained in a secure readily accessible
environment and that electronic documentation is stored in a secure
computer system that is backed up to a separate storage medium on
a daily basis and that if hardware and/or software is replaced or
updated, it does not preclude the retrieval of documents from the
previous system.
2.2.4 Document Format
2.2.4.1 Controlled Manuals/Documentation
Controlled VietJet manuals/documents must be prepared to include the
following:
a) A title page that generally identifies the operational applicability and
functionality;
b) A table of contents that identifies parts and sub-parts;
c) A preface or introduction outlining the general contents of the
manual;
Page 2 - 12
SUPERVISION
Iss05/Rev01
d) References for the content of the manual;

e) A defined distribution method and identification of recipients;
f) Identification of responsibility for authorizing the manual;
g) A record of revisions, both temporary and permanent;
h) A list of effective pages within the manual;
i) Every page must include the manual title, a chapter title, a section
title, page numbering, a revision number and an effective date; and
j) Identification of revised content.
2.2.4.2 Controlled Loose Documented Procedures
Documented procedures that are not included within a manual must
include the following:
a) A title page that identifies the operational applicability and
functionality;
b) Identification of the date(s) of issue and date of effectiveness;
c) Reference numbers for the content;
d) A distribution list; and
e) Identification of responsibility for authorizing the document.
2.2.5 Document Review
On an annual basis all departments must conduct a documentation
review to remove any out of date or obsolete material. Out of date or
obsolete documentation is to be labeled as such, and if no longer
required, archived.

Page 2 - 13
SUPERVISION
Iss05/Rev01
2.2.6 Records System

Reference: VAR 10.283 (d), VAR 12.080, VAR 12.083, VAR 12.115
(f), VAR 12.113 (e), VAR 12.095, Appendix 1 to VAR 12.081
(a)(b)(c)(d)(f)(h), VAR 12.093, VAR 15.013
a) Company management and control system for the retention of
records documents the fulfillment of flight operations
requirements, to include the training and qualification
requirements for flight crew members. This system is in
accordance with requirements of the Authority and provide for the
management and control of records to ensure:
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 the required records for tracking flight
and duty times and rest periods are maintained in a manner so
that an updated record is available before crew members begin
their duty day or their first flight of the day.
c) Every crew member has to comply with this the aviation
regulations establish maximum flight and/or duty and minimum
rest periods shall ensure that the required records have been
updated to the day on which they begin duty.
d) VietJet shall ensure that all records required to be completed as
below:
1) For qualification 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.
e) The 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.

Page 2 - 14
SUPERVISION
Iss05/Rev01
f) 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.
g) 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 conduct of commercial air
transport reflects the true situation at the time of use.
h) Each record required for operations and maintenance purposes
shall be completed in ink or indelible pen, unless otherwise
approved by the Authority.
i) The company shall maintain current records which detail the
qualifications and training of all its employees, and contract
employees, involved in the operational control, flight operations,
ground operations and maintenance.
j) The company shall maintain records for those employees
performing crew member or operational control duties in sufficient
detail to determine whether the employee meets the experience
and qualification for duties in commercial air transport operations.
k) This record, its contents, layout and the procedures for its use
shall be approved by the CAAV prior to its use in commercial air
transport.
l) This record shall be identifiable to the AOC holder and the specific
individual.
m) This record shall be retained by the AOC holder in safe custody
for at least six months after the individual no longer employed by
the AOC holder.
n) The CAAV will also consider approval of a computer-based
method for keeping any portion of this information. Without this
CAAV approval, any such computer records used by the AOC
holder shall be secondary to the approved method in priority of
updating and usage at the operational level.
o) VietJet records in either the printed or electronic format shall be
retained in accordance with the following tables:

Page 2 - 15
SUPERVISION
Iss05/Rev01
TABLE 1
PRE-FLIGHT INFORMATION
Record Period Place
Dispatch release, flight plans/

enroute amendment flight plans, 3 months OMC
flight weather briefings
12 months after the

Aircraft technical log Engineering Dept.
date of the last entry
Route specific NOTAM/AIS

briefing documentation if edited 3 months OMC
by VJC
Mass and balance documentation 3 months GO Stations
Fuel and oil records 3 months OMC
Cargo manifest, General

Ground Handling
Declaration and passenger 3 months
Agent
manifest
TABLE 2
REPORTS
Record Period Place
Journey log 3 months OMC
Flight report(s) for recording

details of any occurrence or any Safety & Quality
3 months
event which the PIC deems Assurance Dept.
necessary to report/record
Reports on exceedances of duty Flt Crew

3 months
and/or reducing rest periods Department

Page 2 - 16
SUPERVISION
Iss05/Rev01
TABLE 3
FLIGHT CREW RECORDS
Record Storage Period Place
Rostering
Flight, duty and rest time 2 years
Department (AIMS)
Until 12 months after flight

License and medical Flt Crew
crew member left the
certificate Department
employ of company

Ground and flight training Flt Crew
(all types) Department
employ of company

Route and aerodrome Flt Crew
competence Department
employ of company

Dangerous goods training, Flt Crew
as appropriate Department
employ of company

Flt Crew
Security training; crew member left the
Department
employ of company
Proficiency and Until 12 months after flight

Flt Crew
qualification checks (all crew member left the
Department
types) employ of company

Page 2 - 17
SUPERVISION
Iss05/Rev01
TABLE 4
CABIN CREW RECORDS
Record Period Place
Rostering Department
Flight, duty and rest time 2 years
(AIMS)
Until 12 months after
Ground training (all types CCD
cabin crew member
and (In-house Training
left the employ of
qualification checks) Management System)
company
Until 12 months
CCD
after cabin crew
Competency checks (In-house Training
member left the
Management System)
employ of company
CCD
Dangerous goods cabin crew member
(In-house Training
training left the employ of
Management System)
company
CCD
cabin crew member
Security training (In-house Training
left the employ of
Management System)
company
Operational Line Flying Until 12 months after

CCD
Experience (all types and cabin crew member
(In-house Training
Line Flying Experience left the employ of
Management System)
checks. company
Note: Each cabin crew member shall be provided a current summary record
showing their completion of initial and recurrent qualification requirements.

Page 2 - 18
SUPERVISION
Iss05/Rev01
TABLE 5
RECORDS FOR FLIGHT DISPATCHER
Record Period Place
Aircraft Mass and Performance 1 years OMC Department
Notice to Airmen – NOTAM 1 years OMC Department
Meteorology 1 years OMC Department
Flight Planning 1 years OMC Department
Flight Monitoring 1 years OMC Department
Crew Resource Management – CRM 1 years OMC Department
Dangerous Goods Regulation - Cat 16 2 years OMC Department
Safety Management System – SMS 2 years OMC Department
Operation Manual (OM A, B, C, D) for 2 years OMC Department

Dispatcher
Aviation Law for Dispatcher 3 years OMC Department
Aviation Security for Dispatcher 3 years OMC Department
Aviation Indoctrination 3 years OMC Department
Navigation 3 years OMC Department
Air Traffic Management 3 years OMC Department
Weight and Balance for Dispatcher 3 years OMC Department
Radio Communications 3 years OMC Department
Low Visibility Operations – LVO 3 years OMC Department

Page 2 - 19
SUPERVISION
Iss05/Rev01
TABLE 6
FLIGHT PREPARATION FORMS
Record Period
Completed load manifest 3 mos. after completion of the flight
Mass and balance reports 3 mos. after completion of the flight
Dispatch releases 3 mos. after completion of the flight
Flight plans (ATS) 3 mos. after completion of the flight
Operational flight plan 3 mos. after completion of the flight
Passenger manifests 3 mos. after completion of the flight
Weather report 3 mos. after completion of the flight
TABLE 7
AIRCRAFT TECHNICAL LOGBOOK
Record Period
Journey records section 12 months
Maintenance records section 12 months
TABLE 8
OTHER RECORDS
Record Period
Quality assurance records 5 years
Dangerous goods transport documents
(Shipper’s Declaration for DG, MAWB, 12 months from the departure date
completed NOTOC...)
Dangerous goods acceptance
12 months from the departure date
checklists

Page 2 - 20
SUPERVISION
Iss05/Rev01
p) Data on the VietJet computer-based flight and duty record system

shall be backed up onto a secure media on a daily basis and stored
in a secure place for a minimum of 24 months. An electronic system
is programmed to create back-up files on a schedule that ensures
records are never lost. Typically, an electronic system provides for
file back-up on a daily basis.
2.2.7 Falsification of Documents
a) It is an offence to forge, alter, revoke or suspend any document
used in connection with the operation of VietJet aircraft.
b) Any member of VietJet found so doing may be liable to instant
dismissal.
2.2.8 System of Promulgation of Additional Operational Instructions and
Information
2.2.8.1 General
a) Information, which is supplementary to that contained in the
Operations Manual, will be issued in the form of Flight Crew and/or
Cabin Crew Notices. Each notice must indicate the issuing authority
and have a series reference number.
b) Flight Crew and Cabin Crew Notices are published under two
classes:
1) Operational - Notices affecting operational procedures; and
2) Administrative – Notices covering non-operational procedures
c) Flight and cabin crew must sign or acknowledge electronically that
they have read and understood the relevant Crew Notices before
operating as a crew member.
d) These Notices will be placed in OMC Briefing Room/OPS Room
Bulletin Board and sent to all crewmembers through their company
email address.
2.2.8.2 Authority to Issue Flight and Cabin Crew Notices
a) All operational notices to crew must be authorized by the Director
Flight Operations.
b) Administrative notices must be approved by the relevant manager.

Page 2 - 21
SUPERVISION
Iss05/Rev01
2.2.8.3 Validity Period

Notices that are permanent in nature are eventually incorporated in the
related Operation Manual. Once the revision is updated in the Operation
Manual, these notices lose its validity. Otherwise, they will remain active
Until Further Notice (UFN) if not revoke or rescinded.
2.2.9 Human Factor Principles
Reference: VAR 10.133 (c)
a) The design and utilization of checklists shall observe Human Factors
principles.
b) Human factors principles in the design of the OM, checklists and
associated procedures are the following:
c) Preparation of documentation in a useable format for information
presentation, at the appropriate reading level and with the required
degree of technical sophistication and clarity.
1) Improving user performance through the use of effective and
consistent labels, symbols, colors, terms, acronyms,
abbreviations, formats and data fields.
2) Ensuring the availability and usability of information to the user
for specific tasks, when needed, and in a form that is directly
usable.
3) Designing operational procedures for simplicity, consistency
and ease of use;
4) Enabling Company to perceive and understand elements of the
current situation and project them to future operational
situations;
5) Minimizing the need for special or unique Company skills,
abilities, tools or characteristics;
6) Assessing the net demands or impacts upon the physical,
cognitive and decision-making resources of the operator, using
objective and subjective performance measures.

Page 2 - 22
SUPERVISION
Iss05/Rev01

Page 2 - 23
OPERATIONS MANUAL
PART A OPERATIONAL CONTROL 01 Aug 2020
2.3 OPERATIONAL CONTROL

2.3.1 Introduction
Reference: VAR 16.010 (b), VAR 16.025 (d), VAR 10.310 (a) (2) (3) (4)
a) The primary task of operational control is the decision-making
necessary to authorize, continue, divert, or terminate of flight in the
interest of safety and security of the aircraft and its occupants.
b) VietJet use a combination of flight watch and flight locating as
approved by the CAAV as a method of flight supervision.
c) Assigned responsibilities for operational control (for more details refer
to Flight Dispatch Manual) are as follows:
1) Pre-Flight:
i. Operational control is shared between the pilot-in-command
and the flight dispatcher, whose duties include the
provision, collection, filtering and evaluation of operational
documentation or data relevant to operational control,
including making appropriate operational recommendations
and decisions.
ii. The pilot-in-command has the final authority to accept,
modify or reject the operational decisions made by the flight
dispatcher.
iii. No pilot may takeoff an aircraft unless:
• Passenger cabin readiness and required equipment;
• Interior cockpit equipment, instruments and documents
on the aircraft; and
• Pre takeoff setup of the cockpit instruments and
controls.
2) In-Flight:
i. Once the aircraft has commenced a flight and in
accordance with the responsibilities of the pilot-in-
command, the aircraft PIC is ultimately responsible for his
own operational control.
ii. Pilots are responsible for monitoring weather (VOLMET or
other appropriate service), NOTAMS, etc., during flight to
ensure that there have been no changes which may affect
the safety of the operation. If in doubt, pilots should
request required information from ATC.
Page 2 - 24
OPERATIONS MANUAL
iii. In the event of changed conditions at the destination or

alternate aerodrome due to weather or some other factor
the pilot-in-command must take the responsibility as to the
appropriate course of action.
2.3.2 Flight Dispatch Manual
a) The VietJet Flight Dispatch Manual contains complete information
regarding operational control including the duties and responsibilities
of all personnel with responsibilities for this aspect of VietJet's
operation.
b) For passenger-carrying flights conducted on a published schedule, the
qualified person performing the duties:
1) Assist the PIC in flight preparation and provide the relevant
information required.
2) Assist the PIC in preparing the operational and ATC flight plans.
3) Sign the dispatch copy of the flight release.
4) Furnish the PIC while in flight, by appropriate means, with
information which may be necessary for the safe conduct of the
flight; and
5) In the event of an emergency:
i. Initiate such procedures as outlined in the operations manual
while avoiding taking any action that would conflict with ATC
procedures; and
ii. Convey safety-related information to the pilot-in-command that
may be necessary for the safe conduct of the flight, including
information related to any amendments to the flight plan that
become necessary in the course of the flight.
2.3.3 Compliance with State Laws
Reference: VAR 10.001 (d), VAR 10.295
a) For VietJet aircraft, the jurisdiction of the CAAV will apply with respect
to flight crew licensing, safety of operation and airworthiness even
whilst operating in foreign territory. During operation on the ground
and in the airspace controlled by a foreign State, all employee of
VietJet must also comply with the laws, regulations and procedures in
those States in which operations are conducted.
Page 2 - 25
OPERATIONS MANUAL
b) For operations outside of Vietnam, VietJet shall comply with Viet Nam
Aviation Regulations requirements unless compliance would result in a
violation of the laws of the foreign State in which the operation is
conducted.
c) All pilots shall be familiar with the laws, regulations and procedures
pertinent to the performance of their duties, prescribed for the:
1) Areas 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, management and other staff 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.
e) The pilot-in-command must notify the appropriate local Authority
without delay in the event of any emergency situation that necessitates
action in violation of local regulations and/or procedures, and if
required by the State of occurrence, to submit a report to the
appropriate local Authority and also the CAAV.
2.3.4 Inadequacy of Facilities
Flight deck 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 to be
performing inadequately. Such information must also be immediately
distributed to applicable operating areas within VietJet.
2.3.5 Flight Recorders Data
a) 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.
b) The operational checks and evaluations of flight recorder recordings
must be conducted to ensure the continued serviceability of the
recorders
c) Retain the most recent flight data recorder calibration, including the
recording medium from which this calibration is derived; and

Page 2 - 26
OPERATIONS MANUAL
d) Retain the flight data recorder correlation for one aircraft of any group
of aircraft operated by VietJet:
1) That are of the same type;
2) On which the model flight recorder and its installation are the
same; and
3) On which there is no difference in type design with respect to the
original installation of instruments associated with the recorder.
e) 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.
f) All aircraft shall be equipped with a Flight data recorder (FDR) type I
as follows:
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) FDR must use a digital method of recording and storing data.
3) FDR is never intentionally switched off by the flight crew.
2.3.6 Cockpit Voice Recorder Data
Reference: VAR 12.081 (e)
a) Cockpit voice recorder data may not be used for purpose other than
for the investigation of an accident or incident.
b) All aircraft are equipped with a CVR that records the aural
environment on the cockpit during flight time and is capable of
retaining recorded information for the last 120 minutes of its
operation, as a minimum.
c) The pilot-in-command must not permit:
1) Flight data recorder (FDR) and the cockpit voice recorder (CVR)
is not disabled, switched off or erased intentionally unless
authorized by a MEL or Engineering instruction.

Page 2 - 27
OPERATIONS MANUAL
2) CVR is not intentionally switched off, unless required to preserve

CVR data after an accident or serious incident.
3) Cockpit voice recording: Preserved after an accident or incident
for 60 days or longer if requested by the CAAV.

Page 2 - 28
OPERATIONS MANUAL

QUALITY SYSTEM Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 3
QUALITY SYSTEM

QUALITY SYSTEM Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 3 - 1
QUALITY SYSTEM
Iss05/Rev00
PART A 01 Aug 2020
3.1 SAFETY - QUALITY POLICY 3

3.2 QUALITY ASSURANCE PROGRAM 5
3.3 SAFETY MANAGEMENT SYSTEM 7

Page 3 - 2
QUALITY SYSTEM
Iss05/Rev00
PART A 01 Aug 2020

Page 3 - 3
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL SAFETY – QUALITY POLICY
PART A 01 Aug 2020
3.1 SAFETY - QUALITY POLICY

Page 3 - 4
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL SAFETY – QUALITY POLICY
PART A 01 Aug 2020

Page 3 - 5
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL QUALITY ASSURANCE PROGRAM
PART A 01 Aug 2020
3.2 QUALITY ASSURANCE PROGRAM

Refer to VietJet Quality Manual.

Page 3 - 6
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL QUALITY ASSURANCE PROGRAM
PART A 01 Aug 2020

Page 3 - 7
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL SAFETY MANAGEMENT SYSTEM
PART A 01 Aug 2020
3.3 SAFETY MANAGEMENT SYSTEM

Refer to VietJet SMS Manual.

Page 3 - 8
QUALITY SYSTEM
Iss05/Rev00
OPERATIONS MANUAL SAFETY MANAGEMENT SYSTEM
PART A 01 Aug 2020

CREW COMPOSITION Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 4
CREW COMPOSITION

CREW COMPOSITION Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 4 - 1
CREW COMPOSITION
Iss05/Rev00
PART A 01 Aug 2020
4.1 GENERAL 3
4.1.1 Minimum Crew Requirements 3
4.1.1.1 Flight Crew 3
4.1.1.2 Cabin Crew 3
4.1.1.3 Non-Revenue Flights with Supernumeraries 5
4.1.1.4 Cargo in Passenger Compartment (CIPC) Flights 5
4.1.2 Rules for Flight Crew Seat Positions 6
4.1.2.1 Normal Crew 6
4.1.2.2 Augmented Crew 6
4.1.2.3 Crew Comprised of Two Captains 6
4.1.3 Flight Crew Inflight Relief 6
4.1.3.1 Pilot-in-Command 6
4.1.3.2 Co-Pilot 7
4.1.4 Augmented Crew Operations 7
4.1.5 Rule for Cabin Crew Members at Duty Stations 8
4.2 DESIGNATION OF PILOT-IN-COMMAND 9
4.2.1 General 9
4.2.2 Crew Comprising More Than One Captain 9
4.2.3 Crew Chain of Command 9
4.3 FLIGHT CREW INCAPACITATION 11
4.3.1 General 11
4.3.2 Succession of Command in Case of Incapacitation of the
Pilot-In-Command 11

Page 4 - 2
CREW COMPOSITION
Iss05/Rev00
PART A 01 Aug 2020

Page 4 - 3
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
4.1 GENERAL
4.1.1 Minimum Crew Requirements
4.1.1.1 Flight Crew
a) The number and composition of the flight crew may not be less
than that specified in the Airplane Flight Manual or other
documents associated with the airworthiness certificate.
b) The flight crews shall include flight crew members in addition to the
minimum numbers specified in the flight manual or other
documents associated with the certificate of airworthiness when
necessitated by considerations related to the type of aeroplane
use, the type of operations and duties involved and the duration of
flight between points where flight crews are exchanged.
4.1.1.2 Cabin Crew
Reference: VAR 13.010.
a) The number of cabin crew members may not be less than minimum
approved by the Authority or the following, whichever is greater:
1) For a seating capacity of 20 to 50 passengers: 1 cabin crew
member;
2) one additional cabin crew member for each unit, or part of a
unit, of 50 passenger seat capacity.
3) But, in no case will the number of cabin crew members be less
than the number of life rafts carried.
b) When passengers are on board a parked aircraft, the minimum
number of cabin crew members shall be:
1) One-half that what is required for the flight operation;
2) But never less than one cabin crew member (or another person
qualified in the emergency evacuation procedures for the
aircraft); and
Where one-half would result in a fractional number, it is
permissible to round down to the next whole number.
c) Minimum cabin crew for VietJet aircraft operation with passenger
carried is specified as follows:

Page 4 - 4
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
Type of Aircraft Minimum Cabin Crew Requirement

A320 4
A321 5
d) Reduction for the number of cabin crew in unforeseen

circumstances (on ground)
In unforeseen circumstances (incapacitation or unavailability of
cabin crew), prior to commence flight duty from transit base where
cabin crew allocation cannot be made:
1) If the number of operating cabin crew is below the minimum
required in Subchapter 4.1.1.2d and non-operating VietJet
cabin crew is available onboard with respected type qualified
and suitable for duty, then such cabin crew may be assigned for
duty.
2) If unable to comply with item (1) above, the required minimum
number of cabin crew may be reduced provided that the
number of passengers has been reduced in accordance with
the table below. After completion of the flight, a report shall be
submitted to CAAV.
Required
minimum
Number of
Aircraft Passenger seats to be number of
Floor Level
Type occupied cabin crew
Exit
(include 01
purser)
Up to and including 100 2
A320 4
101 to including 150 3
Up to and including 150 3
A321 4
151 to and including 200 4
According to the table above, the conditions of operation shall

follow:
• procedures ensuring that an equivalent level of safety is
achieved with the reduced number of cabin crew, in particular
for evacuation of passengers, which are established in Cabin
Crew Manual shall be applied;
Page 4 - 5
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
• at least 01 operating purser is available on board;

• during takeoff and landing, the remain cabin crew shall be
positioned at crew duty station as near as practicable to
required floor level exits and shall be distributed throughout the
cabin to provide the most effective egress of passengers in the
event of an emergency evacuation.
• PIC authorization is required. PIC may refuse to conduct such
kind of operation taking into account.
4.1.1.3 Non-Revenue Flights with Supernumeraries
a) A list of passengers (Master ticket) shall be established and
approved by the Director of Flight Operations or a designated
delegate.
b) This approved list of passengers shall be given to the Pilot-in-
Command prior to the flight.
c) Incase flights are authorized to be performed without Cabin Crew:
1) Pre-Flight Inspection is required, flight crew must complete a
visual security inspection of the cockpit and wheel wells. It is
not necessary to open any panels or use specialized tools,
equipment or lighting. The inspection must occur prior to
commencement of the flight.
2) Pilots are authorized and required to carry out the Cabin Pre-
Flight Security Checks prior to ferry flights. Directions for Cabin
Pre-Flight Security Checks can be found in CCM.
3) Pilot-in-Command will be in charge of checking the security of
the cabin, including slides arming and disarming, and ensuring
that all galley equipment is secured before departure, in flight
and before landing.
4) All passengers shall be briefed by the Pilot-in-Command about
safety/ security and emergency procedures/evacuation.
d) Supernumeraries do not impede flight crew members in the
performance of their duties. If a cabin crew member is used,
supernumeraries do not impede the cabin crew members in the
performance of their duties.
4.1.1.4 Cargo in Passenger Compartment (CIPC) Flights
For flights carrying cargo into the passenger compartment (including
CIPC on seat and CIPC on floor after seat removal), the minimum crew
requirements are as follows:
Page 4 - 6
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
a) Operating flight crew;

b) 01 Technician which has been trained for restraining and securing
cargo items on cabin floor; and
c) 02 qualified cabin crew (including 01 Purser) who have undergone
airline emergency training including firefighting management,
evacuation management, communication management,
decompression management, emergency equipment usage and
knowledge of their location, as well as door and slide shall be on
board.
4.1.2 Rules for Flight Crew Seat Positions
4.1.2.1 Normal Crew
a) Pilot-in-command – Left Hand Seat
b) Co-pilot – Right Hand Seat
4.1.2.2 Augmented Crew
In the case of an augmented crew operation, the pilot-in-command must
be seated in the left-hand seat for take-off and landing, except when the
pilot-in-command holds a DPE/FI qualification then he can occupy either
the left-hand seat or the right-hand seat for take-off and landing.
4.1.2.3 Crew Comprised of Two Captains
a) In the case of a crew comprised of two-line captains, the captain
seated in the right-hand seat must have completed the qualification
necessary to operate from either pilot’s seat.
b) The captain seated in the left-hand seat is the pilot-in-command and
also the pilot flying.
Note: Pilots holding a DPE/FI qualification can operate as pilot-in-
command or pilot flying from either pilot’s seat.
4.1.3 Flight Crew Inflight Relief
4.1.3.1 Pilot-in-Command
A pilot-in-command may be relieved in-flight of his duties at the controls
by another suitably qualified flight crew member in accordance with the
following:
a) Another pilot qualified as pilot-in-command; or
b) A pilot-in-command (PIC) with the following minimum requirements:

Page 4 - 7
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
1) The holder of a valid Airline Transport License;

2) Has completed conversion training and checking (including
Type Rating training) course;
3) Has completed all recurrent checking and training and received
training in the practice of drills and procedures which would not
normally be the relieving pilot’s responsibility;
4) Meets recent experience requirements;
5) Meets pilot-in-command route competence qualifications; and
6) To operate in the role of pilot-in-command in the cruise only
and not below FL 200.
c) The pilot-in-command must make a positive statement to the effect
that command for the flight has transferred to the relief pilot-in-
command or PIC which must be clearly understood,
accepted and acknowledged by both pilots.
4.1.3.2 Co-Pilot
a) The co-pilot may be relieved by another suitably qualified pilot
(captain or co-pilot) or a cruise relief co-pilot qualified. Minimum
requirements for cruise relief co-pilot are as follows:
1) Valid Commercial Pilot License with Instrument Rating;
2) Conversion training and checking, including Type Rating
training except the requirement for take-off and landing training;
3) All recurrent training and checking except the requirement for
take-off and landing training; and
4) To operate in the role of co-pilot in the cruise only and not below
FL 200.
b) Recent experience is not required. The pilot shall, however, carry out
flight simulator recency and refresher flying skill training at intervals
not exceeding 90 days. This refresher training may be combined
with the training prescribed for recurrent training and checking.
4.1.4 Augmented Crew Operations
The following rules apply to augmented crew operations:
a) All pilots must be present at pre-flight briefing;
b) The relief crew members shall carry out such additional duties as
requested by the pilot-in-command (e.g. Exterior Inspection);
c) At least one relief crew member must be seated on the jump seat in
the cockpit during taxi, take-off and landing;
Page 4 - 8
CREW COMPOSITION
Iss05/Rev00
GENERAL
OPERATIONS MANUAL
01 Aug 2020
PART A
d) In flight crew rest shall be in accordance with flight time limitation

requirements;
e) On handover between crew members, a situational awareness
briefing which as a minimum must comprise:
1) Current position, controlling ATC and radio frequency and next
required position or scheduled call;
2) The position of any circle breaker 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.
4.1.5 Rule for Cabin Crew Members at Duty Stations
a) 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.
b) During takeoff and landing, cabin crew members shall remain at
their duty stations with safety belt and shoulder harness fastened.
c) During enroute phases of flight, the cabin crew member shall be
seated at their duty station with safety belt and shoulder harness
fastened whenever the PIC so directs.
Note: This does not prevent the PIC from directing the fastening of
the seat belt only at times other than for takeoff and landing.
d) During takeoff and landing, cabin crew members is assigned to
emergency evacuation duty stations as near as practicable to
required floor level exits and shall be uniformly distributed
throughout the aircraft to provide the most effective egress of
passengers in event of an emergency evacuation.
e) When passengers are on board a parked aircraft, cabin crew
members (or another person qualified in emergency evacuation
procedures for the aircraft) will be placed in the most effective
assistance for emergency evacuation.

Page 4 - 9
CREW COMPOSITION
DESIGNATION OF PILOT-IN- Iss05/Rev00
OPERATIONS MANUAL COMMAND
PART A 01 Aug 2020
4.2 DESIGNATION OF PILOT-IN-COMMAND

4.2.1 General
a) For each flight, a PIC shall be designated by Rostering Department
for commercial air transport operations.
b) The pilot-in-command (PIC) must be a captain and one of the pilots
of the flight. The PIC is the flight crew member in command of the
flight and who is properly qualified and designated by VietJet Air to
operate the flight. He may delegate the conduct of the flight to a
relief pilot, but remains pilot-in-command of the flight from
commencement until the end of flight duty
4.2.2 Crew Comprising More Than One Captain
a) When the aircraft operating crew includes more than one captain,
one captain will be nominated as the pilot-in-command for a
particular flight sector by Flight Dispatch.
b) In a multi-sector two captain operation, a change of pilot-in-
command can take place under the following circumstances:
1) The flight plan prepared for the particular sector nominates the
new pilot-in-command;
2) The load statement carries the name of the new pilot-
in-command, and
3) The change of pilot-in-command must be acknowledged by
both captains.
4.2.3 Crew Chain of Command
The crew chain of command is as follows:
a) Pilot-in-Command (PIC)
b) Co-Pilot
c) Purser
d) Primary Crew
e) SNY/ Instructors/ Positioning/ Deadheading Crew

Page 4 - 10
CREW COMPOSITION
DESIGNATION OF PILOT-IN- Iss05/Rev00
OPERATIONS MANUAL COMMAND
PART A 01 Aug 2020

Page 4 - 11
CREW COMPOSITION
Iss05/Rev00
FLIGHT CREW INCAPACITATION
OPERATIONS MANUAL
01 Aug 2020
PART A
4.3 FLIGHT CREW INCAPACITATION

4.3.1 General
a) In the event that incapacitation of the handling pilot is detected, the
following steps must be taken:
1) The fit pilot must assume control and return the aircraft to a safe
flight path.
2) The fit pilot must take whatever steps are possible to ensure
that the incapacitated pilot cannot interfere with the handling of
the aircraft. These steps may include involving cabin crew and
passengers to restrain the incapacitated pilot.
3) The fit pilot must land the aircraft as soon as practicable to
ensure safety of the occupants.
b) The ‘Two Communication’ rule of thumb should be used to assist in
detecting incapacitation. This states that a flight crew member
should suspect the onset of incapacitation when a pilot does not
respond appropriately to a second verbal communication associated
with a significant deviation from a standard operating procedure or
flight profile.
For further information refer to 8.3.15 of this manual.
4.3.2 Succession of Command in Case of Incapacitation of the Pilot-In-
Command
Succession of command shall be as follows:
a) Flight Crew Composed of Two Pilots
The second pilot takes the authority over all persons on board the
aircraft.
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 pilot-in-command cannot continue his command of the
flight, the flight will not depart from the airport where it has
landed or, if occurring inflight, from the next airport where it
lands, unless another suitable qualified pilot-in-command is
included in the crew.

Page 4 - 12
CREW COMPOSITION
Iss05/Rev00
FLIGHT CREW INCAPACITATION
OPERATIONS MANUAL
01 Aug 2020
PART A

QUALIFICATION REQUIREMENTS Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A
CHAPTER 5
QUALIFICATION REQUIREMENTS

QUALIFICATION REQUIREMENTS Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A

Page 5 - 1
Iss05/Rev00
01 Aug 2020
PART A
5.1 FLIGHT CREW 3

5.1.1 Recruitment Policy 3
5.1.2 Licensing 4
5.1.3 Medical Certificate Requirements 9
5.1.4 Type Rating 10
5.1.5 Supervised Line Flying 10
5.1.6 Limitation on Inexperienced Crew Member Flying Together 11
5.1.7 Recurrent Training 11
5.1.8 Route and Airport Competence 11
5.1.8.1 Route Competence 12
5.1.8.2 Airport Competence 12
5.1.8.3 Categorization of Airports 13
5.1.9 Recent Experience 13
5.1.10 Flight Crew Minimum Qualification Requirements 14
5.1.11 Operation on More Than One Type or Variant 16
5.1.11.1 Single License Endorsement 17
5.1.11.2 Different License Endorsement 17
5.2 CABIN CREW 19
5.2.1 Minimum Requirements 19
5.2.2 Senior Cabin Crew Member (Purser) 19
5.2.3 Limitation on Inexperienced Crew Member Flying Together 19
5.2.4 Additional Cabin Crew Member 19
5.2.5 Cabin Crew Familiarization Flights 19
5.3 OPERATING RESTRICTIONS 21
5.3.1 General 21

Page 5 - 2
Iss05/Rev00
01 Aug 2020
PART A

Page 5 - 3
Iss05/Rev00
OPERATIONS MANUAL FLIGHT CREW
01 Aug 2020
PART A
5.1 FLIGHT CREW

5.1.1 Recruitment Policy
a) The recruitment policy of VietJet with respect to prospective
flight crew, regardless of whether such flight crew is recruited
directly by VietJet, or though the services of a flight crew leasing
company, shall include the following processes:
1) An interview conducted by the VietJet Flight Operations and/or
Human Resources Departments, including psychological
testing;
2) Technical competencies and skills;
3) Aviation experience;
4) Credentials and licenses;
5) Interpersonal skills;
6) A security background check;
7) A test to ensure adequate fluency in the English language for
effective communication with air traffic control, between flight
crew members on the cockpit and between the flight crew
member(s) and cabin crew;
8) A test to ensure sufficient fluency in the written English
language for adequate understanding of VietJet manuals and
documentation;
9) Medical fitness including psychoactive substances; and
10) A SIM test on an approved flight simulator.
b) Pilots who have attained their 65th birthday for male and 60th for
female shall not be allowed to operate any of VietJet’s aircraft as PIC
or co-pilot.
c) For pilots who are more than 60 years old for male and 55 years old
for female, VietJet’s pilot recruitment committee shall:
1) Assess and ensure that the pilot meets all requirements in
Appendix 1 of the Chicago convention; and
2) Require that pilot maintain their health to meet applicable medical
requirements.

Page 5 - 4
Iss05/Rev00
01 Aug 2020
PART A
d) VietJet’s pilot recruitment depends on the need for resources and

recruitment policy of the company, but in all cases must not exceed
the age specified above.
e) Pilots who hold an ATPL or CPL issued by EASA/ FAA/ TCCA/
CASA/ NCAA are prioritized in VietJet’s recruitment process.
f) In recruitment process for foreign pilots, minimum flight time 3,000hrs
of which at least 1,500hrs on type is required.
5.1.2 Licensing
Reference: VAR 10.043 (b), VAR 10.045 (a)(1), VAR 10.050 (a), VAR
10.051 (a), VAR 10.055, VAR 10.063, VAR 10.090 (a), VAR 10.087 (a),
VAR 10.047, VAR 10.067, VAR 10.092 (a), VAR 10.093, VAR 10.095
a) Flight crew must be qualified for the operations for which they are
able to be used in accordance with VAR Part 14.
b) No pilot may act as PIC or in any other capacity as a required flight
crew member of a civil aircraft of Vietnam registry, unless he or she
carries in their personal possession the appropriate and current
license for that flight crew position for that type of aircraft and a valid
medical certificate.
c) For international operations, the flight crew shall include at least one
member who has in his personal possession a valid radio operator
license or endorsement, issued or rendered valid by the State of
Registry, authorizing operation of the type of radio transmitting
equipment to be used.
Note: The requirement is already included in the CAAV issued flight
crew license.
d) No Flight Crews may use the aircraft radio for aeronautical
radiotelephony unless their licenses have been endorsed for at least
Level 4 language proficiency.
e) The PIC and VietJet shall ensure that the licenses of each flight
crew member have been issued or rendered valid by the State of
Registry, contain the appropriate category, class and type ratings,
and that all that the flight crew members are in conformance with
the recency of experience requirements of VAR Part 10.
f) The Flight Crews may operate or perform duties in a civil aircraft
that require a license unless the license authorizing the privileges to
conduct that operation were issued in accordance with the
specifications of VAR Part 7 of the Civil Aviation Regulations.
Page 5 - 5
Iss05/Rev00
01 Aug 2020
PART A
g) No pilot may operate a civil aircraft as the PIC in the following

situations unless that person's pilot license has been endorsed with
an instrument or airline transport pilot (not limited to VFR) rating for
the category, class and, if required, type of aircraft:
1) In flight conditions where the proximity to clouds and minimum
visibility is less than those prescribed for VFR (Visual Flight
Rules);
2) In IMC (instrument meteorological conditions);
3) On an ATS clearance for operations in IFR; or
4) Conducting Special VFR Operations at night in Class G
airspace.
h) No pilot may perform the duties of a co-pilot in any of the situations
described in paragraph (g) when a co-pilot is required, unless that
person's pilot license has been endorsed with an instrument rating
for the category of aircraft.
i) When qualified and current for the aircraft category, class and type
being operated, the holder of an airline transport pilot license may:
1) Act as PIC (or co-pilot) of the aircraft certificated for operation
after completing the additional requirements of VAR Part 14;
Exercise the privileges accorded to a commercial pilot
2) Not give flight instruction unless also the holder of a specific
authorization from CAAV;
3) Unless limited to VFR operations only, exercise the privileges
accorded to an instrument rating for that category of aircraft.
j) A pilot may conduct operations only within the general privileges
and limitations of the type of valid license that he has been issued
by CAAV.
k) Each flight crew member must have a valid license, type rating,
emergency procedures and dangerous goods qualifications and
medical certificate applicable for the aircraft type and the nature of
the operation. Licenses shall have been issued by the CAAV or, in
the case of licenses issued by other authorities; the pilot must have
a CAAV Certificate of Validation.
l) The holder of a license or rating shall not exercise privileges other
than those granted by that license or rating. Any change to a flight

Page 5 - 6
Iss05/Rev00
01 Aug 2020
PART A
crew member’s qualification must be communicated to the

scheduling department in order to ensure that such flight crew
member only undertakes flight duties for which he/she is qualified.
m) Flight crew members must carry their licenses and medical
certificates with them when on operational duty.
n) Minimum license requirements are as follows:
1) Pilots-in-command must hold an Airline Transport Pilot
License with a valid instrument rating;
2) First officers must hold a Commercial Pilot License with a
valid instrument rating;
3) First officers qualified for pilot-in-command relief duties must
hold an Airline Transport Pilot License.
o) No flight crew may exercise the privileges of their license issued by
CAAV for more than 30 calendar days after they have changed their
official mailing address unless VietJet has provided written
notification of the following information to the CAAV:
1) Full name;
2) Pilot certificate number;
3) House Number, Street Number, 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 codes)
p) Pilot may not act as PIC of VietJet’s applicable aircraft type which
CAAV has determined requires aircraft type-specific training, unless
he/ she has:
1) Received and logged ground and flight training from an
authorized instructor in the applicable aeroplane type, or in an
approved flight simulator or approved flight training device that
is representative of that, and has been found proficient in the
operation and systems of that aeroplane; and
2) Received a one-time endorsement in the pilot’s logbook from
an authorized instructor who certifies the person is proficient to
operate that aircraft.

Page 5 - 7
Iss05/Rev00
01 Aug 2020
PART A
q) The holder of a multi-crew pilot license may exercise:

1) Commercial pilot privileges while acting as a co-pilot of an
aeroplane required to be operated with a co-pilot; and
2) Instrument rating privileges during a multi-crew flight operation.
r) When qualified and current for the aircraft category, class and type
being operated, the holder of a commercial pilot license may:
1) Act as F/O of an aircraft in commercial air transport after
completing the additional requirements of VAR Part 14;
2) Not give flight instruction unless also the holder of an
appropriate flight instructor license and rating;
s) The holder of a multi-crew pilot license may act as a:
1) F/O of an aeroplane required to be operated with a F/O;
2) PIC with a commercial endorsement on his multi-crew pilot
license.
t) The holder of an instrument rating shall not exercise those privileges
in a multi-engine aircraft unless they have demonstrated their
instruments skills in a multi-engine aircraft, including engine-out
operations, as required below:
1) The holder of an instrument rating shall:
i. Hold a pilot license with an aircraft category and class
rating for the instrument rating sought;
ii. Have at least a minimum demonstrated language
proficiency of Level 4 in;
iii. Hold a current Class 1 medical certificate;
iv. Receive a logbook or training record endorsement from an
authorized instructor certifying that the person is prepared
to take the required skill test;
v. Pass the required knowledge test on the aeronautical
knowledge areas, unless the applicant already holds an
instrument rating in another category; and
vi. Pass the required skill test in:
• The aircraft category, class, and type, if applicable,
appropriate to the rating sought; or
• A flight simulator or a flight training device appropriate
to the rating sought and approved for the specific
manoeuvre or procedure performed.

Page 5 - 8
Iss05/Rev00
01 Aug 2020
PART A
2) Aeronautical knowledge. The holder of an instrument rating

shall have received and logged ground training, as prescribed
by the Authority, from an authorized instructor on the areas of
aeronautical knowledge that apply to the instrument rating.
3) Flight proficiency. The holder of an instrument rating shall
receive and log, as prescribed by the Authority, training from an
authorized instructor in an aircraft, or in an approved flight
simulator or approved flight training device, in accordance with
paragraph (e) of this subsection.
4) Aeronautical experience. The holder of an instrument rating
shall have logged a minimum of 40 hours of instrument flight
time and other required aeronautical experience prescribed.
5) Use of approved flight training devices. If the instrument training
was provided by an authorized instructor in an approved flight
simulator or an approved flight training device, the holder of an
instrument rating may perform a maximum of:
i. 20 hours, or
ii. 30 hours, if the training was accomplished in accordance
with an approved training programme.
6) The holder of an instrument rating shall have gained not less
than 10 hours of the instrument flight time required in paragraph
(i) of this Section while receiving dual instrument flight
instruction in the aircraft category being sought, from an
authorized flight instructor. The instructor shall ensure that the
holder of instrument rating has operational experience in at
least the following areas to the level of performance required for
the holder of an instrument rating:
i. Pre-flight procedures, including the use of the flight manual
or equivalent document, and appropriate air traffic services
documents in the preparation of an IFR flight plan;
ii. Pre-flight inspection, use of checklists, taxiing and pre-
take-off checks;
iii. Procedures and manoeuvres for IFR operation under
normal, abnormal and emergency conditions covering at
least:
• Transition to instrument flight on take-off;
• Standard instrument departures and arrivals;

Page 5 - 9
Iss05/Rev00
01 Aug 2020
PART A
• En-route IFR procedures;

• Holding procedures;
• Instrument approaches to specified minima;
• Missed approach procedures;
• Landings from instrument approaches;
• In-flight manoeuvres and particular flight
characteristics.
7) The holder of an instrument rating for one category may not
exercise instrument privileges in another category of aircraft,
unless they have completed the requirements in each category.
5.1.3 Medical Certificate Requirements
Reference: VAR 10.045, VAR 10.053
a) Flight Crew member shall have a current and valid medical
certificate in order to exercise the privileges of their licenses in
aviation:
b) No flight crew member may serve in aviation unless that person has
in their personal possession a valid airman medical certificate.
c) Flight crew shall not operate unless medically screened in
accordance with the following:
1) Annually for all flight crew;
2) Every six months for flight crew at or above 40 years of age
who exercise the privileges of an Airline Transport Pilot
License; or
3) As specified by the CAAV.
d) Male pilots over 65-year-old or female pilots over 60-year-old, or
who does not hold an appropriate medical certificate shall not act as
Pilot Flying (PF) and Pilot Monitoring (PM) in commercial aircraft.
e) Check airman who have reached their 65th birthday or who do not
hold an appropriate medical certificate may continue their check
airman functions, but may not serve as or occupy the position of a
required pilot flight crew member.

Page 5 - 10
Iss05/Rev00
01 Aug 2020
PART A
5.1.4 Type Rating

Reference: VAR 10.057, VAR 10.060 (a)
a) The holder of a pilot license shall not act in any capacity as a pilot,
unless the holder has a valid and appropriate type rating endorsed
upon his license.
b) The VietJet type rating training program is approved by the 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.
c) Refer to Operations Manual Part D – Training for details on type-
rating training requirements.
d) No pilot may act as the PIC of an aircraft unless that person holds the
appropriate category, class, and type rating (if a class rating and type
rating is required) for the aircraft to be flown, except where the pilot is
the sole occupant of the aircraft, or
1) Is receiving training for the purpose of obtaining an additional
pilot license or rating that is appropriate to that aircraft while
under the supervision of an authorized instructor; or
2) Has received training required by these Parts that is
appropriate to the aircraft category, class, and type rating (if a
class or type rating is required) for the aircraft to be flown, and
has received the required endorsements from an authorized
instructor.
e) A pilot may not act as PIC of an aircraft that is carrying another
person, or is operated for remuneration or hire, unless that pilot holds
a category, class, and type rating (if a class and type rating is
required) that applies to the aircraft.
f) When Aircraft type rating is required, no pilot may operate any of the
civil aircraft as PIC unless that person's license has been endorsed
for the large aircraft and Aircraft certificated for operation with a
minimum crew of at least two pilots.
5.1.5 Supervised Line Flying
Details are provided in Operations Manual Part D - Training.

Page 5 - 11
Iss05/Rev00
01 Aug 2020
PART A
5.1.6 Limitation on Inexperienced Crew Member Flying Together

a) A pilot is considered inexperienced following the completion of a
Type Rating or command upgrade and the associated line flying
under supervision until he/she has achieved on the aircraft type at
least 300 hours.
b) VietJet shall not roster two inexperienced pilots in the same
operating crew.
5.1.7 Recurrent Training
a) All pilots must complete the VietJet recurrent training program
including such additional items as emergency procedures re-
qualification, dangerous goods, etc., when they fall due.
b) It is the responsibility of the Director of Flight Operations to ensure
that all flight crew members complete all items required by the
VietJet check and training program when they are due.
c) Refer OM Part D – Training Manual for details on recurrent training
requirements.
5.1.8 Route and Airport Competence
a) The Company shall ensure that, prior to being assigned as Pilot-in-
Command or as pilot to whom the conduct of the flight may be
delegated by the Pilot-in-Command, the pilot has 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 sub-paragraph (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.
Page 5 - 12
Iss05/Rev00
01 Aug 2020
PART A
5.1.8.1 Route Competence

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; and
5) Navigation facilities associated with the route along which the
flight is to take place.
b) Depending upon the complexity of the route as assessed by VietJet,
the following methods of familiarization training will be used:
1) For less complex routes familiarisation by self-briefing with
route documentation, or by means of Program instruction; or
2) For more complex routes in addition to (a) above, in-flight
familiarisation as a co-pilot, observer or pilot in command under
supervision, or familiarisation in an approved flight simulator
using a database appropriate to the route concerned.
5.1.8.2 Airport Competence
Airports are classified by VietJet into the following categories:
a) Category A
An airport which satisfies all of the following requirements:
1) Has an approved instrument approach procedure;
2) Has at least one runway with no performance limited
procedure for take-off and/or landing;
3) Published circling minima not higher than 1,000 ft above
airport level; and
4) Night operations capability.
Prior to operating to a Category A airport, the pilot-in-command shall
be self-briefed by means of Program instruction.
b) Category B
An airport which does not satisfy the Category A requirements or
which requires additional considerations, such as:
Page 5 - 13
Iss05/Rev00
01 Aug 2020
PART A
1) Non-standard approach aids and/ or approach patterns; or

2) Unusual local weather conditions; or
3) Unusual characteristics or performance limitations; or
4) Any other relevant considerations including obstructions,
physical layout, lighting, etc.
Prior to operating to a Category B airport, the pilot-in-command shall
be briefed or self-briefed by means of Program instruction, or
trained as required by local authorities/ company policy, on the
Category B airport concerned and should certify that he has carried
out these instructions.
c) Category C
An airport which requires additional considerations to a Category B
airport.
Prior to operating to a Category C airport, the pilot-in-command
must undertake a flight to the airport as an observer and/or
complete specified simulator training.
5.1.8.3 Categorization of Airports
All VietJet destination airports are either Category A, B or C.
Refer to OM part C for details.
5.1.9 Recent Experience
Reference: VAR 10.077; ISM FLT 3.3.7 (i)(a), FLT 3.4.6 (ii)
a) A pilot who has not met the recency of experience for takeoffs and
landings shall satisfactorily complete a re-qualification curriculum
acceptable to the CAAV and carried out on the CAAV approved
flight simulator of the type to be used.
b) No person may act as PIC/Co-pilot of an aircraft carrying
passengers, or of an aircraft certified for more than one required
pilot flight crew member unless that pilot has:
1) Pilot has carried out at least three take-offs and three landings
as pilot flying in an aircraft or an approved flight simulator of the
type to be used, in the preceding 90 days.
2) For night operations, made the three takeoffs and landings
required by paragraph (1) at night.

Page 5 - 14
Iss05/Rev00
01 Aug 2020
PART A
3) The flight simulator must be acceptable to the CAAV for take-

offs and landings.
5.1.10 Flight Crew Minimum Qualification Requirements
a) Previous airlines experienced pilot
Type Position Flight Time Requirements General Requirements
Total flight time 4,000hrs or 1) Hold an ATPL with a

above of which at least: current type rating of
a. 1,500hrs as PIC and VietJet aircraft;
1,500hrs on type; 2) Hold a current class 1
Captain OR medical certificate;
b. 2,500hrs as PIC on 3) Not over 63 years of age
aircraft with equivalent for male and 58 years for
A320/ or higher seating female;
A321 capacity. 4) English language
competency: Level 4 or
higher (ICAO
requirement);
Total flight time 4,000hrs or
First
above with at least 5) Complete to the
Officer satisfaction selection of
1,500hrs on type.
Recruitment Committee
of VietJet.
Refer to OM Part D for further details.

Page 5 - 15
Iss05/Rev00
01 Aug 2020
PART A
b) Internal promotion upgrade
Previous Upgrade Flight Time

General Requirements
Position Position Requirements
1) Valid ATPL;
2) Not less than 26 years old;
3) Working for VietJet as First
Officer at least 12 months
or in accordance with the
applicable policy approved
by VietJet;
4) Meet the requirements
regarding flight safety as
company policy;
5) Meet the requirements
regarding flight safety as
company policy;
Total flight time 6) No violation in company
A320/A321 A320/321 3,000hrs or above policy, security, safety and
of which at least CRM record in the last
Co-Pilot Captain
1,500hrs on type. twelve (12) months;
7) Recommendations from
Crew Training Manager,
Chief Pilot, DFO;
8) Result of recurrent
checking in recent two
times must be at least
standard level Grade 3 and
Grade 4 for SOP;
9) English proficiency: Level 4
or higher (ICAO
requirement);
10) Pass the selection
assessment of recruitment
committee.
Refer to OM Part D for further details.

Page 5 - 16
Iss05/Rev00
01 Aug 2020
PART A
c) Cross Crew Qualification (CCQ)
Flight Time
Type Position General Requirements
Requirements
Total flight time 1) Hold an ATPL license with a

1,500hrs or above current type rating of VietJet
Captain
on current family aircrafts
aircraft 2) Hold a current Class 1 medical
certificate;
3) Not over 60 years of age with
male and 55 years for female;
A320/ 4) English language competency:
A321 Total flight time Level 4 or higher (ICAO
First 1,500hrs or above requirement);
Officer on current family 5) Demonstrate to the adequate
aircraft knowledge of flight operations.
6) Complete to the satisfaction of
the Company selection
committee a pre-employment
interview
5.1.11 Operation on More Than One Type or Variant

Reference: VAR 15.043(a)
Operate on more than one type of aircraft in one flight duty period which
required a separate license type rating is prohibited.
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.

Page 5 - 17
Iss05/Rev00
01 Aug 2020
PART A
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.
d) List of aircraft models and associated Type Rating
Aircraft Model Type Rating
A320 series
A320/A321
A321 series
5.1.11.1 Single License Endorsement

Operation of several variants – single license endorsement.
Examples:
a) A320 and A321 CEO/NEO
Qualification between the variants is done by familiarization training. See
definition in OM Part D.
Training, checking and recent experience requirements may be done on
any variant, valid for all.
5.1.11.2 Different License Endorsement
Operation of more than one type or variant – different license
endorsement
Example: A320 and A330
Difference training (Cross Crew Qualification-CCQ) is required between
the various types of aircraft. Details of the CCQ training are included in
OM Part D.

Page 5 - 18
Iss05/Rev00
01 Aug 2020
PART A

Page 5 - 19
Iss05/Rev00
OPERATIONS MANUAL CABIN CREW
01 Aug 2020
PART A
5.2 CABIN CREW

5.2.1 Minimum Requirements
Refer to OM Part D – Chapter 3 for minimum requirements of Cabin
Crew, Purser and Instructor.
5.2.2 Senior Cabin Crew Member (Purser)
A senior cabin crew member (purser) must meet the following minimum
requirements:
a) One-year experience as an operating cabin crew member;
b) Total flying hours – 1,000 hours;
c) 500 TOEIC points; and
d) Have completed the appropriate training course.
5.2.3 Limitation on Inexperienced Crew Member Flying Together
a) A Cabin crew shall be considered as inexperienced until he/ she has
at least three months or 30 sectors (whichever is greater) experience
as an operating cabin crew within VietJet.
b) When scheduling cabin crew for flight duty, the required cabin crew
shall include experienced cabin crew. The number of experienced
cabin crew depends upon the type of operation and the total number
of cabin crew assigned for the flight.
c) Rostering shall ensure that not more than 50% of the minimum cabin
crew shall be inexperienced on a flight.
5.2.4 Additional Cabin Crew Member
To operate as an additional cabin crew member over and above the
minimum cabin crew complement as may be required for a particular
flight(s), such cabin crew members must meet the requirements of 5.2.1,
above.
5.2.5 Cabin Crew Familiarization Flights
A cabin crew member undertaking familiarisation flights as part of their
approved training course are to be included as additional cabin crew
over and above the minimum cabin crew requirement until such time that
they have completed the training detailed in the Cabin Crew Manual
(CCM).

Page 5 - 20
Iss05/Rev00
OPERATIONS MANUAL CABIN CREW
01 Aug 2020
PART A
Operation on More Than One Aircraft Type or Variant:

Cabin crew may be qualified to operate on up to a maximum of three (3)
different aircraft types.

Page 5 - 21
Iss05/Rev00
OPERATIONS MANUAL OPERATING RESTRICTIONS
01 Aug 2020
PART A
5.3 OPERATING RESTRICTIONS

5.3.1 General
a) All personnel assigned, or directly involved in ground and flight
operations shall not undertake their assigned duties unsupervised
unless they have received proper instruction and have
demonstrated their ability to carry out their particular duties and they
are aware of their responsibilities with respect to the overall VietJet
operation.
b) Any crew member undergoing training or checking shall not operate
unsupervised in the category to which the training or checking
relates until they have received a VietJet authorization. This
requirement applies whether the training is a recurrent check (e.g.
operator proficiency or line check), a conversion course (e.g.
transitioning from one aircraft type to another), a differences course
(e.g. transitioning from one variant to another) or a command or
promotion course (e.g. from first officer to captain or cabin crew to
No 1 position).
c) In the case of flight crew undergoing a recurrent check of any
nature, the training or check requirements will be deemed to have
been met when the candidate passes such check. In this case the
check/training pilot will sign the license and complete the
appropriate VietJet training form. When the individual concerned is
recorded as taking two or more attempts to reach the required
standard on any single required exercise the check/training pilot
must not record a pass standard and must refer the matter to the
Chief Pilot.
d) VietJet shall not assign a crew member that is not qualified to
perform the necessary duties and function:
1) That are required for their assigned station; and
2) In an emergency or in a situation requiring emergency
evacuation.

Page 5 - 22
Iss05/Rev00
OPERATIONS MANUAL OPERATING RESTRICTIONS
01 Aug 2020
PART A

CREW HEALTH PRECAUTIONS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 6
CREW HEALTH PRECAUTIONS

CREW HEALTH PRECAUTIONS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 6 - 1
Iss05/Rev00
PART A 01 Aug 2020
6.1 GENERAL REQUIREMENTS 3

6.1.1 Statutory Requirements 3
6.1.2 Use of Psychoactive Substances 3
6.1.3 Illness or Incapacitation Whilst on Duty 5
6.1.4 International Health Regulations 6
6.1.5 Quarantine Regulations 6
6.1.6 Alcoholic Drinks 6
6.1.7 Policy On Alcohol And Drug Use/Testing 6
6.2 CREW HEALTH PRECAUTIONS 7
6.2.1 Alcohol Consumption 7
6.2.2 Narcotics 7
6.2.3 Pharmaceutical Drugs Including Sleeping Tablets 7
6.2.4 Eye Protection 7
6.2.5 Ear Protection 8
6.2.6 Deep Diving 8
6.2.7 Blood Donations 9
6.2.8 Surgical Operations 9
6.2.9 Pregnancy 9
6.2.10 Food Hygiene/ Poisoning 9
6.2.10.1 General 9
6.2.10.2 Meals in the Cockpit 9
6.2.11 Humidity 10
6.2.12 Diurnal Rhythm 10
6.2.13 Fatigue 10

Page 6 - 2
Iss05/Rev00
PART A 01 Aug 2020

Page 6 - 3
Iss05/Rev00
OPERATIONS MANUAL GENERAL REQUIREMENTS
PART A 01 Aug 2020
6.1 GENERAL REQUIREMENTS

6.1.1 Statutory Requirements
a) The Pilot may not act as PIC or in any other capacity as a required
flight crew member when they are aware of any decrease in their
medical fitness which might render them unable to safely exercise
the privileges of his or her license.
b) The PIC shall be responsible for ensuring that a flight is not:
1) Commenced if any flight crew member is incapacitated from
performing duties by any cause such as injury, sickness,
fatigue, the effects of alcohol or drugs; or
2) Continued beyond the nearest suitable aerodrome if a flight
crew members’ capacity to perform functions is significantly
reduced by impairment of faculties from causes such as fatigue,
sickness or lack of oxygen.
c) 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.
6.1.2 Use of Psychoactive Substances
Reference: VAR 10.120, Appendix 1 to VAR 10.120, VAR 10.207 (a)
Refer to VietJet’s Procedure of Psychoactive Substances Testing for
details.
a) A crew member may not act or attempt as a crew member of a civil
aircraft; and dispatchers and any personnel who might be assigned
responsibility for operational control may not perform their duties:
1) Within 8 hours after the consumption of any alcoholic beverage
with an alcohol in the blood exceed 0.02% at the start of duty
time;
2) While under the influence of alcohol; or
3) While using any psychoactive substance that might render them
unable to safely and properly exercise their duties.
4) A crew member shall, on request of a law enforcement officer or
CAAV, yield to a test to indicate the presence of alcohol or
psychoactive substances in the blood at any time;
Page 6 - 4
Iss05/Rev00
PART A 01 Aug 2020
i. Up to 8 hours before acting as a crew member;

ii. Immediately after attempting to act as a crew member, or
iii. Immediately after acting as a crew member.
b) No crew members, dispatchers and any personnel who might be
assigned responsibility for operational control of a civil aircraft may
engage in any problematic use of psychoactive substances:
1) Whenever there is a reasonable basis to believe that a person
may not be in compliance with the requirments above and upon
the request of the Authority, that person shall furnish the
Authority or authorise any clinic, doctor, or other person to
release to the Authority, the results of each blood test taken for
presence of alcohol or narcotic substances up to 8 hours before
or immediately after acting or attempting to act as a crew
members;
2) Any test information provided to the Authority under the
provisions of this section may be used as evidence in any legal
proceeding.
c) Flight and cabin 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. A psychoactive substance is defined as
alcohol, opiates, cannabinoids, sedatives and hypnotics, cocaine,
other psycho-stimulants, hallucinogens and volatile solvents.
Coffee and tobacco are excluded.
d) No flight and cabin crew members may 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).
e) Crew members, dispatchers and any personnel who might be
assigned responsibility for operational control are further prohibited
from the problematic (questionable) use of psychoactive substances
when away from their VietJet Air duties.
f) Crew members, dispatchers and any personnel who might be
assigned responsibility for operational control that are identified as
engaging in any kind of problematic use of psychoactive
substances, including alcohol, shall not be permitted to carry out any
safety-critical functions.
Page 6 - 5
Iss05/Rev00
PART A 01 Aug 2020
6.1.3 Illness or Incapacitation Whilst on Duty

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 pilot-in-command at the earliest opportunity.
b) Pilots-in-command should 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 VietJet Air's position in several ways, including:
1) Violation of International health regulations;
2) Liability to the cabin crew concerned, should a serious illness
ensue; and
3) Significant decrease in the safety of the flight, if the number of
available crew members were reduced.
c) Pilots-in-command or VietJet Air 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.
Pilots-in-command are authorized to arrange any tests necessary to
ascertain the condition of the individual concerned.
d) A written report must be submitted by the pilot-in-command and the
crew member as soon as practicable after return to the main base.
Pilots-in-command should arrange for the arrival time of the crew
member at the main base to be notified to the VietJet Air Medical
Officer.
e) Pilots-in-command 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 pilot-in-command 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 pilot-in-command being incapacitated, following the
chain of command, the co-pilot with the highest senior ranking will
take over the duty.

Page 6 - 6
Iss05/Rev00
PART A 01 Aug 2020
6.1.4 International Health Regulations

All cases of illness on board aircraft (excluding cases of air sickness
and accidents) must be reported by the pilot-in-command on landing.
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.
6.1.5 Quarantine Regulations
a) When a passenger on board shows symptoms, which might indicate
the presence of a major disease, the pilot-in-command 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.
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 authorized by the airport medical or health authority.
d) Each station, in conjunction with the airport medical or health
authorities should 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; and
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.
6.1.6 Alcoholic Drinks
Alcoholic drinks or unsealed containers containing alcoholic drinks
must not be taken onto the cockpit.
6.1.7 Policy On Alcohol And Drug Use/Testing
Company will perform random test of the blood alcohol/ drug level of
crew members before or after flight, dispatchers and any personnel
who might be assigned responsibility for operational control before or
during their duty time without prior notice.

Page 6- 7
Iss05/Rev00
OPERATIONS MANUAL CREW HEALTH PRECAUTIONS
PART A 01 Aug 2020
6.2 CREW HEALTH PRECAUTIONS

6.2.1 Alcohol Consumption
A crew member shall not:
a) Consume any alcohol less than 8 hours prior to the specified
reporting time for flight duty or the commencement of standby;
b) Commence a flight duty period with a blood alcohol level in
excess 0.2. mg per ml (milligrams per milliliter);
c) Consume any alcohol during flight duty or whilst on standby;
d) Consume any alcohol in any public place wearing a VietJet Air
uniform including rank and insignia.
6.2.2 Narcotics
The use of drugs of a narcotic or stimulant type, unless prescribed by
a medical authority and approved by the CAAV and the VietJet Air
physician are strictly forbidden.
6.2.3 Pharmaceutical Drugs Including Sleeping Tablets
Crew members should not undertake flying duties while under the
influence of any drug or drugs which may adversely affect
performance. Pilots should know that many commonly used drugs
have side effects liable to impair judgment and interfere with
performance. Ideally crew member should not fly on duty whilst taking
any medication, but this is not always practical. When in doubt pilots
should contact the medical department to establish whether or not the
medication being taken precludes flight duties.
6.2.4 Eye Protection
a) Sun Glasses
Under some circumstances sunglasses can significantly
reduce vision therefore they should only be used when
necessary.
b) Night Vision
Before and during take-off, climb-out, approach and landing,
the use of bright cockpit lights should be restricted so as to favor
the eye adoption to darkness.

Page 6- 8
Iss05/Rev00
PART A 01 Aug 2020
c) Vision Correction
All pilots who are required by the licensing authorities to wear
corrective lenses in order to satisfy visual requirements laid down
for granting of licenses, are required to carry a spare pair of
spectacles with them on all occasions whilst operating their
license.
d) 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.
e) Each flight crew member assessed as fit to exercise the privileges
of a license subject to the use of suitable correcting lenses, shall
use those lenses or have them immediately available when
performing as a required crew member.
f) Each flight crew member assessed as fit to exercise the privileges
of a license subject to the use of suitable correcting lenses, shall
have a spare set of the correcting spectacles readily available when
performing as a required crew member in commercial air transport.
g) If near correction for distances other than those tested for the
medical certificate are necessary for visual cockpit tasks, the pilot
shall obtain and use such lenses in the medical evaluation.
6.2.5 Ear Protection
Flight personnel are recommended to use suitable earplugs:
a) In a noisy environment;
b) While on duty (e.g. on the tarmac conducting walk around
inspections); and
c) During noisy private activities.
6.2.6 Deep Diving
Flying in pressurized aircraft after diving deeper than 18 meters can
result in the bends (decompression sickness). A crew member should
not practice diving to a depth exceeding 10 meters within 72 hours
before a flight assignment.

Page 6- 9
Iss05/Rev00
PART A 01 Aug 2020
6.2.7 Blood Donations

Following blood donations, 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. Crew members should not volunteer as
blood donors whilst actively flying.
In any case a crew member should not donate blood within 72
hours before a flight assignment.
6.2.8 Surgical Operations
Aero-medical advice should be sought prior to returning to flying duties
following any surgical procedure.
6.2.9 Pregnancy
Pregnancy entails unfitness for flight crew duties. If obstetric evaluation
indicates a completely normal pregnancy, the pilot may be assessed
as fit until the end of the 26th week of gestation. License
privileges may be resumed upon satisfactory confirmation of full
recovery following confinement or termination of pregnancy.
6.2.10 Food Hygiene/ Poisoning
6.2.10.1 General
a) Since the most acute forms of food poisoning frequently come on
suddenly and usually within 1-6 hours after eating contaminated
food, common sense rules should be observed as far as
practicable in respect of meals taken within 6 hours of a flight.
b) Prior to and during flight it is essential that crew members 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.
c) In order to eliminate, as far as possible, the risk of food poisoning,
the pilot-in-command and co-pilot should not partake of the same
dishes before or during a flight.
6.2.10.2 Meals in the Cockpit
When the flight crew members occupying the crew member's seat are
served meals or refreshment they must:
a) Except for light refreshments and beverages must not eat meals
at the same time during flight;

Page 6- 10
Iss05/Rev00
PART A 01 Aug 2020
b) Foods and drink must be carefully handled in the cockpit and

should not be placed on or near the controls due to the possibility
of spillage with the associated risks for electrical and other
equipment;
c) Make an appropriate entry in the Technical Log and verbally
report any incident in which spillage of a liquid on the control
pedestal or other vulnerable areas is involved.
6.2.11 Humidity
In flight relative humidity of cabin air is much lower than that on the
ground and 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.
6.2.12 Diurnal Rhythm
a) It is an established fact that the human body does have a diurnal
cycle or rhythm. This means that chemical, psychological and
physiological activity are high during normal waking hours, and
are low during normal sleeping hours. These functions reach the
lowest point at about 4 am. Flying across time zones, that is
either east- west or west-east, may interrupt the diurnal cycle
which increases temporary fatigue but there is no proof that this is
harmful to long term health.
b) In order to minimize the tiring effects of interruption to the normal
day-night biological cycle it is recommended to:
1) When away from home adhere as much as possible to
home time for sleeping, eating and other activities;
2) Take adequate rest before flight;
3) Eat light snacks at three or four hourly intervals to increase
alertness.
6.2.13 Fatigue
a) A crew member shall not commence a flight duty or continue
a flight duty after an intermediate landing if he is aware that he is
fatigued or will be fatigued before next landing.
b) The basic responsibility in fatigue management rests with the
individual crew member who should report for duty in a reasonably
Page 6- 11
Iss05/Rev00
PART A 01 Aug 2020
rested and in an emotionally fit state to perform his expected 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.
d) Each crew member must report for any flight duty period rested
and prepared to perform his or her assigned duties.
e) No flight crew member may accept assignment to a flight duty
period if the flight crew member has reported for a flight duty
period too fatigued to safely perform his or her assigned duties.

Page 6- 12
Iss05/Rev00
PART A 01 Aug 2020

FLIGHT TIME LIMITATIONS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 7
FLIGHT TIME LIMITATIONS

FLIGHT TIME LIMITATIONS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 7 - 1
Iss05/Rev00
PART A 01 Aug 2020
7.1 GENERAL 5
7.2 SCOPE 7
7.3 DEFINITIONS 9
7.4 VIETJET AIR’S RESPONSIBILITIES 15
7.4.1 General 15
7.4.2 Scheduling 16
7.4.3 Operational Robustness 16
7.4.4 Records of Home base, Flight times, Duty and Rest Periods 17
7.5 CREW MEMBER RESPONSIBILITIES 19
7.6 FITNESS FOR DUTY 21
7.7 FATIGUE RISK MANAGEMENT (FRM) 23
7.8 FLIGHT TIME SPECIFICATION SCHEMES 25
7.9 HOME BASE 27
7.9.1 Travelling Time 27
7.9.2 Airport Positioning Time 27
7.10 FLIGHT DUTY PERIODS (FDP) 29
7.10.1 Reporting Time Procedure 29
7.10.1.1 Reporting Periods for Flight Crew 29
7.10.1.2 Reporting Periods for Cabin Crew 30
7.10.2 Reduce the Duty Time/ Actual FDP and/or Increase the Rest
Period 30
7.10.3 Basic Maximum Daily Flight Duty Period 31
7.10.3.1 The Maximum Daily FDP Without the Use of Extensions for
Acclimatized Crew Members 31
7.10.3.2 The Maximum Daily FDP When Crew Members are in an Unknown

Page 7 - 2
Iss05/Rev00
PART A 01 Aug 2020
State of Acclimatization 32
7.10.3.3 The maximum daily FDP when crew members are in an unknown
state of acclimatization and the operator has implemented an FRM 32
7.10.4 FDP with Different Reporting Time for Flight Crew and Cabin
Crew 32
7.10.5 Night duty 32
7.10.6 Maximum daily FDP for Acclimatized crew members with the
use of the extension without In-Flight Rest 33
7.10.7 Maximum daily FDP with the use of extension due to In-Flight
Rest 34
7.10.8 Unforeseen Circumstances 36
7.10.8.1 Pilot-in-Command’s Discretion 36
7.10.8.2 Delayed Reporting 38
7.11 FLIGHT TIMES AND DUTY PERIODS 41
7.11.1 Duty Periods 41
7.11.2 Flight Times 41
7.11.3 Post Flight Duty 41
7.11.3.1 Post Flight Duty Periods for Flight Crew 41
7.11.3.2 Post Flight Duty Periods for Cabin Crew 42
7.12 DAYS OFF 43
7.13 POSITIONING 45
7.14 SPLIT DUTY 47
7.15 STANDBY AND DUTIES AT THE AIRPORT 49
7.15.1 Airport Standby 49
7.15.2 Standby Other Than Airport Standby 50
7.15.3 Standby Other Than Airport Standby Notification 51

Page 7 - 3
Iss05/Rev00
PART A 01 Aug 2020
7.16 RESERVE 53
7.17 REST PERIODS 55
7.17.1 Minimum Rest Period at Home Base. 55
7.17.2 Minimum Rest Period away from Home Base or Temporary

Base 55
7.17.3 Reduced Rest 55
7.17.4 Recurrent Extended Recovery Rest Periods 56
7.17.5 Disruptive Schedules 56
7.17.6 Time Zone Differences 56
7.18 NUTRITION 59
7.18.1 Meal Opportunity 59

FLYING DUTIES 61
7.20 FATIGUE MANAGEMENT TRAINING 63
7.21 TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING 65

Page 7 - 4
Iss05/Rev00
PART A 01 Aug 2020

Page 7 - 5
Iss05/Rev00
OPERATIONS MANUAL
GENERAL
PART A 01 Aug 2020
7.1 GENERAL
a) All information about flight and duty time limitations and rest
requirements as well as the rules about exceedances of flight duty
time limitations and/or reductions of rest periods are established for all
flight and cabin crew members of VietJet in compliance with Vietnam
Aviation Regulation including Instruction on Flight and Duty Time
Limitations and Resting Requirements for contributing flight safety;
b) All flights are planned as to be completed within the allowable flight
duty period, taking into account the time necessary for all pre-flight
duties and all subsequent flights;
c) VietJet only may modify these flight and duty time limitations after
approval from CAA of Vietnam;
d) Both, the individual crew members and VietJet are responsible for
strict observance of these regulations. No crew member begins a
flight duty period if it is foreseeable that duty time limitations as stated
within this Operations Manual Part-A, Chapter 7 will be violated;
e) Apart from flying for VietJet, no crew member is allowed to fly
privately for financial gain, or commercially for a third party without the
approval of VietJet;
f) When undertaking duties for more than one operator by the
permission of the VietJet refer to Subchapter 7.5 Crew Member
Responsibilities section for details.
g) VietJet will ensure that all aviation personnel involved in commercial
air transport shall also conform to the requirements of Fatigue
Management in VAR for maximum duty and flight time and minimum
rest periods.

Page 7 - 6
Iss05/Rev00
OPERATIONS MANUAL
GENERAL
PART A 01 Aug 2020

Page 7 - 7
Iss05/Rev00
OPERATIONS MANUAL
SCOPE
PART A 01 Aug 2020
7.2 SCOPE
This chapter establishes the requirements to be met by VietJet and its
crew members with regard to flight and duty time limitations and rest
requirements for active (with a valid license and/or certificate) flight and
cabin crew members.

Page 7 - 8
Iss05/Rev00
OPERATIONS MANUAL
SCOPE
PART A 01 Aug 2020

Page 7 - 9
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
7.3 DEFINITIONS
Acclimatized: A state in which a crew member’s circadian biological
clock is synchronized to the time zone where the crew member is in
accordance with the values in the Table 7.1.
A crew member is considered to be acclimatized to a 2-hour wide time
zone surrounding the local time at the point of departure. When the local
time at the place where a duty commences differs by more than 2 hours
from the local time at the place where the next duty starts, the crew
member, for the calculation of the maximum daily flight duty period, is
considered to be acclimatized in accordance with the values in the Table
7.1:
Table 7.1: Acclimatization Table
Time difference (h)

between reference
time and local time Time elapsed since reporting at reference time
where the crew
member starts the
next duty
< 48 48 - 71:59 72 – 95:59 96 – 119:59 ≥ 120
2<…<4 B D D D D
4≤…≤6 B X D D D
6<…≤9 B X X D D
9 < … ≤ 12 B X X X D
‘B’ means acclimatized to the local time of the departure time zone,
‘D’ means acclimatized to the local time where the crew member starts his next duty
‘X’ means that a crew member is in an unknown state of Acclimatization.
A crew member remains acclimatized to the local time of his reference

time during 47 hours 59 minutes after reporting no matter how many
time zones he has crossed.
The maximum daily FDP for acclimatized crew members is determined
by using Table 7.1 with the reference time of the point of departure. As
soon as 48 hours have elapsed, the state of Acclimatization is derived
from the time elapsed since reporting at reference time and the number
of time zones crossed.
The point of departure refers to the reporting point for a flight duty
period or positioning duty after a rest period.
Page 7 - 10
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
The time elapsed since reporting at reference time for operations

applying Subchapter 7.17.6(1)(ii) at home base refers to the time
elapsed since reporting for the first time at home base for a rotation.
Accommodation: For the purpose of standby and split duty, a quiet
and comfortable place not open to the public with the ability to control
light and temperature, equipped with adequate furniture that provides a
crew member with the possibility to sleep, with enough capacity to
accommodate all crew members present at the same time and with
access to food and drink.
Adequate furniture for crew member accommodation should include a
seat that reclines at least 45° back angle to the vertical, has a seat
width of at least 20 inches (50cm) and provides leg and foot support.
Adequate facilities: A quiet and comfortable place not open to the
public.
Airport Standby: A standby performed at the airport.
Augmented Flight Crew: A flight crew which comprises more than the
minimum number required to operate the aircraft, allowing each flight
crew member to leave the assigned post, for the purpose of in-flight
rest, and to be replaced by another appropriately qualified flight crew
member.
Break: A period of time within a flight duty period, shorter than a rest
period, counting as duty and during which a crew member is free of all
tasks.
Cabin crew member: An appropriately qualified crew member, other
than a flight crew or technical crew member, who is assigned by an
operator to perform duties related to the safety of passengers and flight
during operations.
Calendar day: The period of elapsed time, using Coordinated
Universal Time or local time, that begins at midnight and ends 24 hours
later in the next midnight.
Deadhead Transportation: Time spent in transportation on an aircraft
(at the insistence of the AOC holder) to or from a crew member’s home
station.
Delayed Reporting: The postponement of a scheduled FDP by the
operator before a crew member has left the place of rest.
Disruptive Schedule: A crew member’s roster which disrupts the sleep
opportunity during the optimal sleep time window by comprising an FDP
Page 7 - 11
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
or a combination of FDPs for ‘early start’ a duty period starting in the

period between 05:00 and 05:59 or for ‘late finish’ a duty period
finishing in the period between 00:00 and 01:59 in the time zone to
which a crew member is acclimatized.
Duty: Any task that a crew member performs for the operator, including
flight duty, administrative work, giving or receiving training and
checking, positioning, and some elements of standby.
Duty Period: A period which starts when a crew member is required by
an operator to report for or to commence a duty and ends when that
person is free of all duties, including post-flight duty.
Duty Time: The total time from the moment a person identified in this
Chapter begins (immediately subsequent to a rest period) any work on
behalf of the AOC holder until that person is relieved of all duties.
Eastward-Westward and Westward-Eastward transition: The
transition at home base between a rotation crossing 6 or more time
zones in one direction and a rotation crossing 4 or more time zones in
the opposite direction.
Early Start Duty: A duty is an Early Start Duty if it commences in the
period 05:00 and 05:59
Fatigue: A physiological state of reduced mental or physical
performance capability resulting from sleep loss or extended
wakefulness, circadian phase, or workload (mental and/or physical
activity) that can impair a crewmember’s alertness and ability to safely
operate an aircraft or perform safety- related duties.
Flight: The period from takeoff to landing, sometimes referred to as
“sectors.”
Flight crew member: A pilot licensed crew member charged with
duties essential to the operation of an aircraft during a flight duty
period.
Flight Duty Period (FDP): A period that commences when a crew
member is required to report for duty, which includes a sector or a
series of sectors, and finishes when the aircraft finally comes to rest
and the engines are shut down, at the end of the last sector on which
the crew member acts as an operating crew member.
Flight Time: The period of time that the aircraft first moves under its
own power to taxi for the purpose of taking off until the moment it finally
comes to rest at the end of the flight with engines shutdown.

Page 7 - 12
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
FTL: Flight Time Limitations.

FTSS: Flight and duty time limitations and rest requirements
procedures.
Home Base: The location, assigned by the operator to the crew
member, from where the crew member normally starts and ends a duty
period or a series of duty periods and where, under normal
circumstances, the operator is not responsible for the accommodation
of the crew member concerned.
Late Finish Duty: A duty is a Late Finish Duty if it finishes in the period
00:00 and 01:59.
Local Day: A 24-hour period commencing at 00:00 local time.
Local Night: A period of 8 hours falling between 22:00 and 08:00 local
time.
Notification time: The period of time that an operator allows between
the time a crew member on standby receives a call requiring him to
report for duty and the time he is required to report for that duty.
Night Duty: A duty period encroaching any portion of the period
between 02:00 and 04:59 in the time zone to which the crew is
acclimatized.
Operating Crew Member: A crew member carrying out duties in an
aircraft during a sector. A person on board an aircraft is either a crew
member or a passenger. If a crew member is not a passenger on board
an aircraft, he should be considered as ‘carrying out duties’. The crew
member remains an operating crew member during in-flight rest. In-
flight rest counts in full as FDP.
Other Standby: A standby either at home or in a suitable
accommodation.
Positioning: The transferring of a non-operating crew member from
one place to another, at the behest of VietJet, excluding:
a) The time of travel from a private place of rest to the designated
reporting place at home base and vice versa; and
b) The time for local transfer from a place of rest to the
commencement of duty and vice versa.
Reference Time: The local time at the reporting point situated in a 2-
hour wide time zone band around the local time where a crew member
is acclimatized.
Page 7 - 13
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
Reporting time: The time at which the crew member is required to

report for any duty. The reporting time is expressed in the local time at
the reporting place.
Reserve: A period of time during which a crew member is required by
VietJet to be available to receive an assignment for an FDP, positioning
or other duty notified at least 10 hours in advance.
Rest Facility: A bunk or seat suitable for crew members’ sleeping on
board an aircraft.
Rest Period: A continuous, uninterrupted and defined period of time,
following duty or prior to duty, during which a crew member is free of all
duties, standby and reserve.
Rotation: A duty or a series of duties, including at least one flight duty,
and rest periods out of home base, starting at home base and ending
when returning to home base for a rest period where VietJet is no
longer responsible for the accommodation of the crew member.
Sector: The segment of an FDP between an aircraft first moving for the
purpose of taking off until it comes to rest after landing on the
designated parking position.
Single Day Free of Duty: A time free of all duties and standby
consisting of one day and two local nights, which is notified in advance.
A rest period may be included as part of the single day free of duty.
Split duty: A flight duty period which consists of two duties separated
by a break.
Standby: A pre-notified and defined period of time during which a crew
member is required by VietJet to be available to receive an assignment
for a flight, positioning or other duty without an intervening rest period;
Suitable Accommodation: A suitably furnished bedroom, with single
occupancy which is subject to minimum noise, is well ventilated and
should have the facility to control the levels of light and temperature.
Temporary Base: Refers to a location, apart from the main base,
determined by an operator, at home or abroad, to ensure continuity of
flight operations, where crew members are to be hosted for a temporary
period of time, from the start date to the end date of the crew members’
flight duty period, during which the operator is obliged to provide the
crew members with suitable accommodation facilities and means of
subsistence, and where an aircraft from the operator’s fleet that meets
the minimum requirements is to be deployed.

Page 7 - 14
Iss05/Rev00
OPERATIONS MANUAL
DEFINITIONS
PART A 01 Aug 2020
Week: The period starting on Monday and containing 07 consecutive

days.
Window of Circadian Low (WOCL): The period between 02:00 and
05:59 hours in the time zone to which a crew member is acclimatized.

Page 7 - 15
Iss05/Rev00
OPERATIONS MANUAL
VIETJETAIR’S RESPONSIBILITIES
PART A 01 Aug 2020
7.4 VIETJET AIR’S RESPONSIBILITIES

7.4.1 General

VietJet shall:
a) Publish duty rosters minimum 24-hours in advance covering the
period of minimum 14 days sufficiently to provide the opportunity for
crew members to plan adequate rest;
b) Ensure that flight duty periods are planned in a way that enables crew
members to remain sufficiently free from fatigue so that they can
operate to a satisfactory level of safety under all circumstances;
c) Specify reporting times that allow sufficient time for ground duties;
d) Take into account the relationship between the frequency and pattern
of flight duty periods and rest periods and give consideration to the
cumulative effects of undertaking long duty hours combined with
minimum rest periods;
e) Allocate duty patterns which avoid practices that cause a serious
disruption of an established sleep/work pattern, such as alternating
day/night duties;
f) Comply with the provisions concerning disruptive schedules in
accordance with this Part;
g) Provide rest periods of sufficient time to enable crew members to
overcome the effects of the previous duties and to be rested by the
start of the following flight duty period;
h) Plan recurrent extended recovery rest periods and notify crew
members sufficiently in advance;
i) Plan flight duties in order to be completed within the allowable flight
duty period taking into account the time necessary for pre-flight
duties, the sector and turnaround times;
j) Change a schedule and/or crew arrangement if the actual operation
exceeds the maximum flight duty period on more than 33% of the
flight duties in that schedule during a scheduled seasonal period.
k) NOT use a person as a crew member or flight dispatcher or other
employees responsible for administering crew scheduling, unless that
person has completed the operator- specific fatigue education and
awareness training approved by the CAAV.

Page 7 - 16
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.4.2 Scheduling
Flight duties and/or other duties are scheduled by VietJet’ Crew
Planning Manager. The final responsibility rests with the Nominated
Person for Crew Planning and DFO.
a) Scheduling has an important impact on a crew member’s ability to
sleep and to maintain a proper level of alertness. When developing
a workable roster, VietJet strikes a fair balance between the
commercial needs and the capacity of individual crew members to
work effectively. Rosters are developed in such a way that they
distribute the amount of work evenly among those that are
involved.
b) Schedules allow for flights to be completed within the maximum
permitted flight duty period and flight rosters take into account the
time needed for pre-flight duties, taxiing, the flight- and turnaround
times. Other factors to be considered when planning duty periods
include:
• Scheduling sufficient rest periods especially after long flights
crossing many time zones; and
• Preparation of duty rosters sufficiently in advance with planning
of recurrent extended recovery rest periods and notification of
the crew members well in advance to plan adequate pre-duty
rest.
c) Publication of rosters: rosters should be published 14 days in
advance
7.4.3 Operational Robustness
The planning of crew schedules is done according to the limitation
defined in this section. The performance indicator for VietJet is the FDP
limits and they are monitored before and through the crew operation and
necessary actions are taken in reasonable time frame if possible.
a) VietJet can only take the responsibility of the controllable factors
which are:
1) Scheduled block times;
2) Scheduled turnaround times;
3) Known airport and en-route traffic conditions.

Page 7 - 17
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
b) On the other hand, the following factors but not limited to be out of
control of VietJet:
1) Adverse weather conditions;
2) Industrial Action;
3) Political Unrest / Civil Unrest / Terrorist Activity;
4) Force Majeure;
5) Service/ Infrastructure failure of external / Independent
agencies e.g. ATC/SITA, etc.
6) Reactionary delay / Diversion e.g. medical / Unruly passenger
7) etc.
7.4.4 Records of Home base, Flight times, Duty and Rest Periods

a) VietJet shall ensure that the required records for tracking flight and
duty times and rest periods are maintained in a manner so that an
updated record is available before crew members begins their duty
day or their first flight of the day.
b) Every person has to comply with VAR establish maximum flight
and/or duty and minimum rest periods and shall ensure that the
required records have been updated to the day on which they begin
duty.
c) VietJet maintains, for a period of 24 months:
1) Individual records for each crew member including:
i. flight times;
ii. start, duration and end of each duty period and FDP;
iii. rest periods and days free of all duties; and
iv. assigned home base or temporary base.
2) Reports on extended flight duty periods and reduced rest
periods.
d) Upon request, VietJet provides copies of individual records of flight
times, duty periods and rest periods to:
1) The crew member concerned; and

Page 7 - 18
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
2) To another operator, in relation to a crew member who is or

becomes a crew member of the operator concerned.
e) Records referred to in VAR as depicted in Subchapter 2.2.6 Storage
of Personnel Records in relation to crew members who undertake
duties for more than one operator kept for a period of 24 months.

Page 7 - 19
Iss05/Rev00
OPERATIONS MANUAL
CREW MEMBER RESPONSIBILITIES
PART A 01 Aug 2020
7.5 CREW MEMBER RESPONSIBILITIES

Crew members shall:
a) comply with:
1) comply with all flight and duty time limitations (FTL) and rest
requirements applicable to their activities.
2) when undertaking duties for more than one operator by the
permission of the VietJet:
i. maintain his individual records regarding flight and duty
times and rest periods as referred to in applicable FTL
requirements; and
ii. provide each operator with the date needed to schedule
activities in accordance with the applicable FTL
requirements.
3) The crew member shall not perform duties on an aircraft:
i. if he knows or suspects that he is suffering from fatigue or
feels otherwise unfit, to the extent that the flight may be
endangered.
b) make optimum use of the opportunities and facilities for rest
provided and plan and use their rest periods properly.

Page 7 - 20
Iss05/Rev00
OPERATIONS MANUAL
CREW MEMBER RESPONSIBILITIES
PART A 01 Aug 2020

Page 7 - 21
Iss05/Rev00
OPERATIONS MANUAL
FITNESS FOR DUT
PART A 01 Aug 2020
7.6 FITNESS FOR DUTY

VietJet shall ensure that:
a) Each crew member must report for any flight duty period rested and
prepared to perform his or her assigned duties.
b) No operator may assign and no flight crew member may accept
assignment to a flight duty period if the flight crew member has
reported for a flight duty period too fatigued to safely perform his or
her assigned duties.
c) No operator may permit a crew member to continue a flight duty
period if the crew member has reported him or herself too fatigued
to continue the assigned flight duty period.
d) As part of the dispatch or flight release, as applicable, each flight
crew member must affirmatively state he or she is fit for duty prior to
commencing flight.

Page 7 - 22
Iss05/Rev00
OPERATIONS MANUAL
FITNESS FOR DUT
PART A 01 Aug 2020

Page 7 - 23
Iss05/Rev00
OPERATIONS MANUAL
FATIGUE RISK MANAGEMENT (FRM)
PART A 01 Aug 2020
7.7 FATIGUE RISK MANAGEMENT (FRM)

Procedure will be implemented via SMSM.

Page 7 - 24
Iss05/Rev00
OPERATIONS MANUAL
FATIGUE RISK MANAGEMENT (FRM)
PART A 01 Aug 2020

Page 7 - 25
Iss05/Rev00
OPERATIONS MANUAL
FLIGHT TIME SPECIFICATION SCHEMES
PART A 01 Aug 2020
7.8 FLIGHT TIME SPECIFICATION SCHEMES

Reference: VAR: 15.020
a) VietJet shall establish, implement and maintain flight time
specification schemes that are appropriate for the type(s) of
operation performed and that comply with VAR.
b) Before being implemented, VietJet shall ensure that flight time
specification schemes including any related FRM where required
are approved by CAAV.

Page 7 - 26
Iss05/Rev00
OPERATIONS MANUAL
FLIGHT TIME SPECIFICATION SCHEMES
PART A 01 Aug 2020

Page 7 - 27
Iss05/Rev00
OPERATIONS MANUAL
HOME BASE
PART A 01 Aug 2020
7.9 HOME BASE

VietJet assigns home base to each crew member.
a) The home base is a single airport location assigned with a high
degree of permanence.
b) In the case of a change of home base, the first recurrent extended
recovery rest period prior to starting duty at the new home base is
increased to 72 hours, including 3 local nights. Travelling time
between the former home base and the new home base is
positioning.
c) VietJet has 05 home bases:
• Ho Chi Minh
• Ha Noi
• Cam Ranh
• Da Nang
• Hai Phong
7.9.1 Travelling Time
Crew members should consider making arrangements for temporary
accommodation closer to their home base if the travelling time from their
residence to their home base usually exceeds 90 minutes.
7.9.2 Airport Positioning Time
In case the crew planned for a flight duty or an airport standby duty
from/to a station in his home city which is not his home base station
then;
a) The time for positioning from/to the home base to/from the other
station will be regarded as positioning;
b) Flight duty period starts at the crew’s home base airport;
c) In case the crew asks for it, VietJet will provide a shuttle from/to home
base and other station;
d) Positioning time from/to the home base to/from the other station will
be defined and stored in Crew Management System (CMS) to be
published/included in monthly and daily rosters accordingly.
In case the crew planned for a flight duty or an airport standby duty
from/to a station which is not in his home city; the same rules defined
above will be valid.

Page 7 - 28
Iss05/Rev00
OPERATIONS MANUAL
HOME BASE
PART A 01 Aug 2020

Page 7 - 29
Iss05/Rev00
OPERATIONS MANUAL
FLIGHT DUTY PERIODS (FDP)
PART A 01 Aug 2020
7.10 FLIGHT DUTY PERIODS (FDP)

VietJet has
a) defined reporting times in Subchapter 7.3;
b) established procedures in Subchapter 7.10.2 specifying how the PIC
will, in case of special circumstances which could lead to severe
fatigue, and after consultation with the crew members concerned,
reduce the actual FDP and/or increase the rest period in order to
eliminate any detrimental effect on flight safety.
7.10.1 Reporting Time Procedure
7.10.1.1 Reporting Periods for Flight Crew
Table 7.2: Reporting Periods for Flight Crew
Reporting
Flight Duty Time
Duty type / Fleet
Start Station
(before STD)
First leg active, with passenger flights
All 01:00
(domestic)
All 01:00
(International)
Simulator All 01:00
FOs Line Training All 01:00
First leg active, Aircraft Positioning
Flights – Non-Revenue All 01:00
(ferry/delivery/demo)
First leg crew positioning (deadhead) All 01:00
Split duty All 01:00

Page 7 - 30
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.10.1.2 Reporting Periods for Cabin Crew

Table 7.3: Reporting Periods for Cabin Crew
Flight Duty Reporting Time

Duty type / Fleet
Start Station (before STD)

All 01:00
(domestic)

All 01:00
(International)
First leg active, Aircraft Positioning

Flights – Non-Revenue All 01:00
(ferry/delivery/demo)
First leg crew positioning (deadhead) All 01:00
Split duty All 01:00
7.10.2 Reduce the Duty Time/ Actual FDP and/or Increase the Rest Period
Reference: ISM FLT 3.4.4; CAB 3.1.6
a) VietJet shall consider the following as duty time for the purpose of
determining required rest periods and calculating duty time
limitations for operating crew members:
i. Entire duration of the flight;
ii. Pre-operating deadhead time;
iii. Training period(s) immediately prior to a flight;
iv. Administrative or office time immediately prior to a flight (for
crew members that serve in a management function)
b) In the event of extraordinary circumstances such as the increased
stress level and the fatigue of the crew members and the emerge of
suspicion for the safe continuation of the flight operations with
reference to the flight safety requirements, the PIC may decide to
end the flight duty earlier than the planned ending time on the basis
of his discussions with the other crew members on the matter. In
such cases the PIC may also decide to increase the rest period up
to 2 additional hours more than what is applicable to the previous
flight duty.
Page 7 - 31
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
The PIC shall contact DFO/Chief Pilot/Base Captain for the purpose
of coordination with the Crew Planning Directorate.
In both cases a fatigue report shall be filled by the PIC via SQA
system: safety@VietJetair.com
7.10.3 Basic Maximum Daily Flight Duty Period
7.10.3.1 The Maximum Daily FDP Without the Use of Extensions for Acclimatized
Crew Members
Table 7.4: The maximum daily FDP – Acclimatized crew members
Start of
FDP at
1-2 3 4 5 6 7 8 9 10
reference
Sectors Sectors Sectors Sectors Sectors Sectors Sectors Sectors Sectors
time
06:00-13:29 13:00 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00
13:30-13:59 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00
14:00-14:29 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00
14:30-14:59 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00
15:00-15:29 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00
15:30-15:59 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00
16:00-16:29 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00
16:30-16:59 11:15 10:45 10:15 09:45 09:15 09:00 09:00 09:00 09:00
17:00-04:59 11:00 10:30 10:00 09:30 09:00 09:00 09:00 09:00 09:00
05:00-05:14 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00 09:00
05:15-05:29 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00 09:00
05:30-05:44 12:30 12:00 11:30 11:00 10:30 10:00 09:30 09:00 09:00
05:45-05:59 12:45 12:15 11:45 11:15 10:45 10:15 09:45 09:15 09:00

Page 7 - 32
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.10.3.2 The Maximum Daily FDP When Crew Members are in an Unknown
State of Acclimatization
Table 7.5: Crew Members are in an Unknown State of Acclimatization
Maximum daily FDP according to sectors
1-2 3 4 5 6 7 8
11:00 10:30 10:00 09:30 09:00 09:00 09:00
7.10.3.3 The maximum daily FDP when crew members are in an unknown state
of acclimatization and the operator has implemented an FRM
Table 7.6: Crew members are in an unknown state of acclimatization under FRM
Maximum daily FDP according to sectors
1-2 3 4 5 6 7 8
12:00 11:30 11:00 10:30 10:00 09:30 09:00
7.10.4 FDP with Different Reporting Time for Flight Crew and Cabin Crew
Whenever cabin crew requires more time than the flight crew for their
pre-flight briefing for the same sector or series of sectors, the FDP of the
cabin crew may be extended by the difference in reporting time between
the cabin crew and the flight crew. The difference may not exceed 1
hour. The maximum daily FDP for cabin crew is based on the time at
which the flight crew report for their FDP, but the FDP starts at the
reporting time of the cabin crew.
For reporting times, refer to Subchapter 7.10.1.
7.10.5 Night duty
Reference: Appendix 1 to 15.025
Night duties comply with the following:
a) When establishing the maximum FDP for consecutive night duties,
the number of sectors is limited to 4 sectors per duty.
b) VietJet applies appropriate fatigue risk management to actively
manage the fatiguing effect of night duties of more than 10 hours in
relation to the surrounding duties and rest periods

Page 7 - 33
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.10.6 Maximum daily FDP for Acclimatized crew members with the use of
the extension without In-Flight Rest
Table 7.7: Maximum daily FDP with extension
Starting time 1 – 2 sectors 3 sectors 4 sectors 5 sectors

of FDP (in hours) (in hours) (in hours) (in hours)
06:00 – 06:14 Not allowed Not allowed Not allowed Not allowed
06:15 – 06:29 13:15 12:45 12:15 11:45
06:30 – 06:44 13:30 13:00 12:30 12:00
06:45 – 06:59 13:45 13:15 12:45 12:15
07:00 – 13:29 14:00 13:30 13:00 12:30
13:30 – 13:59 13:45 13:15 12:45 Not allowed
14:00 – 14:29 13:30 13:00 12:30 Not allowed
14:30 – 14:59 13:15 12:45 12:15 Not allowed
15:00 – 15:29 13:00 12:30 12:00 Not allowed
15:30 – 15:59 12:45 Not allowed Not allowed Not allowed
16:00 - 16:29 12:30 Not allowed Not allowed Not allowed
19:00 – 05:59 Not allowed Not allowed Not allowed Not allowed
a) The maximum daily FDP may be extended by up to 1 hour not more

than twice in any 7 consecutive days. In that case, the minimum
pre-flight and post-flight rest periods shall be increased by 2 hours;
or the post-flight rest period shall be increased by 4 hours.
b) When extensions are used for consecutive FDPs, the additional pre-
and postflight rest between the two extended FDPs shall be
provided consecutively.

Page 7 - 34
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
c) The use of the extension shall be planned in advance, and shall be

limited to a maximum of:
1) 5 sectors when the WOCL is not encroached; or
2) 4 sectors, when the WOCL is encroached by 2 hours or less; or
3) 2 sectors, when the WOCL is encroached by more than 2
hours.
d) Extension of the maximum basic daily FDP without in-flight rest shall
not be combined with extensions due to in-flight rest or split duty in
the same duty period.
e) Flight time specification schemes shall specify the limits for
extensions of the maximum basic daily FDP in accordance with the
certification specifications applicable to the type of operation, taking
into account the number of sectors flown and WOCL encroachment.
7.10.7 Maximum daily FDP with the use of extension due to In-Flight Rest
In-flight rest facilities fulfil the following minimum standards:
• “Class 1 rest facility” means a bunk or other surface that allows for a
flat or near flat sleeping position. It reclines to at least 80° back
angle to the vertical and is located separately from both the flight
crew compartment and the passenger cabin in an area that allows
the crew member to control light, and provides isolation from noise
and disturbance;
• “Class 2 rest facility” means a seat in an aircraft cabin that reclines
at least 45° back angle to the vertical, has at least a pitch of 55
inches (137.5 cm), a seat width of at least 20 inches (50 cm) and
provides leg and foot support. It is separated from passengers by at
least a curtain to provide darkness and some sound mitigation, and
is reasonably free from disturbance by passengers or crew
members;
• “Class 3 rest facility” means a seat in an aircraft cabin or flight crew
compartment that reclines from the vertical and is separated from
passengers by at least a curtain to provide darkness and some
sound mitigation, and is not adjacent to any seat occupied by
passengers (VietJet will block 3 Skyboss rows for additional crew
members for in-flight rest).
a) The extension of FDP with in-flight rest complies with the following:
1) The FDP is limited to 4 sectors until 01.01.2018 and it will be
limited to 3 sectors after 01.01.2018;

Page 7 - 35
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
2) The minimum in-flight rest period is a consecutive 90-minute

period for each crew member and 2 consecutive hours for the
flight crew members at control during landing;
i. In-flight rest is taken during the cruise phase of the flight.
Average take-off time for a flight is 1 hour. Average landing
time for a flight is 1 hour;
ii. In-flight rest periods allocated in order to optimize the
alertness of those flight crew members at control during
landing.
3) The maximum daily FDP may be extended due to in-flight rest
for flight crew:
i. With one additional flight crew member:
A. Up to 14 hours with class 3 rest facilities;
B. Up to 15 hours with class 2 rest facilities; or
C. Up to 16 hours with class 1 rest facilities;
ii. With two additional flight crew members:
A. Up to 15 hours with class 3 rest facilities;
B. Up to 16 hours with class 2 rest facilities; or
C. Up to 17 hours with class 1 rest facilities.
4) The minimum in-flight rest for each cabin crew member is in
accordance with the following Table 7.8:
Table 7.8: Maximum Extended FDP
Minimum in-flight rest (hours)
Maximum Extended FDP
Class 1 Class 2 Class 3
Up to 14:30hours 1:30 1:30 1:30
14:31 – 15:00 hours 1:45 2:00 2:20
15:01 – 15:30 hours 2:00 2:20 2:40
15:31 – 16:00 hours 2:15 2:40 3:00
16:01 – 16:30 hours 2:35 3:00 Not allowed
16:31 – 17:00 hours 3:00 3:25 Not allowed
17:01 – 17:30 hours 3:25 Not allowed Not allowed
17:31 – 18:00 hours 3:50 Not allowed Not allowed

Page 7 - 36
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
5) The limits specified in (2) may be increased by 1 hour for FDPs

that include 1 sector of more than 9 hours of continuous flight time
and a maximum of 2 sectors.
6) All time spent in the rest facility is counted as FDP;
7) The minimum rest at destination is at least as long as the
preceding duty period, or 14 hours, whichever is greater;
8) A crew member does not start a positioning sector to become part
of this operating crew on the same flight.
7.10.8 Unforeseen Circumstances
7.10.8.1 Pilot-in-Command’s Discretion
a) The conditions to modify the limits on flight duty, duty and rest periods
by the PIC in the case of unforeseen circumstances in flight
operations, which start at or after the reporting time, comply with the
following:
1) The maximum daily FDP which results after applying points
Subchapters 7.10.3 and 7.10.7 or 7.14 may not be increased
by more than 2 hours unless the flight crew has been
augmented, in which case the maximum flight duty period
may be increased by not more than 3 hours;
2) If on the final sector within an FDP the allowed increase is
exceeded because of unforeseen circumstances after take-
off, the flight may continue to the planned destination or
alternate aerodrome; and
3) The rest period following the FDP may be reduced but can
never be less than 10 hours.
b) In case of unforeseen circumstances which could lead to severe
fatigue, the PIC shall reduce the actual flight duty period and/or
increase the rest period in order to eliminate any detrimental effect on
flight safety in accordance with procedure in Subchapters 7.10.2.
c) The PIC consults all crew members on their alertness level before
deciding the modifications under item (a) and (b) above.
d) The PIC submits a report to Flight Operations Director when an FDP is
increased or a rest period is reduced at his discretion via AQD system.
e) Where the increase of an FDP or reduction of a rest period exceeds 1
hour, a copy of the report, to which VietJet add its comments and sent
by VietJet to the CAAV not later than 28 days after the event.
Page 7 - 37
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
f) VietJet shall implement a non-punitive process for the use of the

discretion described under this provision and shall describe it in the
operations manual.
g) When a PIC exercises his discretion on extending FDP and/or
reducing rest time, he shall comply with the requirements (i.e.
maximum time to be extended, reporting) stated under this subchapter.
After taking into consideration the fatigue and stress levels of the
crew, if the PIC decides that continuation of the FDP/reduction of the
rest period has a negative effect on the safety of the flight, he shall
elect not to extend FDP and/or reduce the rest time.
h) If the sector/series of the sectors is/are affected after such decision not
to extend FDP/reduce rest time, the PIC shall contact his Fleet
Management for coordination with the Crew Planning Manager.
i) In such case, a fatigue report shall be filled by the PIC via
Safety@VietJetair.com.
j) The VietJet takes into consideration the shared responsibility of
management, flight and cabin crew in the case of unforeseen
circumstances. The exercise of PIC’s discretion should be considered
exceptional and should be avoided at home base and/or company
hubs where standby or reserve crew members be available. VietJet
asses on a regular basis the series of pairings where PIC’s discretion
has been exercised in order to be aware of possible inconsistencies in
their rostering.
k) The VietJet’ policy on PIC’s discretion states the safety objectives,
especially in the case of an extended FDP or reduced rest and takes
due consideration of additional factors that might decrease a crew
member’s alertness levels, such as:
1) WOCL encroachment;
2) Weather conditions;
3) Complexity of the operation and/or airport environment;
4) Aeroplane malfunctions or specifications;
5) Flight with training or supervisory duties;
6) Increased number of sectors;
7) Circadian disruption; and
8) Individual conditions of affected crew members (time since
awake, sleep-related factor, workload, etc.).

Page 7 - 38
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.10.8.2 Delayed Reporting

VietJet may delay the reporting time in the event of unforeseen
circumstances regarding to delayed reporting procedure specified in
Subchapter 7.10.8.2.1. VietJet keeps records of delayed reporting.
Delayed reporting procedures establish a notification time allowing a
crew member to remain in his suitable accommodation when the
delayed reporting procedure is activated. In such a case, if the crew
member is informed of the delayed reporting time, the FDP is calculated
as follows:
a) one notification of a delay leads to the calculation of the maximum
FDP according to c) or d);
b) if the reporting time is further amended, the FDP starts counting 1
hour after the second notification or at the original delayed
reporting time if this is earlier;
c) when the delay is less than 4 hours, the maximum FDP is
calculated based on the original reporting time and the FDP starts
counting at the delayed reporting time;
d) when the delay is 4 hours or more, the maximum FDP is calculated
based on the more limiting of the original or the delayed reporting
time and the FDP starts counting at the delayed reporting time;
e) as an exception to a) and b), when the operator informs the crew
member of a delay of 10 hours or more in reporting time and the
crew member is not further disturbed by the operator, such delay of
10 hours or more counts as a rest period;
f) When VietJet informs the crew member of a delay of 10 hours or
more in reporting time and the crew member is not further
disturbed by VietJet, such delay of 10 hours or more counts as a
rest period.
Max FDP calculation FDP start time

First notification Based on original reporting At delayed reporting time
Delay < 4 Hours time
First notification Based on more limiting of At delayed reporting time

Delay ≥ 4 Hours original reporting time or
delayed reporting time

Page 7 - 39
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
Max FDP calculation FDP start time

Second Based on first delayed 1 hour after second
notification reporting time notification time or original
delayed reporting time if
earlier
Delayed Reporting Max FDP Calculation FDP Start Time

≥ 10 hours
Delay ≥10 hrs * Based on delayed reporting At delayed reporting time

time
7.10.8.2.1 Notification and Delayed Reporting Procedure

When a flight start time update affecting a crew’s flight duty start time;
a) If there are 10 hours or more time to the informed flight duty start time
or changes in the duties, then the change in the start time is not
regarded as a delayed reporting but a regular notification;
b) If there are more than 90 minutes to the informed flight duty start time,
then the Crew is regarded as “at home” and Crew Planning Manager
notifies him about the update. The Crew is obliged to check his
telephone and e-mail before leaving his accommodation, and in case
he got a message or a call he has to get the details of the notification
and behave accordingly;
c) If there are 90 minutes or less to the informed flight duty start time,
then the Crew is regarded as “may have left his home”. So, Crew
Planning Manager calls and informs him about the update:
1) If the crew declares that he is at home then continues her/his
rest and reports in for the updated flight duty;
2) If he is already on the way, then he comes to the airport and
be on airport standby, he may be reassigned to another duty.

Page 7 - 40
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 7 - 41
Iss05/Rev00
OPERATIONS MANUAL
FLIGHT TIMES AND DUTY PERIODS
PART A 01 Aug 2020
7.11 FLIGHT TIMES AND DUTY PERIODS

7.11.1 Duty Periods

The total duty periods to which a crew member may be assigned to not
exceed:
a) 60 duty hours in any 7 consecutive days;
b) 110 duty hours in any 14 consecutive days; and
c) 190 duty hours in any 28 consecutive days, spread as evenly as
practicable throughout that period.
7.11.2 Flight Times
The total flight time of the sectors on which an individual crew member is
assigned as an operating crew member to not exceed:
a) 100 hours of flight time in any 28 consecutive days;
b) 1000 hours of flight time in any 12 consecutive calendar months.
7.11.3 Post Flight Duty
Post flight duty counts as duty period.
7.11.3.1 Post Flight Duty Periods for Flight Crew
Table 7.9: Post Flight Duty Periods for Flight Crew
Duty type / Fleet A320/21
Last leg active, with passenger flights 00:15
Simulator 01:00
Last leg active, Aircraft Positioning Flights

– Non-Revenue (ferry/delivery/demo) 00:15
Last leg crew positioning (deadhead) 00:00
Split duty 00:15

Page 7 - 42
Iss05/Rev00
OPERATIONS MANUAL
FLIGHT TIMES AND DUTY PERIODS
PART A 01 Aug 2020
7.11.3.2 Post Flight Duty Periods for Cabin Crew

Table 7.10: Post Flight Duty Periods for Cabin Crew
Duty type / Fleet A320/21
Last leg active, with passenger flights 00:15
Last leg active, Aircraft Positioning Flights –

00:15
Non-Revenue (ferry/delivery/demo)
Last leg crew positioning (deadhead) 00:00
Split duty 00:15
The PIC may increase this minimum time to account for unforeseen
circumstances. In this case, flight crew shall send a change request for
the duty time via Crew Roster after the flight.

Page 7 - 43
Iss05/Rev00
OPERATIONS MANUAL
DAYS OFF
PART A 01 Aug 2020
7.12 DAYS OFF

Flight and cabin crew members are to be given days free of all duty and
standby, which are notified in advance, as follows:
a) At least 90 local days in each calendar year, which may include any
rest periods; and
b) The number of local days may be reduced pro rata in case of paid or
unpaid leave periods, sickness or part time employment.

Page 7 - 44
Iss05/Rev00
OPERATIONS MANUAL
DAYS OFF
PART A 01 Aug 2020

Page 7 - 45
Iss05/Rev00
OPERATIONS MANUAL
POSITIONING
PART A 01 Aug 2020
7.13 POSITIONING
If VietJet positions a crew member, the following applies:
a) Positioning is not counted as a sector. But, positioning after reporting
but prior to operating is counted as FDP but does not count as a
sector; and
b) All time spent on positioning counts as duty period.

Page 7 - 46
Iss05/Rev00
OPERATIONS MANUAL
POSITIONING
PART A 01 Aug 2020

Page 7 - 47
Iss05/Rev00
OPERATIONS MANUAL
SPLIT DUTY
PART A 01 Aug 2020
7.14 SPLIT DUTY

The increase of limits on flight duty complies with the following:
a) The break on the ground within the FDP has a minimum duration of 3
consecutive hours;
b) The break on the ground counts in full as FDP;
c) Split duty does not follow a reduced rest;
d) The break excludes the time allowed for post and pre-flight duties and
travelling;
e) The pre-flight duty times for split duty are defined in Subchapter
7.10.1. The post-flight duty times for split duty are defined in
Subchapter 7.11.3. The transport times for the hotels will be defined
and stored in Crew Management System (CMS) to be included in
scheduling process according to information received from station
representatives for the layover hotels’ distance/time;
f) If the suitable accommodation is provided, the maximum FDP
specified in Subchapter 7.10.3 may be increased by up to 50% of the
break;
g) In all other cases:
1) accommodation is provided; and
2) the maximum FDP specified in Subchapter 7.10.3 may be
increased by up to 50% of the break. But, any time of the
actual break exceeding 6 hours or any time of the break that
encroaches the WOCL does not count for the extension of the
FDP. Split duty cannot be combined with in-flight rest.
h) Split duty cannot be combined with in-flight rest.

Page 7 - 48
Iss05/Rev00
OPERATIONS MANUAL
SPLIT DUTY
PART A 01 Aug 2020

Page 7 - 49
Iss05/Rev00
OPERATIONS MANUAL
STANDBY AND DUTIES AT THE AIRPORT
PART A 01 Aug 2020
7.15 STANDBY AND DUTIES AT THE AIRPORT

VietJet assigns crew members to standby or to any duty at the airport,
the following applied to VietJet operations:
a) Standby and any duty at the airport in the roster and the start and end
time of standby defined and notified in advance to the crew members
concerned to provide them with the opportunity to plan adequate rest;
b) A crew member is considered on airport standby from reporting at the
reporting point until the end of the notified airport standby period;
c) Airport standby counts in full as duty period for the purpose of points
Subchapter 7.11 and 7.17;
d) Any duty at the airport counts in full as duty period and the FDP
counts in full from the reporting time;
e) VietJet will provide accommodation to the crew member on airport
standby in case of standby. Subchapter 7.1.13.1 is not valid and in
case of an assigned FDP starts during airport standby, the FDP
counts from the start of the standby; because of the accommodation
is not provided yet by VietJet;
f) The minimum rest period following standby which does not lead to
assignment of an FDP is as much as the specified minimum rest
period at Home Base in Subchapter 7.17;
g) If airport or other standby initially assigned is reduced by VietJet
during standby that does not lead to an assignment to a flight duty
period, the minimum rest requirements specified in Subchapter 7.17
applies;
h) If a minimum rest period as specified in Subchapter 7.17 is provided
before reporting for the duty assigned during the standby, this rest
time period does not count as standby duty;
7.15.1 Airport Standby
Reference: VAR 15.033 and Appendix 1 to 15.033
a) If not leading to the assignment of an FDP, airport standby is

followed by a rest period as specified in Subchapter 7.17;
b) If an assigned FDP starts during airport standby, the following
applies:

Page 7 - 50
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
1) The FDP counts from the start of the FDP. The maximum FDP
is reduced by any time spent on standby in excess of 4 hours;
2) The maximum combined duration of airport standby and
assigned FDP is 16 hours;
3) The maximum duration of airport standby at VietJet is 12
hours.
7.15.2 Standby Other Than Airport Standby
a) The maximum duration of standby other than airport standby is 12

hours;
b) VietJet’s standby procedures are designed to ensure that the
combination of standby and FDP do not lead to more than 18 hours
awake time;
c) 25 % of time spent on standby other than airport standby counts as
duty time for the purpose of Subchapter 7.11;
d) Standby is followed by an 8 hours rest period;
e) Standby ceases when the crew member reports at the designated
reporting point;
f) if standby ceases within the first 6 hours, the maximum FDP counts
from reporting;
g) if standby ceases after the first 6 hours, the maximum FDP is
reduced by the amount of standby time exceeding 6 hours;
h) if the FDP is extended due to in-ﬂight rest according to Subchapter
7.10.7, or to split duty according to Subchapter 7.14, the 6 hours of
paragraph f) and g) are extended to 8 hours;
i) if standby starts between 23:00 and 07:00, the time between 23:00
and 07:00 does not count towards the reduction of the FDP under
(f), (g) and (h) until the crew member is contacted by the operator;
j) the response time between call and reporting time established by
the operator allows the crew member to arrive from his/her place of
rest to the designated reporting point within a reasonable time.
k) If a crew member receives an assignment during standby other
than airport standby, the actual reporting time at the designated
reporting point used for the purpose of Subchapter 7.17.

Page 7 - 51
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
7.15.3 Standby Other Than Airport Standby Notification

Crew who is on other standby should be well rested, physically and
mentally ready for taking a duty and reachable through the other standby
period unless any other notification given by the Crew Planning
Manager.
Through the other standby period any duty assignment, shortening the
standby period will be advised to the crew by Crew Planning Manager
via telephone and a complimentary e-mail may be sent.
The duty start time of the assigned duty or flight duty should be within
the standby period. Through the operation, because of unforeseen
circumstances, such as but not limited to a crew’s illness at the last
second, the flight duty start time may be as late as start of actual flight
time for some of the crew. All crew members are responsible for
minimizing delay of the flight.
When the crew receives the other standby notification, he should be at
the reporting point within 90 minutes. Crew members should consider
making arrangements for temporary accommodation closer to their
home base if the travelling time from their residence to their home base
usually exceeds 90 minutes.

Page 7 - 52
Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
NTENTIONAL BLANK PAGE

Page 7 - 53
Iss05/Rev00
OPERATIONS MANUAL
RESERVE
PART A 01 Aug 2020
7.16 RESERVE
VietJet assigns duties to crew members on reserve, the following
requirements applies to VietJet type of operation;
a) Reserve is in the roster;
b) An assigned FDP counts from the reporting time;
c) 24 hours are specified for VietJet as maximum duration of any single
reserve period;
d) 7 days are as the maximum number of consecutive reserve days
within the limits of Subchapter 7.17.4;
e) Reserve times do not count as duty period for the purpose of Flight
Times and Duty Periods and Rest period;
f) The minimum 'at least 10 hours' between the notification of an
assignment for any duty and reporting for that duty during reserve
includes the period of 8 hours during which a crew member on
reserve is not contacted by VietJet;
g) Reserve period that does not result in a duty period does not
retrospectively be considered as part of a recurrent extended
recovery rest period;
h) VietJet roster period of 8-hour rest period, taking into account fatigue
management principles, to protect an 8-hour sleep opportunity, for
each reserve day, during which a crew member on reserve is not
contacted by VietJet.

Page 7 - 54
Iss05/Rev00
OPERATIONS MANUAL
RESERVE
PART A 01 Aug 2020

Page 7 - 55
Iss05/Rev00
OPERATIONS MANUAL
REST PERIODS
PART A 01 Aug 2020
7.17 REST PERIODS

7.17.1 Minimum Rest Period at Home Base.

a) The minimum rest period provided before undertaking an FDP
starting at home base at least as long as the preceding duty period,
or 12 hours, whichever is greater;
b) By way of derogation from point (a), the minimum rest provided
under point Subchapter 7.17.2 applies if VietJet provides suitable
accommodation to the crew member at home base;
c) VietJet may apply the minimum rest period away from home base
during a rotation which includes a rest period at a crew member’s
home base. This applies only if the crew member does not rest at
his residence, or temporary accommodation, because VietJet
provides suitable accommodation.
7.17.2 Minimum Rest Period away from Home Base or Temporary Base
a) The minimum rest period provided before undertaking an FDP
starting away from home base or temporary base at least as long as
the preceding duty period, or 10 hours, whichever is greater. This
period includes an 8-hour sleep opportunity in addition to the time for
travelling and physiological needs. The suitable accommodation
provided is single occupancy for flight crew and twin occupancy for
cabin crew.
b) The time allowed for physiological needs should be 1 hour.
Consequently, if the travelling time to the suitable accommodation is
more than 60 minutes, VietJet increase the rest period by twice the
amount of difference of travelling time above 60 minutes. The
transport times for the hotels will be defined and stored in Crew
Department to be included in scheduling process according to
information received from station representatives for the layover
hotels’ distance/time.
7.17.3 Reduced Rest
VietJet may reduce the rest period calculated in accordance with
Subchapter 7.17.1 a) by not more than 3 hours, but not less than 12
hours, subject to the following conditions:

Page 7 - 56
Iss05/Rev00
OPERATIONS MANUAL
REST PERIODS
PART A 01 Aug 2020
a) The previous rest period must have been completed in accordance

with Subchapter 7.17.1 a);
b) The amount by which the rest period is reduced must be added to the
next rest period, which cannot be reduced; and
c) The amount of time by which the rest period is reduced must be
deducted from the subsequent allowable FDP.
7.17.4 Recurrent Extended Recovery Rest Periods
The minimum recurrent extended recovery rest period is 36 hours,
including 2 local nights, and in any case the time between the end of one
recurrent extended recovery rest period and the starts of the next
extended recovery rest period is not more than 168 hours.
The recurrent extended recovery rest period increases to 2 local days
twice every month.
7.17.5 Disruptive Schedules
a) If a transition from a late finish/night duty to an early start is planned at
home base or temporary base, the rest period between the 2 FDPs
includes 1 local night;
b) If a crew member performs 4 or more night duties, early starts or late
finishes between 2 extended recovery rest periods as defined in
Subchapter 7.17.4 the second extended recovery rest period is
extended to 60 hours.
7.17.6 Time Zone Differences
a) Time zone differences are compensated by additional rest, as follows
and the time elapsed since reporting for a rotation involving at least a
4-hour time difference to the reference time stops counting when the
crew member returns to his home base for a rest period during which
VietJet is no longer responsible for the accommodation of crew
member.
1) At home base or temporary base, if a rotation involves a 4-
hour time difference or more, the minimum rest is as specified
in the following Table 7.11:

Page 7 - 57
Iss05/Rev00
OPERATIONS MANUAL
REST PERIODS
PART A 01 Aug 2020
Table 7.11: Time Zone Differences
Minimum local nights of rest at home base or temporary base to compensate for
time zone differences
Maximum time difference (h)
Time elapsed (h) since reporting for the first FDP
between reference time and
in a rotation involving at least 4-hour time
local time where a crew
difference to the reference time
member rests during a
rotation
< 48 48 – 71:59 72 – 95:59 ≥96
4≤…≤6 2 2 3 3
6<…≤9 2 3 3 4
9<…≤12 2 3 4 5
2) Away from home base or temporary base, if an FDP involves a

4-hour time difference or more, the minimum rest following that
FDP is at least as long as the preceding duty period, or 14
hours, whichever is greater. By way of derogation from point (i)
and only once between 2 recurrent extended recovery rest
periods as specified in Subchapter 7.17.4 the minimum rest
provided under this point (ii) may also apply to home base or
temporary base if VietJet provides suitable accommodation to
the crew member
b) In case of an Eastward-Westward or Westward-Eastward transition,
at least 3 local nights of rest at home base or temporary base is
provided between alternating rotations;
c) The monitoring of combinations of rotations is conducted under the
VietJet management system provisions.

Page 7 - 58
Iss05/Rev00
OPERATIONS MANUAL
REST PERIODS
PART A 01 Aug 2020

Page 7 - 59
Iss05/Rev00
OPERATIONS MANUAL
NUTRITION
PART A 01 Aug 2020
7.18 NUTRITION
a) During the FDP there shall be the opportunity for a meal and drink in
order to avoid any detriment to a crew member‘s performance,
especially when the FDP exceeds 6 hours;
b) VietJet ensures the crew member‘s nutrition during FDP through
catering orders
7.18.1 Meal Opportunity
a) The minimum duration of the meal opportunity depends on the type of
meal that is provided. In particular, when the FDP encompasses the
regular meal windows (e.g. if the FDP starts at 11:00 hours and ends
at 22:00 hours) meal opportunities for two meals should be given;
b) During the FDP, the regular meal should be consumed in a time
frame close to the crew member’s eating habits in order to avoid
disrupting his/her body rhythms, provided his/her workload permits it.

Page 7 - 60
Iss05/Rev00
OPERATIONS MANUAL
NUTRITION
PART A 01 Aug 2020

FLIGHT TIME LIMITATIONS Page 7 - 61
POLICY FOR MANAGEMENT PILOT’S Iss05/Rev00

OPERATIONS MANUAL
OFFICE COVERAGE AND FLYING
DUTIES 01 Aug 2020
PART A

FLYING DUTIES
Following VietJet policy for management pilot, minimum flight hours of 30
hours per month and preferable not more than 50 hours per month,
including flight hours as Captain, Line Check/Line Training and SIM
training hours.
Management pilots shall work sufficient time in the office to achieve their
objectives and manage the operation effectively. Flying and training
duties are secondary to office duties.
In the event of office duty required by Director of Flight Operation before
flying duties, Roster must ensure management pilots have adequate rest
to be within the flight duty period.

FLIGHT TIME LIMITATIONS Page 7 - 62
POLICY FOR MANAGEMENT PILOT’S Iss05/Rev00

OPERATIONS MANUAL
OFFICE COVERAGE AND FLYING
DUTIES 01 Aug 2020
PART A

Page 7 - 63
Iss05/Rev00
OPERATIONS MANUAL
FATIGUE MANAGEMENT TRAINING
PART A 01 Aug 2020
7.20 FATIGUE MANAGEMENT TRAINING

Procedure will be implemented (Refer OMD)

Page 7 - 64
Iss05/Rev00
OPERATIONS MANUAL
FATIGUE MANAGEMENT TRAINING
PART A 01 Aug 2020

Page 7 - 65
TRAINING SYLLABUS FATIGUE Iss05/Rev00
OPERATIONS MANUAL MANAGEMENT TRAINING
PART A 01 Aug 2020
7.21 TRAINING SYLLABUS FATIGUE MANAGEMENT TRAINING

Procedure will be implemented (Refer OMD)

Page 7 - 66
TRAINING SYLLABUS FATIGUE Iss05/Rev00
OPERATIONS MANUAL MANAGEMENT TRAINING
PART A 01 Aug 2020

OPERATING PROCEDURES Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 8
OPERATING PROCEDURES

OPERATING PROCEDURES Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 8 - 1
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.1 FLIGHT PREPARATION INSTRUCTIONS 13

8.1.1 Minimum Flight Altitudes 13
8.1.1.1 Definitions 13
8.1.1.2 Minimum IFR Altitude Requirements 14
8.1.1.3 Establishment of Minimum IFR altitude 16
8.1.1.4 Flight Preparation – Determination of Minimum Flight
Altitude 21
8.1.1.5 Minimum Flight Altitude Temperature Correction 22
8.1.1.6 Allowance for Wind Speed 22
8.1.1.7 Minimum Altitudes for Use of an Autopilot 22
8.1.2 Criteria For Determining Airport Usability 23
8.1.2.1 General 23
8.1.2.2 Criteria for Determining the Usability of Airports 23
8.1.2.3 Adequate Airport 24
8.1.2.4 Suitable Airport 27
8.1.2.5 Planning Minima For Take-Off Alternate Airports 28
8.1.2.6 Planning Minima For Destination And En-Route
Alternate Airports 28
8.1.2.7 Criteria in Selection of Enroute Alternates 28
8.1.2.8 Planning Minima For Destination Airport 29
8.1.2.9 Selection Of Airports 29
8.1.2.10 Time Capability Of Cargo Compartment Fire
Suppression 31
8.1.2.11 Maximum En-Route Diversion Time To An Alternate
Aerodrome 31
8.1.3 Airport Operating Minima 32
8.1.3.1 Methods for the Determination of Airport Operating
Minima 32
8.1.3.2 Planning Requirements 34
8.1.3.3 Operating Minima 36
Page 8 - 2
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.1.3.4 Approach Procedure 38

8.1.3.5 Aerodrome Operating Minima – NPA, APV, CAT 1
Operations 39
8.1.3.6 Approach Visual Reference Requirements 40
8.1.3.7 Required Runway Visual Range (RVR) 41
8.1.3.8 Precision Approaches 44
8.1.3.9 Precision Approach Visual Reference Requirements 44
8.1.3.10 Runway Visual Range 45
8.1.3.11 Continuation of An Approach 46
8.1.3.12 Visual Maneuvering (Circling) 46
8.1.3.13 Visual Approach Requirement 49
8.1.3.14 Aircraft Performance 49
8.1.3.15 Effect Of Failed or Downgraded Ground Equipment 59
8.1.4 Instruction for the Determination of En-Route Operating VFR
Minima 62
8.1.4.1 General Principles 62
8.1.4.2 Minimum Visibilities for VFR Operations 62
8.1.4.3 VFR Weather Minimums for Takeoff & Landing 63
8.1.4.4 Special VFR Operations 63
8.1.4.5 Weather Deterioration Below VMC 64
8.1.5 Presentation And Application Of Airport And En-Route Operating
Minima 64
8.1.5.1 Presentation 64
8.1.5.2 Application 64
8.1.5.3 Altitude Correction Chart 65
8.1.6 Methods for Interpretation of Meteorological Information 65
8.1.6.1 General 65
8.1.6.2 Interpretation 66
8.1.6.3 Airport Weather Forecasts (TAF's) 68
Page 8 - 3
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.1.6.4 Weather Report Source 69

8.1.7 Determination of Quantities of Fuel And Oil Carried 70
8.1.7.1 Fuel Planning 70
8.1.7.2 Standard Procedure 71
8.1.7.3 Reduced Contingency Fuel (RCF) Procedure 73
8.1.7.4 Isolated Airport Procedure (Not Applicable) 74
8.1.7.5 Decision Point Procedure (Re-Clearance) 74
8.1.7.6 Predetermined Point Procedure 76
8.1.7.7 In-Flight Fuel Management 77
8.1.7.8 Fuel Transportation (Tankering) 77
8.1.7.9 Oil Quantity 78
8.1.7.10 Fuel and Oil Records 78
8.1.7.11 In-Flight Changes & Re-Planning 79
8.1.8 Weight and Center of Gravity 79
8.1.8.2 General 80
8.1.8.3 Standard And Non Standard Weight Values 82
8.1.8.4 Last Minute Change Procedure 86
8.1.9 ATS Flight Plan, ATC Clearances 90
8.1.9.1 ATS Flight Plan 90
8.1.9.2 ATC Clearances, Intended Changes 92
8.1.9.3 Adherence to ATC Clearances 94
8.1.9.4 Inadvertent Changes 94
8.1.9.5 Position Reports 95
8.1.9.6 Operation Under IFR In Controlled Airspace:
Malfunction Reports 95
8.1.10 Operational Flight Plan 96
8.1.10.1 General 97

Page 8 - 4
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.1.10.2 Flight Plan Composition 98

8.1.10.3 Manual Flight Planning 108
8.1.10.4 Pilot Self-Dispatch / Flight Plans 108
8.1.10.5 ATS Flight Plan 109
8.1.10.6 Closing a Flight Plan 110
8.1.11 Aircraft Technical Log 111
8.1.11.1 General 111
8.1.11.2 Contents of a Technical Log 112
8.1.11.3 Writing Instructions 113
8.1.11.4 Technical Log Format 115
8.1.11.5 Procedures for Using, Recording and Filling Technical
Log 116
8.1.11.6 Detailed Rules 118
8.1.11.7 Delay Codes 130
8.1.11.8 Contents of a Journey Log 133
8.1.12 List Of Documents, Forms And Additional Information On Board
Aircraft 137
8.1.12.1 Documents Required Onboard Aircraft 137
8.1.12.2 Electronic Flight Bag (EFB) 142
8.1.12.3 Flight Crew Responsibilities 143
8.1.12.4 Responsibilities of Departments and Units 143
8.1.13 Pilot Logbook 144
8.1.13.1 General 144
8.1.13.2 Content of Pilot Logbook 144
8.1.13.3 Logging of Flight Time and Training 145
8.1.13.4 Crediting Of Flight Time 147
8.1.14 Flight Release Required 148
8.2 GROUND HANDLING INSTRUCTIONS 149
8.2.1 Fueling Procedures 149
Page 8 - 5
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.2.1.1 Safety Precautions 149

8.2.1.2 Pilot-in-command Duties Concerning Refueling 149
8.2.1.3 Fueling or De-Fueling When Passengers Are
Embarking, Onboard or Disembarking (Where
applicable) 150
8.2.1.4 Precautions With Mixed Fuels 157
8.2.1.5 Refueling With One Engine Running (Where applicable) 160
8.2.2 Passenger and Cargo Handling Procedures 161
8.2.2.1 Embarking And Disembarking Passengers 161
8.2.2.2 Seat Allocation 161
8.2.2.3 Exit Row Seating Assignments 162
8.2.2.4 Carriage Of Children 165
8.2.2.5 Passenger Manifest 166
8.2.2.6 Sick Passengers And Persons With Reduced Mobility 166
8.2.2.7 Carriage Of Persons With Reduced Mobility 167
8.2.2.8 Serious Illness, Injury Or Death In Flight 170
8.2.2.9 Carriage Of Inadmissible Passengers, Deportees Or
Criminals 171
8.2.2.10 Hand Baggage 174
8.2.2.11 Loading and Securing Items in the Aircraft 175
8.2.2.12 Special Loads and Classification of Load Compartments 175
8.2.2.13 Positioning of Ground Equipment 176
8.2.2.14 Operation of Aircraft Doors 176
8.2.2.15 Ramp Safety 176
8.2.2.16 Supernumerary 177
8.2.2.17 Cargo in Passenger Compartment (CIPC) Operations 178
8.2.3 Procedures for the Refusal of Embarkation 183
8.2.3.1 General 183
8.2.3.2 Ground Personnel Responsibility 183
Page 8 - 6
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.2.4 De-Icing and Anti-Icing on the Ground 184

8.3 FLIGHT PROCEDURES 185
8.3.1 Operating Policy 185
8.3.1.1 VFR/IFR 187
8.3.1.2 Operations Outside Controlled Airspace 189
8.3.1.3 Collision Avoidance 189
8.3.1.4 Descent And Arrival 191
8.3.1.5 Commencement And Continuation Of An Approach 193
8.3.1.6 Stabilized Approach Requirements 195
8.3.1.7 Missed Approach Procedure 199
8.3.1.8 Monitoring During Approach 199
8.3.1.9 Communication 200
8.3.1.10 Simulation Of Emergencies 204
8.3.1.11 Aircraft Manufacturer Procedures and Checklists 204
8.3.1.12 Task Sharing 205
8.3.1.13 Briefings 205
8.3.1.14 Circuit Breaker Trip/Reset 206
8.3.1.15 Irreversible Cockpit Actions 206
8.3.1.16 Turn After Take-Off 207
8.3.1.17 Loading Of Emergency Equipment 207
8.3.1.18 Prevention Of Runway/ Taxiway Incursion Or Collision 208
8.3.1.19 Cross-Check Required Cockpit Actions 210
8.3.1.20 Noise Abatement Procedure 211
8.3.1.21 Cost Index 211
8.3.1.22 Taxi 211
8.3.1.23 Thrust Reduction And Acceleration Altitudes 212
8.3.1.24 Awareness And Call-Outs 212
8.3.1.25 Overweight Landing 214

Page 8 - 7
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.3.1.26 Hard Landing 214

8.3.2 Navigation Procedures 215
8.3.2.1 General 217
8.3.2.2 FMS Data Base 218
8.3.2.3 FMS Route And Computer Flight Plan Reconciliation 220
8.3.2.4 FMS Procedures 220
8.3.2.5 Navigation Process 221
8.3.2.6 RVSM Procedures 222
8.3.2.7 Contingency Procedures 226
8.3.2.8 Performance Based Navigation Concept 229
8.3.2.9 Navigation: RNAV/RNP 232
8.3.2.10 RNAV/RNP Operations 233
8.3.2.11 Other Defined Airspace Requirements 239
8.3.3 Altimeter Setting Procedures 240
8.3.3.1 General 240
8.3.3.2 Type Of Altimeter Settings 240
8.3.3.3 Serviceability Checks 241
8.3.3.4 Flight Level Check 241
8.3.3.5 Setting Procedures 241
8.3.3.6 Altimeter Discrepancies In Flight 242
8.3.3.7 Temperature Correction 242
8.3.3.8 Flight Level Tables – Semi-Circular Rule 243
8.3.3.9 Metric Altimetry 243
8.3.3.10 QFE Operation 244
8.3.3.11 IFR Flight Level tables - Semi circular rules 244
8.3.4 Altitude Alerting System Procedures 245
8.3.4.1 Standard Altimetry Calls 246
8.3.5 TAWS Procedures 247
Page 8 - 8
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.3.5.1 General 247

8.3.5.2 Procedure 247
8.3.6 TCAS Procedures 248
8.3.6.1 General 248
8.3.6.2 Conflicting TCAS Information Air Traffic Control
Instructions And A TCAS Alert 249
8.3.7 Policies And Procedures For In-Flight Fuel Management 249
8.3.7.1 General 249
8.3.7.2 Fuel Monitoring 249
8.3.7.3 Fuel Emergency 251
8.3.7.4 Minimum Fuel Declaration 251
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions 252
8.3.8.1 General 252
8.3.8.2 Operations On Contaminated Surfaces 253
8.3.8.3 Thunderstorms 260
8.3.8.4 Turbulence 268
8.3.8.5 Frontal Systems 270
8.3.8.6 Mountain Waves 270
8.3.8.7 Inversions 270
8.3.8.8 Altimeter Errors 270
8.3.8.9 Volcanic Ash 271
8.3.8.10 Wind Shear 273
8.3.9 Wake Turbulence 274
8.3.9.1 Take Off And Landing 274
8.3.9.2 In Cruise 276
8.3.10 Crew Members at Their Stations 276
8.3.10.1 Flight Crew 276
8.3.10.2 Controlled Rest On Cockpit 277

Page 8 - 9
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.3.10.3 Procedure On Cockpit Absences And Cover 279

8.3.10.4 Procedure Entering The Cockpit 280
8.3.10.5 Cabin Crew 280
8.3.11 Use of Safety Belts for Crew and Passengers 280
8.3.11.1 General 280
8.3.11.2 Turbulent Conditions 282
8.3.12 Admission To Cockpit 282
8.3.12.1 Authorized Persons 282
8.3.12.2 Sterile Cockpit 284
8.3.12.3 Locking Of The Cockpit Door 285
8.3.13 Use of Vacant Crew Seats 286
8.3.14 Incapacitation of Crew Members 286
8.3.14.1 General 286
8.3.14.2 Recognition 286
8.3.14.3 Actions 287
8.3.15 Cabin Safety Requirements 287
8.3.15.1 Cabin Preparation 287
8.3.15.2 Cockpit To Cabin Crew And Cabin Crew To Cockpit
Communication Procedures 292
8.3.15.3 Portable Electronic Devices (PEDs) 292
8.3.16 Passenger Briefing Procedures 293
8.3.16.1 Pre-Take-Off Briefing 293
8.3.16.2 After Take-Off Briefing 295
8.3.16.3 Pre-Landing Briefing 295
8.3.16.4 After Landing Briefing 295
8.3.16.5 Public Address (PA) Announcements 295
8.3.16.6 Passenger Briefing Cards 296
8.3.17 Policy on the Use of Autopilot and Other Auto Flight Systems 297

Page 8 - 10
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.3.17.1 Use of Automation 297

8.3.17.2 Appropriate Levels of Automation 298
8.3.17.3 Autopilot and Flight Director Mode Selections 299
8.4 ALL WEATHER OPERATIONS 301
8.4.1 All Weather Operation (AWO) 301
8.4.1.1 CAT II 302
8.4.1.2 CAT III 302
8.4.1.3 Decision Height (DH) And Alert Height (AH) 303
8.4.1.4 Runway Visual Range 305
8.4.1.5 Minimum Approach Break-Off Height (MABH) 306
8.4.1.6 Operating Minima 307
8.4.1.7 Cockpit cut-off 308
8.4.2 Flight Crew Procedures 310
8.4.2.1 Flight Preparation 310
8.4.2.2 Approach Preparation 311
8.4.2.3 Approach Procedures 313
8.4.2.4 Failures And Associated Actions 316
8.4.2.5 Effect of Failed or Downgraded Ground Equipment 317
8.4.3 ATC Procedures 318
8.4.4 ATC clearance 318
8.4.5 Continuous Monitoring 319
8.4.6 Taxi 319
8.4.7 Low Visibility Take-Off (LVTO) 320
8.4.7.1 General 320
8.4.7.2 Low Visibility Take-off Requirements 321
8.4.7.3 Low Visibility Take-off Procedure 322
8.4.8 Autoland Procedure 322
8.4.8.1 Aircraft Autoland Performance Monitoring 322

Page 8 - 11
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
8.4.8.2 Maintenance Procedures 323

8.4.8.3 Autoland Report 323
8.4.9 Exterior Lights 324
8.4.10 Pilot Incapacitation 324
8.5 EXTENDED RANGE OPERATIONS (ETOPS)/ EXTENDED DIVERSION
TIME OPERATIONS (EDTO) 325
LISTS 327
8.6.1 General 327
8.6.2 Aircraft Dispatch Criteria 329
8.6.3 MEL and CDL Documentation Procedures 329
8.6.3.1 MEL/ CDL Application Process 330
8.7 NON-REVENUE FLIGHTS 333
8.7.1 Training Flights 333
8.7.1.1 General 333
8.7.1.2 Crew Qualifications 333
8.7.1.3 Weather Conditions 333
8.7.2 Test Flights 334
8.7.3 Ferry Flights 334
8.8 OXYGEN REQUIREMENTS 335
8.8.1 General 335
8.8.2 Minimum Requirements For Supplemental Oxygen 335
8.8.3 First Aid Oxygen 337
8.8.4 Use Of Supplemental Oxygen 338
8.8.5 Crew Protective Breathing Equipment 339
8.8.6 Quick Donning Type Oxygen Mask 339
8.9 EMERGENCY EVACUATION DEMONSTRATION 341
8.10 DITCHING DEMONSTRATION 343
8.11 DRY LEASING AIRCRAFT 345
8.12 WET LEASING AIRCRAFT 347
8.13 ROUTES & AREAS OF OPERATION 349

Page 8 - 12
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A

Page 8 - 13
FLIGHT PREPARATION Iss05/Rev01
OPERATIONS MANUAL INSTRUCTIONS
24 Nov 2020
PART A
8.1 FLIGHT PREPARATION INSTRUCTIONS

8.1.1 Minimum Flight Altitudes
8.1.1.1 Definitions
a) MEA (Minimum Enroute IFR Altitude): The lowest published
altitude (or Flight Level) between radio fixes that meets obstacle
clearance requirements between those fixes and in many countries
assures acceptable navigational signal coverage.
b) MORA (Minimum Off-Route Altitude): A route MORA provides
reference point clearance within 10 NM (18.5 Km) of the route
center line (regardless of the route width) and end fixes.
c) Grid MORA: provides a reference point clearance within the
section outlined by latitude and longitude lines.
d) MORA values clear all reference points by 1,000 FT (300 m) in
areas where the highest reference points are 5,000 FT (1,500 m)
MSL, or lower.
e) MORA values clear all reference points by 2,000 FT (600 m) in
areas where the reference points are above 5,000 FT (1,500 m)
MSL.
f) When a MORA is shown along a route as "unknown" or within a
grid as "un-surveyed" a MORA is not shown due to incomplete or
insufficient information.
g) MOCA (Minimum Obstruction Clearance Altitude): The lowest
published altitude in effect between radio fixes on VOR airways,
off- airways routes, or route segments which meets obstacle
clearance requirements for the entire route segment
The lowest MOCA shall not be less than 2,000 feet.
h) MSA (Minimum Sector Altitude): Altitude depicted on instrument
approach, SID or STAR charts and identified as the minimum safe
altitude which provides a 1,000 FT (300 m) obstacle clearance
within a 25 NM (46 Km) (or other value as stated) radius from the
navigational facility upon which the MSA is predicated.

Page 8 - 14
24 Nov 2020
PART A
8.1.1.2 Minimum IFR Altitude Requirements

Reference: VAR 12.210 (a), VAR 17.067, VAR 12.120 (b)
a) Except when necessary for take-off or landing, an aircraft may not
be operated below the following altitudes:
1) 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.
2) 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.
3) Over other than congested areas: An altitude of 150m (500 feet)
above the surface.
b) 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
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 will determine the minimum flight altitude for that route.
c) The aircraft must be navigated in accordance with the Flight Plan,
even when under the control of an approved radar unit, until
identified by radar and instructed to deviate from the planned route.
The term “radar contact” must not be misunderstood as an indication
that the aircraft is under radar control
d) The procedures outlined in the following paragraphs are to be
followed when calculating the minimum altitude for the safe
avoidance of en-route terrain and obstacles:
1) En-route
i. En-route IFR flight levels or altitudes should be higher than
the published Minimum En-route IFR Altitude (MEA)
indicated on en-route Jeppesen charts.
ii. The minimum safe en-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 Jeppesen en-route
charts when they exist.

Page 8 - 15
24 Nov 2020
PART A
iii.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,
in order to ensure that the minimum altitude clears all
reference points within 10 NM (18.5 Km) of the route
center line (regardless of route width) by 1,000 FT (300 m)
if the reference point is not higher than 5,000 FT (1,500 m)
MSL; or 2,000 FT (600 m) if reference point is higher than
5,000 FT MSL.
iv. If available and not limiting, the grid MORA may be used as
minimum flight altitude.
v. These minimum altitudes must be respected along the
track with all engines operative unless a procedure has
been approved to provide for the depressurization case.
2) Terminal Area
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).
3) Minimum IFR Altitude Requirements – One Engine Inoperative
The following minimum altitude requirements apply:
i. A net flight path (considering the ambient temperatures
anticipated along the track) clearing vertically by at least
2,000 feet all terrain and obstructions within five statute
miles (4.34 nautical miles) on each side of the intended
track;
ii. A positive slope at 1,500 feet above the aerodrome of
intended landing; and
iii. Enough fuel to continue to the aerodrome of intended
landing, to arrive at an altitude of at least 1,500 feet directly
over the aerodrome, and thereafter to fly for 15 minutes at
cruise power. The performance calculation shall consider
that the consumption of fuel and oil after the engine failure
is the same as the consumption that is allowed for in the
net flight path data in the AFM.
e) When the two engines of the reciprocating aeroplane are predicted
to fail at an altitude above the prescribed minimum altitude,
compliance with the prescribed rate of climb need not be shown
during the descent from the cruising altitude to the prescribed
Page 8 - 16
24 Nov 2020
PART A
minimum altitude, if those requirements can be met once the

prescribed minimum altitude is reached, and assuming descent to
be along a net flight path and the rate of descent to be 0.013 Vso2
greater than the rate in the approved performance data.
f) Climb for obstacle clearance
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.
g) Establishment of minimum IFR altitude
h) When establishing the minimum flight altitudes, the following is
taken into account:
1) The accuracy and reliability with which to determine the position
of the aircraft;
2) The inaccuracies in the indications of the altimeters;
3) the characteristics of the terrain (e.g. sudden changes in
elevation);
4) The probability of encountering unfavorable meteorological
conditions (e.g. severe turbulence and descending air currents);
5) Possible inaccuracies in aeronautical charts;
6) Airspace restrictions;
7) Compliance with VAR Part 10; and
8) Any rules of the air applicable to the country being overflown.
8.1.1.3 Establishment of Minimum IFR altitude
When an aircraft is operated for the purpose of commercial air transport,
the minimum height/altitude/flight level at which it is permitted to fly may
be governed by national regulations, air traffic control requirements, or
by the need to maintain a safe height margin above any significant
terrain or obstacle.
Whichever of these requirements produces the highest
height/altitude/flight level for a particular route; it will determine the
minimum flight altitude for that route.

Page 8 - 17
24 Nov 2020
PART A
The charts providers have their own definitions and methods to

determine the minimum flight altitudes. The operator can apply the
following methods as a function of its charts provider:
a) KSS formula
b) Jeppesen formula
c) ATLAS formula
1) KSS Method
MOCA:
i. MOCA is the sum of:
• The maximum terrain or obstacle elevation, whichever
is higher; plus
• 1 000 ft for elevation up to and including 6 000 ft; or
• 2 000 ft for elevation exceeding 6 000 ft rounded up to
the next 100 ft.
ii. The lowest MOCA to be indicated is 2 000 ft.
iii. From a VOR station, the corridor width is defined as a
borderline starting 5 NM either side of the VOR, diverging
4° from centerline until a width of 20 NM is reached at 70
NM out, thence paralleling the centerline until 140 NM out,
thence again diverging 4° until a maximum width of 40 NM
is reached at 280 NM out. Thereafter the width remains
constant (see Figure 1).
Figure 1: Corridor width from a VOR station

Page 8 - 18
24 Nov 2020
PART A
iv. From a non-directional beacon (NDB), similarly, the

corridor width is defined as a borderline starting 5 NM
either side of the NDB diverging 7° until a width of 20 NM
is reached 40 NM out, thence paralleling the centerline
until 80 NM out, thence again diverging 7° until a maximum
width of 60 NM is reached 245 NM out. Thereafter the
width remains constant (see Figure 2).
v. MOCA does not cover any overlapping of the corridor.

MORA
MORA is calculated for an area bounded by each or every
second LAT/LONG square on the route facility chart (RFC) /
terminal approach chart (TAC) and is based on a terrain
clearance as follows:
i. Terrain with elevation up to 6 000 ft (2 000 m): 1 000 ft
above the highest terrain and obstructions;
ii. Terrain with elevation above 6 000 ft (2 000 m): 2 000 ft
above the highest terrain and obstructions.
2) Jeppesen Method
MORA is a Minimum Flight Altitude computed by Jeppesen
from current operational navigation charts (ONCs) or world
aeronautical charts (WACs).
Two types of MORAs are charted which are:
i. Route moras e.g. 9800a; and
ii. Grid MORAs e.g. 98.

Page 8 - 19
24 Nov 2020
PART A
Route MORA values are computed on the basis of an area

extending 10 NM to either side of route centerline and including
a 10 NM radius beyond the radio fix/reporting point or mileage
break defining the route segment.
MORA values clear all terrain and man-made obstacles by
1 000 ft in areas where the highest terrain elevation or
obstacles are up to 5 000 ft. A clearance of 2 000 ft is provided
above all terrain or obstacles that are 5 001 ft and above.
A grid MORA is an altitude computed by Jeppesen and the
values are shown within each grid formed by charted lines of
latitude and longitude. Figures are shown in thousands and
hundreds of feet (omitting the last two digits so as to avoid chart
congestion). Values followed by ± are believed not to exceed
the altitudes shown. The same clearance criteria as explained
in (c)(3) apply.
Figure 3: Jeppesen formula

Page 8 - 20
24 Nov 2020
PART A
3) ATLAS Method
i. Minimum en-route altitude (MEA)
Calculation of the MEA is based on the elevation of the
highest point along the route segment concerned
(extending from navigational aid to navigational aid) within
a distance on either side of track as specified in Table 1
below:
Table 1: Minimum safe en-route altitude
Segment length Distance either side of track
Up to 100 NM 10 NM *
10 % of segment length up to a
More than 100 NM
maximum of 60 NM **
*: This distance may be reduced to 5 NM within terminal control areas

(TMAs) where, due to the number and type of available navigational
aids, a high degree of navigational accuracy is warranted.
**: In exceptional cases, where this calculation results in an operationally
impracticable value, an additional special MEA may be calculated based
on a distance of not less than 10 NM either side of track. Such special
MEA will be shown together with an indication of the actual width of
protected airspace.
ii. The MEA is calculated by adding an increment to the
elevation specified above as appropriate, following Table 2
below. The resulting value is adjusted to the nearest 100 ft.
Table 2: Increment added to the elevation *
Elevation of highest point Increment
Not above 5 000 ft 1 500 ft
Above 5 000 ft but not above 10 000 ft 2 000 ft
Above 10 000 ft 10 % of elevation plus 1 000 ft

Page 8 - 21
24 Nov 2020
PART A
*: For the last route segment ending over the initial approach fi x, a
reduction to 1 000 ft is permissible within TMAs where, due to the
number and type of available navigation aids, a high degree of
navigational accuracy is warranted.
iii. Minimum safe grid altitude (MGA)
• Calculation of the MGA is based on the elevation of
the highest point within the respective grid area.
• The MGA is calculated by adding an increment to the
elevation specified above as appropriate, following
Table 3 below.
• The resulting value is adjusted to the nearest 100 ft.
Elevation of highest point Increment
Not above 5 000 ft 1 500 ft
Above 5 000 ft but not above 10 000 ft 2 000 ft
Above 10 000 ft 10 % of elevation plus 1 000 ft
8.1.1.4 Flight Preparation – Determination of Minimum Flight Altitude

a) During flight preparation, the en-route minimum altitudes must be
established for all the route segments.
b) If necessary, diversion procedures must be established for critical
cases (e.g. engine failure, depressurization) taking into account the
topography along the route.
c) For engine failure, the net flight path as defined in the Aircraft Flight
Manual must be considered.
d) The net flight path should be established considering a drift down
procedure taking into account a given drift down speed associated
with the expected aircraft weight, the remaining engine(s) being set
at MCT (Maximum Continuous Thrust), and considering the effect
of:
1) Air conditioning;
2) Icing protection system if its use is expected; and
3) Forecast wind and temperature.

Page 8 - 22
24 Nov 2020
PART A
e) A Point(s) of Non-Return (PNR) must be determined and the

appropriate procedures established (drift down on course or turn
back depending on the aircraft position), when required.
f) When obstacle limited, VietJet procedures will be published in the
Route Manual to provide track and distance information for the drift
down procedure.
8.1.1.5 Minimum Flight Altitude Temperature Correction
When the surface ambient temperature en-route is well below the ISA
value, minimum flight altitudes should be corrected as follows:
Surface Temperature Correction to MOCA/MORA

0 0 Plus 10%
ISA -16 C to -30 C
0 0 Plus 20%
ISA -31 C to -50 C
ISA -51° C or below Plus 25%
8.1.1.6 Allowance for Wind Speed

When operating within 20 NM of terrain with a maximum elevation
exceeding 2000 FT AMSL, pilots-in-command are to increase the
standard MOCA.MORA by the amounts given in the following table,
according to the wind speed over the route:
Terrain Wind Speed Kt

Elevation FT 0-30 31-50 51-70 70 plus
2000 - 8000 +500 FT +1000 FT +1500 FT +2000 FT
over 8000 +1000 FT +1500 FT +2000 FT +2500 FT
8.1.1.7 Minimum Altitudes for Use of an Autopilot

a) For en route operations, no pilot may 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 for a
malfunction under cruise conditions when multiplied by two is
Page 8 - 23
24 Nov 2020
PART A
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, no pilot may 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 for a
malfunction under approach conditions when multiplied by two
is more than 15 m (50 ft), the extent to which that figure
exceeds 15 m (50 ft) will be added to the minimum altitude
determined for (b)(1) and then becomes the controlling
minimum altitude for use of the autopilot.
c) No pilot may use an autopilot for approach to touchdown and rollout
unless authorized by CAAV.
8.1.2 Criteria For Determining Airport Usability
8.1.2.1 General
Airports that are selected as destinations or alternates must be
“adequate” and “suitable” in all respects for VietJet aircraft to be able to
use them at the time of the planned or intended operation.
For operations into and out of uncontrolled airports, special procedures
(CTAF) shall be applied. Refer to OM Part C for details.
8.1.2.2 Criteria for Determining the Usability of Airports
a) No pilot shall cause an aircraft to takeoff or land at an aerodrome
within Vietnam that is not licensed by CAAV or, unless the prior
permission for use has been received, a non-licensed aerodrome, if
the purpose of the flight operation is Commercial air transport with
passengers.
b) No pilot shall cause an aircraft to takeoff or land at an aerodrome at
night within Vietnam for the purpose of commercial air transport
carrying passengers, unless there is adequate lighting to determine
the landing direction and make a safe approach and landing.
c) Alternate, departure and destination aerodromes considered to be
used for operations must be adequate for the type of aircraft and
operation concerned.
d) In addition to be selected for conducting an operation they should be
complying with given weather minima at the time/period of the
operation.
Page 8 - 24
24 Nov 2020
PART A
e) Operations are not permitted into and out of uncontrolled airports.

f) A useable aerodrome is an aerodrome which the operator (flight
preparation staff, dispatch and flight crews) considers to be
satisfactory, taking account of the applicable performance
requirements and runway characteristics. In addition, it should be
anticipated that, 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, navaids
and emergency services, including temporary periods of Rescue and
Fire Fighting (RFF).
g) VJC shall provide above mentioned information to enable flight
preparation staff, dispatch and flight crew to determine that airports
of intended use are adequate.
h) 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.
8.1.2.3 Adequate Airport
Reference: VAR 10.313, VAR 12.067, Appendix 1 to VAR 12.153
a) An adequate aerodrome is an aerodrome which the operator (flight
preparation staff, dispatch and flight crews) considers to be
satisfactory, taking account of the applicable performance
requirements and runway characteristics. In addition, it should be
anticipated that, 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, navaids
and emergency services, including temporary periods of Rescue and
Fire Fighting (RFF).
b) VJC shall provide above mentioned information to enable flight
preparation staff, dispatch and flight crew to determine that airports
of intended use are adequate.
c) 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.
d) An airport is adequate if:
1) Landing and over-flight permission has been obtained;
2) If it can be reached while respecting the rules of the air;

Page 8 - 25
24 Nov 2020
PART A
3) The available runway length is sufficient to meet aircraft

performance requirements (required take-off and landing
distance). No piIot shall cause an aircraft with a certificated
passenger capacity of more than 20 passengers to takeoff or
land at an aerodrome within Vietnam for the purpose of
commercial air transport carrying passengers, unless there is
Prevailing approach and landing conditions;
4) 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;
5) Rescue and firefighting airport category:
(Source: ICAO Annex 14, Volume I, Table 9-1)
i. The acceptable level of aerodrome RFFS protection for
each aircraft fleet and type of operation:
Aircraft Type Aircraft category

A320 6
A321 7
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).
iii. For Vietnam airports: comply with Airport Regulations and
Airport Operation documents published by CAAV.
iv. 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:

Page 8 - 26
24 Nov 2020
PART A
Minimum acceptable aerodrome category for rescue and fire fighting

(Source: ICAO Annex 6)

Page 8 - 27
24 Nov 2020
PART A
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) An En-Route Alternate Airport required to be adequate and
specified in the operational flight plan, typically the 3% ERA.
5) 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.
e) The pavement strength is compatible with aircraft weight (Refer to
Jeppesen Airway Manual - Airport Directory) or an appropriate
derogation is obtained from airport authority;
f) At the expected time of use, the airport is available and equipped
with necessary auxiliary services, such as: Air Traffic Services,
communications, weather reporting and emergency services;
g) At the expected time of use, navaids, approach aids, lighting needed
for the approved approaches are available;
h) At the expected time of use, the airport is equipped with the
necessary ramp handling facilities, such as refueling, tow bar, steps,
cargo loading, ground power unit, air starter, catering water services,
toilet services, etc; and
i) For an international flight, police, custom and immigration services
are available at the expected time of use (not applicable to alternate
airport).
8.1.2.4 Suitable Airport
An airport is suitable if
a) The airport is adequate for the operation; and
b) The meteorological conditions satisfy the planning minima (Refer
Table 1, 8.1.3.1, (c), (i)) for the expected landing time and meet the
approach, runway and aircraft capabilities and crew qualifications.
Note: Any crosswind corrections (e.g. for a wet or slippery runway) must
be applied to the steady state wind speed.

Page 8 - 28
24 Nov 2020
PART A
8.1.2.5 Planning Minima For Take-Off Alternate Airports

An adequate airport may be suitable for use as a take-off alternate, 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 applicable landing
minima.
8.1.2.6 Planning Minima For Destination And En-Route Alternate Airports
An adequate airport may be suitable for destination or en-route alternate
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.
8.1.2.7 Criteria in Selection of Enroute Alternates
a) Enroute alternate airports selected and specified in the operational
flight plan must be available for approach and landing and the
forecast at those airports are for conditions to be at or above the
operating minima for the operation.
b) Long range flights: the availability of enroute alternate(s) is
necessary on long range flight where the fuel remaining may not be
adequate to reach the destination due to:
1) Engine failure
2) Depressurization (low level); and
3) Emergency situations such as aircraft system failure, bomb
threat, hijack, or life-threatening illness of passenger(s), etc.
that may require immediate landing
8.1.2.7.1 Equal Time Point (ETP)
The operational flight plan must show the Equal Time Point (ETP)
between origin and destination or between enroute alternate and
destination for:
a) One-engine out cruise from ETP to destination or enroute alternate
(or two-engine in the case of a 3 or 4 engine aircraft)
b) Low level cruise from ETP to destination or enroute alternate
c) Normal cruise between origin and destination
Note 1: Although time and fuel requirements are equal whether flight
proceeds to destination or diverts to alternate, the distances are
nor equal due to tail or headwind.
Note 2: The low level ETP is computed at 14000dt or 10000 ft cruising
level.
Page 8 - 29
24 Nov 2020
PART A
8.1.2.7.2 Guidance for Flight Crew in Determining Suitable Enroute Alternates

The operational flight plan contains the suitable enroute alternates taking
into consideration the criteria in paragraph above. Furthermore, the
operations specifications contain the list of regular and alternate airports
for international and domestic operations indicating the VietJet aircraft-
type that can be accommodated on that airport. When a flight diverts to
an enroute alternate, the route manual/OM-C contains the relevant
information and charts required for diversion
8.1.2.8 Planning Minima For Destination Airport
An adequate airport may be suitable for 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, MDH for non-precision
approach) will be at or above the operating minima.
8.1.2.9 Selection Of Airports
Reference: VAR 10.253, VAR 10.255, VAR 10.243 (c), VAR 10.247 (d),
VAR 10.245 (d), (e), VAR 10.245 (c), VAR 12.047
a) Destination Airport
An airport may be selected as destination for an operation, if it is
adequate for the operation.
For specific criteria, refer to subchapter 8.1.3.2 – Planning
Requirements in this manual.
b) Take-off Alternate Airport
1) A suitable take-off alternate shall be specified in the operational
flight plan if either meteorological condition at the aerodrome of
departure is 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.
2) VietJet shall only select an aerodrome as a take-off alternate
aerodrome when the appropriate weather reports and/or
forecasts indicate that, during a period commencing one hour
before and ending one hour after the estimated time of arrival at
the aerodrome, the weather conditions will be at or above the
applicable landing minima specified in accordance with OM-A
8.1.3.2

Page 8 - 30
24 Nov 2020
PART A
3) The ceiling shall be taken into account when the only approach
operations available are non-precision approaches (NPA)
and/or circling operations.
c) Take-off Alternate Distance
Any take-off alternate shall be suitable not greater than 400 nautical
miles or 60 minutes of flight time, whichever is more restrictive 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.
d) En-Route Alternate Airport
The distance to a nominated en-route alternate based upon a weight
and speed schedule determined in accordance with the VietJet
route structure is 60 minutes at a one-engine-inoperative cruising
speed.
e) Destination Alternate Airport
1) One suitable destination alternate aerodrome must be selected
for each flight within 60 minutes
2) Two suitable destination alternate aerodromes shall be
selected, for the destination aerodrome when:
i. The appropriate weather reports or forecast for the
destination indicate that 1 hour before and 1 hour after the
ETA the weather conditions will be below the applicable
planning minima; or
ii. Meteorological information is not available
3) Where two destination alternates are required, the
meteorological forecasts for those aerodromes:
i. The first destination alternate should be forecast to be at or
above the operating minima for use as a destination; and
ii. The second at or above the operating minima for selection
as an alternate.
4) For flights dispatched with two destination alternates, the PIC
may in case of en route delays, nominate only one alternate
provided the latest weather reports indicate that weather reports
for the selected alternate, 1 hour before and 1 hour after ETA
are above the applicable planning minima for use as a
destination

Page 8 - 31
24 Nov 2020
PART A
f) Emergency airport
1) 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.
2) 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.
g) Notwithstanding the requirements of VAR Part 10 regarding
selection of alternate airports; the CAAV may, based on the results
of a specific safety risk assessment conducted by the operator
which demonstrates how an equivalent level of safety will be
maintained, approve operational variations to alternate airport
selection criteria. The specific safety risk assessment shall include
at least the:
1) Capabilities of the operator;
2) Overall capability of the aircraft and its systems;
3) Available airport technologies, capabilities and infrastructure;
4) Quality and reliability of meteorological information;
5) Identified hazards and safety risks associated with each
alternate airport variation; and
6) Specific mitigation measures.
8.1.2.10 Time Capability Of Cargo Compartment Fire Suppression
No person may plan a diversion time to an aerodrome where a safe
landing could be made that exceeds the published cargo compartment
fire suppression time capability of the aeroplane (when one is identified
in the relevant aeroplane documentation) minus an operational safety
margin of 15 minutes.
8.1.2.11 Maximum En-Route Diversion Time To An Alternate Aerodrome
No pilot may operate an aircraft beyond the point where it could divert to
a suitable alternate aerodrome that is within 60 minutes in cruising flight
or less than 400 nautical miles, whichever is lesser.
For detailed procedures and guidance, refer to FCOM PRO-SOP-40-60.
Page 8 - 32
24 Nov 2020
PART A
8.1.3 Airport Operating Minima

a) VietJet shall establish aerodrome operating minima in accordance
with criteria specified by the State of Registry, for each aerodrome
to be used in operations.
b) VietJet shall not operate an aircraft to or from an aerodrome (or
heliport) using an operating minima lower than those established by
the State in which the aerodrome is located, except with specific
approval of that State’s civil aviation authority.
c) The operating minima for 2D instrument approach operations using
instrument approach procedures shall be determined by
establishing a minimum descent altitude (MDA) or minimum descent
height (MDH), minimum visibility and, if necessary, cloud conditions.
d) The operating minima for 3D instrument approach operations using
instrument approach procedures shall be determined by
establishing a decision altitude (DA) or decision height (DH) and the
minimum visibility or RVR.
e) No PIC may continue a flight toward a destination aerodrome unless
the latest available information indicates that the weather at the
estimated time of arrival at that aerodrome or the alternate
aerodrome will allow an approach and landing in accordance with
the operating minima contained in the operations specifications.
f) No PIC may allow a flight to continue toward any aerodrome of
intended landing where commercial air transport operations have
been restricted or suspended, unless:
1) In the opinion of the PIC, the conditions that are a hazard to
safe operations may reasonably be expected to be corrected by
the estimated time of arrival; or
2) There is no safer procedure.
8.1.3.1 Methods for the Determination of Airport Operating Minima
a) The company shall establish the aerodrome operating minima for
each aerodrome to be used for commercial air transport operations
involving takeoff, approach to landing and landing in accordance
with a method of determination approved by the CAAV.
b) If a PIC or VJC knows of conditions, including aerodrome and
runway conditions that are a hazard to safe operations, that person
shall restrict or suspend all commercial air transport operations to

Page 8 - 33
24 Nov 2020
PART A
such aerodromes and runways as necessary until those conditions

are corrected.
c) Such minima shall not be lower than any that may be established for
such aerodromes by the State of the Aerodrome, except when
specifically approved by that State.
d) The term minima refer to the airport weather conditions and defines
the minimum visibility (horizontal and vertical) prescribed for taking
off or landing a civil aircraft.
e) Different concepts of minima:
1) Aircraft capability given in the AFM/FM, defines the lowest
minima for which the aircraft has been certified. They depend
on:
i. The aircraft type, performance and handling
characteristics;
ii. The equipment available on the aircraft for the purpose of
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. 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.
vi. 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.

Page 8 - 34
24 Nov 2020
PART A
i. CAT II is the lowest minima that VJC is allowed to use on a

specified airport.
ii. 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 authorized to
operate. They are based upon the qualification of the flight crew
members. The composition of the flight crew, their competence
and experience;
5) Except in case of emergency, no person may continue an
approach to land at any aerodrome beyond a point at which the
limits of the operating minima specified for that aerodrome
would be infringed.
8.1.3.2 Planning Requirements
Reference: VAR 10.317, VAR 10.247, VAR 10.243, VAR 10.247 (c).
VAR 10.246
a) Take-off Alternate:
For selection as a take-off alternate an airport must satisfy the
1) Meteorological reports and/or forecasts must indicate that the
weather at the airport will be at or above the applicable landing
minima from 1 hour before to 1 hour after the aircraft’s ETA;
and
2) If only non-precision and/or circling approaches are available
ceiling must be taken into account; and
3) Any one-engine inoperative limitations must be taken into
account e.g. Loss of Cat II or III capability.
b) Destination Airport:
1) No pilot may continue a flight towards the aerodrome of
intended landing, unless the latest available information
indicates that at the expected time of arrival, a landing can be
affected at that aerodrome, or at least one alternate aerodrome,
in compliances with the operating minima applicable to that
flight.
2) For IFR flight planning purposes, no person may commence an
IFR flight unless the available information indicates that the
weather conditions at the aerodrome of intended landing and, if
Page 8 - 35
24 Nov 2020
PART A
required, at least one suitable alternate at the estimated time of

arrival, will be at or above the:
i. Minimum ceiling and visibility values for the standard
instrument approach procedure to be used; or
ii. Minimum operating altitude, if no instrument approach
procedure is to be used, that would allow a VMC decent to
the aerodrome.
3) For selection as a destination an airport must satisfy the
Meteorological reports and/or forecasts must indicate that the
weather at the airport will be at or above the applicable planning
minima as specified below from 1 hour before to 1 hour after the
aircraft’s ETA:
i. RVR/Visibility in accordance with section 8.1.3.2; and
ii. For a non-precision or circling approach, the ceiling must
be at or above MDH.
4) For isolated aerodromes (Not Applicable)
i. No person may commence a flight into an isolated
aerodrome, unless a determination of the point of no return
has been made and that PNR has been included in the
flight plan remarks
ii. No person may continue a flight to an isolated aerodrome
past the point of no return unless a current assessment of
meteorological conditions, traffic and other operational
conditions indicate that a safe landing can be made at the
estimated time of use.
c) Destination Alternate and En-Route Alternate Airports
1) No PIC may designate an alternate aerodrome in an IFR flight
plan unless the current available forecast indicates that the
meteorological conditions at that alternate at the ETA will be at
or above those published alternate minimums (alternate
minimums are published in OM Part C – Jeppesen Charts).
2) 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:

Page 8 - 36
24 Nov 2020
PART A
i. 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
ii. 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).
d) For commercial air transport operations in aeroplanes, the PIC shall
ensure that the meteorological conditions at that alternate 1 hour
before and after the ETA are forecast to be at or above:
1) For a Cat II and III approach, at least the published Category I
minimums.
2) For a Cat I approach, at least the published non-precision
minimums.
3) For a non-precision approach, at least 1,000 m above the
published non-precision minimums
4) For a circling approach, at least the circling approach
minimums.
TABLE 1
Planning Minima En-Route and Destination Alternates
Type of Approach Planning Minima
Cat II and III Cat I minimums (RVR)
Cat I Non-Precision minimums (RVR)
Non-Precision plus 200 FT/1,000 m above

Non-Precision
the Non -Precision minimums
Circling Circling approach minimums.
8.1.3.3 Operating Minima

a) For minima purposes, aircraft are divided into five speed categories
based on their nominal threshold speeds. These are defined as 1.3
times the stalling speed in the landing configuration or 1.23 times
VS1G for JAR 25 certificated aircraft, at maximum certificated
landing mass. The five categories are as follows:

Page 8 - 37
24 Nov 2020
PART A
Category Threshold Speed (Knots)

A Less than 91
B 91 to 120
C 121 to 140
D 141 to 165
E 166 to 210
b) VJC aircraft are categorized as follows:

1) A320: Category C
2) A321 CEO: Category C (MLW=75.5 Tons)
Category D (MLW=77.8 Tons)
3) A321 NEO: Category C (MLW=79.2 Tons)
4) A321 NEO ACF: Category C (MLW=77.3 Tons)
c) Unless they have been authorized by the CAAV for operations to
Category II and III minima on landing, and for ‘low visibility’
departures, VietJet Air aircraft are restricted to Category I
operations as outlined in the following paragraphs. Specific minima
for particular combinations of approach aid, runway and lighting will
normally be as contained in the Jeppesen Airway Manual.
d) Departure minima for a given airport shall be not less than those for
landing for the same airport unless a take-off alternate airport is
available which meets all the relevant landing minima and
performance requirements for the aircraft type. Minima must be high
enough to ensure that there is sufficient guidance to enable the
aircraft to be controlled in the event of both a take-off in adverse
circumstances and a continued take-off after failure of the critical
power unit. If there is a requirement to see and avoid obstacles on
departure a cloud ceiling shall be specified in addition to the
RVR/visibility.
e) When the reported meteorological visibility is below that required for
take-off or is not available and RVR is not reported, or when neither
RVR nor meteorological visibility is available the pilot-in-command
shall not commence take-off unless he can determine that the actual
conditions satisfy the applicable take-off minima.

Page 8 - 38
24 Nov 2020
PART A
f) For multi-engine aircraft whose performance is such that in the

event of a critical power unit failure at any point during take-off, the
aircraft can either stop or continue to a height of 1,500 FT above the
airport while clearing all obstacles by the required margins, the take-
off minima may not be less than those given in Table 2, below.
TABLE 2
RVR/ Visibility for Take-Off (without LVTO Approval)
FACILITIES RVR/VIS (meters)
Day Only: NIL 500
Day: at least runway edge lights or runway

centerline marking
400
Night: at least runway edge lights or runway
centerline lights and runway end lights
Notes:
1) The reported RVR/VIS value representative of the initial part
of the take-off run can be replaced by pilot assessment.
2) The pilot is able to continuously identify the take-off surface
and maintain directional control
8.1.3.4 Approach Procedure
a) The PIC of an aeroplane approaching to land on a runway served
by a visual approach slope indicator shall maintain an altitude at or
above the glide slope until a lower altitude is necessary for a safe
landing.
b) The PIC of a large aeroplane approaching to land on a runway
served by an ILS shall fly that aeroplane at or above the glide slope
from the point of interception to the middle marker.
c) Approach procedures describe the required roles of the flight crew
whilst the aircraft is on approach. These include the roles of the pilot
flying, the pilot not flying and an explanation of each flight crew
members’ responsibilities.

Page 8 - 39
24 Nov 2020
PART A
d) The two types of procedures are:

1) Visual Approach;
2) Instrument Approach;
e) It is important that at all times flight crew members be in no doubt as
to the procedures being adopted as monitoring roles and functions
are clearly defined.
f) In the approach briefing, the pilot flying will nominate either:
1) ‘Visual Approach’;
2) ‘Instrument Approach’;
g) The pilot flying will nominate which procedures are to be used
based upon whether an instrument approach is needed/desired or
not. Should an instrument approach be commenced with the
expectation of becoming visual, then, it is acceptable for the pilot
flying to brief the expected change of procedures.
h) Instrument start at the commencement of the instrument approach.
This is normally the IAF or the intercept of the final in-bound leg if
radar vectored.
i) All calls are to be initiated by the pilot not flying and will be
dependent on the procedure nominated by the pilot flying.
j) If during visual procedures, Flight Directors are no longer required,
the PF will call “Flight Directors off”
k) The PNF will then select both Flight Directors off, check the FMA to
confirm that both Flight Directors are off. The PF will call any
changes to the active FMA mode.
8.1.3.5 Aerodrome Operating Minima – NPA, APV, CAT 1 Operations
The decision height (DH) to be used for a non-precision approach
(NPA) flown with the continuous descent final approach (CDFA)
technique, approach procedure with vertical guidance (APV) or category
I (CAT I) operation shall not be lower than the highest of:
a) The obstacle clearance height (OCH) for the category of aircraft:
1) the minimum height to which the approach aid can be used
without the required visual reference;
2) the published approach procedure DH where applicable
3) The system minimum, as contained in Table 3

Page 8 - 40
24 Nov 2020
PART A
4) the minimum DH specified in the AFM or equivalent document,

if stated, or
5) Any State minima if applicable
b) The minimum descent height (MDH) for an NPA operation flown
without the CDFA technique shall not be lower than the highest of:
1) the OCH for the category of aircraft;
2) the system minimum specified in Table 3; or
3) the minimum MDH specified in the AFM, if stated
TABLE 3
System Minima for Non-Precision Approach Aids
Approach Aid System Minimum (FT)
ILS 200
GNSS (Lateral Navigation (LNAV)) 250
GNSS/Baro-vertical navigation (VNAV)
(LNAV/VNAV) 250
Localizer (LOC) with or without

250
distance measuring equipment (DME)
SRA (terminating at ½ NM.) 250
SRA (terminating at 1 NM.) 300
SRA (terminating at 2 NM.) 350
VOR 300
VOR/DME 250
NDB 350
NDB/DME 300
VDF (QDM and QGH) 300
8.1.3.6 Approach Visual Reference Requirements

No pilot may continue an approach below Minimum Descent
Height/Altitude (MDH)/ (MDA) unless at least one of the following visual
references for the intended runway is distinctly visible to, and
identifiable by the pilot:

Page 8 - 41
24 Nov 2020
PART A
a) Elements of the approach light system;

b) The threshold, or its markings, lights or identification lights;
c) The visual glideslope indicator(s);
d) The touchdown zone, zone markings or zone lights;
e) The runway edge lights; or
f) Other visual references accepted by the CAAV.
8.1.3.7 Required Runway Visual Range (RVR)
a) No pilot may operate an aircraft for the purpose of the following
landing or takeoff operations at an aerodrome unless adequate
landing and rollout Runway Visual Range (RVR) information is
available:
1) Takeoff, approach and landing operations with reported visibility
less than 800 m or RVR 550 m, or
2) The minimum required RVR for AWO.
b) Where RVR is used, the controlling RVR is the touchdown RVR,
unless otherwise specified by CAAV.
Note: The controlling RVR is the reported values of one or more
RVR reporting locations (touchdown, mid-point and stop-end)
that is used to determine whether operating minima are or are
not met.
c) 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 4, A, B, C and D inclusive, below. For
night operations at least runway edge, threshold and runway end
lights must be on.

Page 8 - 42
24 Nov 2020
PART A
TABLE 4 A
Non-Precision Approach Minima – Full Facilities
Aircraft Category and RVR (m)
MDH (FT) A B C D
250–299 800 800 800 1,200
300–449 900 1,000 1,000 1,400
450–649 1,000 1,200 1,200 1,600
650 and above 1,200 1,400 1,400 1,800
TABLE 4 B
Non-Precision Approach Minima – Intermediate Facilities

MDH (FT) A B C D
250–299 1,000 1,100 1,200 1,400
300–449 1,200 1,300 1,400 1,600
450–649 1,400 1,500 1,600 1,800
650 and above 1,500 1,500 1,800 2,000
TABLE 4 C
Non-Precision Approach Minima – Basic Facilities

MDH (FT) A B C D
250–299 1,200 1,300 1,400 1,600
300–449 1,300 1,400 1,600 1,800
450–649 1,500 1,500 1,800 2,000
650 and above 1,500 1,500 2,000 2,000

Page 8 - 43
24 Nov 2020
PART A
TABLE 4 D
Non-Precision Approach Minima – Nil Approach Light Facilities

MDH (FT) A B C D
250–299 1,500 1,500 1,600 1,800
300–449 1,500 1,500 1,800 2,000
450–649 1,500 1,500 2,000 2,000
650 and above 1,500 1,500 2,000 2,000
Notes:
1) Full facilities comprise runway markings, 720 m or more of high
or medium intensity (HI/MI) approach lights, runway edge,
threshold, and end lights must be on.
2) Intermediate facilities comprise runway markings, 420–719 m of
HI/MI approach lights, runway edge, threshold, and end lights
must be on.
3) Basic facilities comprise runway markings, <420 m of HI/MI
approach lights, runway edge, threshold, and end lights must be
on.
4) Nil approach light facilities comprise runway markings, runway
edge, threshold, and end lights or no lights at all.
5) The Tables are only applicable to conventional approaches with
a slope not exceeding 4°. 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 visibilities converted to RVR as in Table 5 below.
7) The MDH mentioned in Tables 4, 5, 6 and 7 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 10 FT,
which may be done for operational purposes, e.g. conversion to
MDA.

Page 8 - 44
24 Nov 2020
PART A
TABLE 5
Converting Reported Met Visibility to RVR
This table is for use when the RVR is not reported and met visibility is
not available with the exceptions detailed in the note below.
RVR = Met
Visibility X
Lighting Elements in Operation
Day Night
HI Approach and Runway Lighting 1.5 2.0
Any Type of Lighting Installation Other than Above 1.0 1.5
No Lighting 1.0 N/A
Notes:
1) Table 5 may not be used for calculating take-off minima or Cat
II/III minima.
2) Table 5 may not be used when a reported RVR is available.
8.1.3.8 Precision Approaches
For precision approach purposes, a Category I operation is one using
ILS, MLS or PAR with a decision height (DH) not lower than 200 FT,
and a runway range (RVR) not less than 550 m. The DH shall be not
less than the highest of:
a) The OCH for the category of aircraft;
b) The minimum DH in the Aircraft Flight Manual (AFM), if stated;
c) The minimum height to which the precision approach aid can be
used without the required visual reference;
d) 200 FT; or
e) Any State minima if applicable.
Note: Pressure error correction (PEC) is type specific and where
relevant will be found in Operations Manual - Part B.
8.1.3.9 Precision Approach Visual Reference Requirements
No pilot may continue a precision approach below a DH unless at least
one of the following visual references for the intended runway is
distinctly visible to, and identifiable by the pilot.
Page 8 - 45
24 Nov 2020
PART A
a) Elements of the approach lighting system;

b) The threshold, or its markings, lights or identification lights;
c) The visual glideslope indicator(s);
d) The touchdown zone, zone markings or zone lights; or
e) The runway edge lights.
8.1.3.10 Runway Visual Range
The minimum RVR is governed by the DH and the approach lighting, and
runway lighting/marking available as shown in Table 6, below. For night
operations at least runway edge, threshold, and runway end lights must
be on.
TABLE 6
RVR for Category I Approach Versus Facilities and DH
Facilities/RVR (Note 5)
Decision Height
Inter-
(FT) Full Basic Nil
mediate
(Note 7) (Notes 1 (Notes 3 (Notes
(Notes 2
and 6) and 6) 4 and 6)
and 6)
200 550 700 800 1,000
201–250 600 700 800 1,000
251–300 650 800 900 1,200
301 and above 800 900 1,000 1,200
Notes:
1) Full facilities comprise runway markings, 720 m of HI/MI
approach lights, runway edge, threshold and end lights must be
on.
2) Intermediate facilities comprise runway markings. 420-719m of
HI/MI approach lights, runway edge, threshold and end lights
must be on.
3) Basic facilities comprise runway markings, <420 m of HI/MI
approach lights, runway edge, threshold and end lights must be
on.
4) 4 Nil approach light facilities comprise runway markings, runway
edge, threshold and end lights or no lights at all.

Page 8 - 46
24 Nov 2020
PART A
5) The RVR values are either as reported or met visibilities

converted as in Table 5, above.
6) The above figures are only applicable to conventional
approaches with a slope not exceeding 4°.
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 10 FT which may be
done for operational purposes, e.g. conversion to decision
altitude (DA).
8.1.3.11 Continuation of An Approach
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 (or converted met visibility see Table 5)
visibility are equal to or better than the specified minimum. Once past
the outer marker or equivalent position, the approach may be
continued to the landing irrespective of reported RVR/Visibility
provided that the required visual reference has been established at
the DH/MDH, and is maintained.
b) Approach and landing operations are not authorized when the airport
operating landing visibility minimum 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 abandon the
approach before descending below 1,000 FT above the airport on the
final approach segment.
Note: 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.
8.1.3.12 Visual Maneuvering (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. The minimum MDH and visibility which are required for
visual manoeuvring are as given in Table 7 below.

Page 8 - 47
24 Nov 2020
PART A
TABLE 7
Visibility and MDH for Visual Manoeuvering
Aircraft Category A B C D
MDH (FT) 400 500 600 700
Minimum Meteorological
1,500 1,600 2,400 3,600
Visibility (m)
Notes:
1) Visual manoeuvring with prescribed tracks is an accepted
procedure within the meaning of this paragraph.
2) For definition of Aircraft Category see para 8.1.3.2.
3) The MDH and OCH minimums in the above table are related
to airport elevation.
b) Missed Approach:
1) The missed approach procedure to be carried out is the one
applicable to the instrument approach runway unless another
procedure is prescribed. Once the aircraft has left the
instrument procedure and commenced circling, an initial
climbing turn towards the runway and overhead the airport will
be made, where the aircraft will then establish in a climb on the
missed approach track of the instrument approach runway.
Because of the variability of circling procedures other patterns
may be needed at different stages in order to keep the aircraft in
a safe area and to establish the missed approach track.
2) If the instrument approach procedure is carried out with the aid
of an ILS, the Missed Approach Point (MAPt) associated with an
ILS procedure without glide path (GP out procedure) should be
taken into account.
c) Instrument Approach Followed by Visual Manoeuvring (circling)
Without Prescribed Tracks:
1) Before visual reference is established, but not below MDH:
The flight should follow the corresponding instrument approach
procedure.
2) At the beginning of the level flight phase at or above the MDH:

Page 8 - 48
24 Nov 2020
PART A
From the beginning of the level flight phase, the instrument

approach track determined by radio navigation aids should be
maintained until:
i. The pilot-in-command estimates that, in all probability, visual
contact with the runway or runway environment will be
maintained during the entire procedure;
ii. The pilot-in-command estimates that his aircraft is within the
circling area before commencing circling; and
iii. The pilot-in-command is able to determine his aircraft’s
position in relation to the runway with the aid of the external
references.
• If the conditions in paragraph (2) (ii) above are not met
by the MAPt, a missed approach must be carried out in
accordance with the instrument approach procedure.
• After the aircraft has left the track of the corresponding
instrument approach procedure, the flight phase
outbound from the runway should be limited to the
distance which is required to align the aircraft for the
final approach. Flight manoeuvres should be conducted
within the circling area and in such a way that visual
contact with the runway or runway environment is
maintained at all times.
• Flight manoeuvres must be carried out at an
altitude/height which is not less than the circling
minimum descent/altitude height (MDH).
• Descent below MDH must not be initiated until the
threshold of the runway to be used has been identified
and the aircraft is in a position to continue with a normal
rate of descent and land within the touchdown zone.
d) Instrument Approach Followed by a Visual Manoeuvring (circling) with
Prescribed Track
1) Before visual reference is established, but not below MDH, the
flight must follow the corresponding instrument approach
procedure.
2) The aircraft must be established in level flight at or above the
MDH and the instrument approach track determined by the radio
navigation aids maintained until visual contact can be achieved
and maintained. At the divergence point, the aircraft should leave
the instrument approach track and the published routeing and
heights must be followed.
Page 8 - 49
24 Nov 2020
PART A
3) If the divergence point is reached before the necessary

visual reference is acquired, a missed approach procedure
should be initiated not later than the MAPt and carried out in
accordance with the instrument approach procedure.
4) The instrument approach track determined by radio navigation
aids should only be left at the prescribed divergence point when
only the published routing and heights should be followed.
5) Unless otherwise specified in the procedure, final descent must
not be initiated until the threshold of the runway to be used has
been identified and the aircraft is in a position to continue with a
normal rate of descent and land within the touchdown zone.
8.1.3.13 Visual Approach Requirement
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 and the
reported ground visibility will be subject to local airport
requirements. 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.
8.1.3.14 Aircraft Performance
8.1.3.14.1 General
Reference: VAR 12.173, VAR 12.175, VAR 10.275, VAR 10.313 (c),
VAR 17.040, VAR 17.043 (b), VAR 17.039 (b)(c)
a) The detailed and comprehensive performance code of the State of
Registry shall be the basis for any determination of aircraft
performance.
b) The company shall issue operating instructions and provide
information on aircraft climb performance with all engines operating
and the loss of one engine to enable the pilot-in-command to
determine the maximum runway length climb gradient that can be
achieved during the take-off and initial climb phase for the existing
take-off conditions and intended take-off technique.
c) The company shall provide for the use of the flight crew members
and persons assigned operational control functions during the

Page 8 - 50
24 Nov 2020
PART A
performance of their duties, a performance planning section (or

manual) acceptable to the CAAV.
d) The performance planning manual shall be specific to aircraft type
and variant which contains adequate performance information to
accurately calculate the performance in all normal, abnormal and
emergencies phases of flight operation. This information shall be
based on the aircraft manufacturer’s or other data, acceptable to the
CAAV, and should be included in the operations manual.
e) The company shall have a system approved by the CAAV for
obtaining, maintaining and distributing to appropriate personnel
current performance data for each aircraft, route and aerodrome
that it uses.
f) The system approved by the CAAV shall provide current obstacle
data, and take into account the charting accuracy of such obstacles,
for departure and arrival performance calculations.
g) No pilot may commence a flight unless the calculations for the
performance of the aircraft in all phases of flight indicate that the
flight can be conducted safely taking into account the flight
conditions expected and in accordance with the aircraft’s designed
operating limitations, contained in the flight manual, or its equivalent,
will not be exceeded. This information should be based on the AFM-
LIM Chapter or other data, acceptable to the CAAV, and should be
included in the operations manual OM Part B.
h) No pilot may commence a flight unless the performance data is
available for use inflight and, when applying that performance data,
thee calculations shall account for the aircraft configuration,
environmental conditions, and the operation of any system or
systems that may have an adverse effect on performance.
i) No pilot may commence a flight without ensuring that maximum
allowable weight for a flight does not exceed the maximum allowable
takeoff or landing weight (Refer to AFM-LIM-WGHT), or any
applicable en route performance (Refer to FCOM-PER-FPL-FLP) or
landing distance limitations (Refer to FCOM-PER-LDG-DIS-RLD,
FCOM-PER-LDG-DIS-RLA) considering the:
1) Condition of the takeoff and landing areas to be used;
1) Gradient of runway to be used (land planes only);
2) Pressure altitude;
3) Ambient temperature;
4) Current and forecast winds; and

Page 8 - 51
24 Nov 2020
PART A
5) Any other conditions (e.g., atmospheric and aircraft

configuration), such as density altitude, which may adversely
affect performance.
j) No pilot shall cause an aircraft with a certificated passenger capacity
of more than 20 passengers to takeoff or land at an aerodrome
within Vietnam for the purpose of commercial air transport carrying
passengers, unless there is:
1) Current runway analysis for obstacle clearance and stopping
distance;
2) Established communications with a qualified person on the
surface to determine the:
i. Prevailing approach and landing conditions; and
ii. Status of runway surface.
k) Flight Crew members may not commence a flight in commercial air
transport without ensuring that the applicable operating and
performance limitations can be accurately computed based on the
AFM or other data source approved by CAAV.
l) The pilot calculating performance and operating limitations for
aircraft used in commercial air transport shall ensure that
performance data used to determine compliance can, during any
phase of flight, accurately account for:
1) Any reasonably expected adverse operating conditions that
may affect aircraft performance;
2) One engine failure for aircraft having two engines.
m) When calculating the performance and limitation requirements, the
pilots performing the calculation shall, for all engines operating and
for inoperative engines, accurately account for:
1) In all phases of flight:
i. The mass of the aircraft;
ii. Operating procedures;
iii. The effect of fuel and oil consumption on aircraft weight;
iv. The effect of fuel consumption on fuel reserves resulting
from changes in flight paths, winds, and aircraft
configuration;
v. The effect of any ice protection system, if applicable, and
weather conditions require its use;

Page 8 - 52
24 Nov 2020
PART A
vi. Ambient temperatures and winds along intended route and

any planned diversion;
vii. Flight paths and minimum altitudes required to remain
clear of obstacles.
2) During takeoff and landing:
i. The condition of the takeoff surface or area to be used,
including any contaminates (e.g., water, slush, snow, ice
on runway for landplanes; water surface conditions for
seaplanes);
ii. The gradient (slope) of runway to be used;
iii. The runway length including clearways and stop ways, if
applicable;
iv. Pressure altitude appropriate to the elevation at takeoff
and landing sites;
v. Current ambient temperatures and winds at takeoff;
vi. Forecast ambient temperatures and winds at each
destination and planned alternate landing site;
vii. The ground handling characteristics (e.g., braking action)
of the type of aircraft; and
viii. Landing aids and terrain that may affect the takeoff path,
landing path, and landing roll.
3) 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.
4) 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.
n) All calculations relating in the determination of maximum mass shall
include the pressure altitude appropriate to the elevation and, if
used as a parameter to determine the maximum mass, any other
local condition.
o) To allow for wind effect, takeoff data based on still air may be
corrected by taking into account not more than 50 percent of any
reported headwind component and not less than 150 percent of any
reported tailwind component.

Page 8 - 53
24 Nov 2020
PART A
p) The Pilots shall take such precautions 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 of VAR Part 17.
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:
1) Accounting for reasonably expected adverse operating
conditions such as take-off and landing on contaminated
runways; and
2) Consideration of engine failure in all flight phases.
q) A planned flight does not exceed maximum performance takeoff
and landing weight limits, based upon environmental conditions
expected at the times of departure and arrival the flight crew to
determine or compute:
1) Maximum structural weights (taxi, takeoff, landing).
2) Takeoff performances (accelerate – stop, close – in obstacles)
that also ensures charting accuracy is accounted for, when
necessary, in assessing takeoff performance in the event of a
critical power unit failing at any point in the takeoff.
3) Maximum brake energy and minimum cooling time.
4) Climb performance (distant obstacles).
5) Landing performance (minimum landing distance, go-around).
r) The company shall use obstacle data from Jeppesen which are
acceptable to the Authority for takeoff and landings and
manoeuvring for these procedures for operations of VietJet’s aircraft
fleet.
s) The computations shall take into account the factors which may
affect charting accuracy when using the obstacle data.
t) All performance data (for all phase of flight) must be determined in
aircraft’s FCOM/OM 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:

Page 8 - 54
24 Nov 2020
PART A
1) Aircraft weight (mass);

2) Operating procedures;
3) Pressure altitude;
4) Temperature;
5) Wind;
6) Runway gradient;
7) Runway contamination/braking action;
8) Obstacle data;
9) NOTAMS (including airport NOTAMS);
10) MEL/CDL information (If applicable);
11) Aircraft configuration (wing flap settings)
12) Anti-ice usage and, when applicable, ice accretion;
13) Runway length used for aircraft alignment prior to take off, if
applicable.
14) Fuel freeze considerations during extended operations, as
applicable.
u) For commercial air transport operations, no pilot may commence a
flight unless the performance computations are accomplished by
qualified persons and are in conformance with the additional
performance requirements of Part 17 VAR.
8.1.3.14.2 Take Off and Climb Phase
12.173 (a)
a) The mass of the aircraft at the start of take-off shall not exceed the
maximum mass:
1) Specified as limitations for that aircraft in the approved
AFM/FM.
2) That ensures safe stopping prior to reaching the takeoff safety
speed;
3) That ensures safe lift-off and climb after takeoff;
4) The clearing of all obstacles en-route by a safe margin,
considering the expected reductions in mass including fuel
jettisoning;
5) Required for safe landing at the destination and alternate
aerodromes (or, in the case of helicopters, heliport, helideck,

Page 8 - 55
24 Nov 2020
PART A
elevated platforms and operational sites) at the expected time

of arrival;
6) Required for compliance with the applicable noise certification
standards for that aircraft at all aerodromes and operational
sites (*).
7) The company may exceed the requirement of paragraph (*)
above in locations where the competent authority of that State
of the Aerodrome has authorized an exception in exceptional
circumstances where there is no noise disturbance problem.
b) No pilot may takeoff an aircraft, unless According to the available
information, the weather at the aerodrome and the condition of the
runway intended to be used will allow for a safe takeoff and
departure and The RVR or visibility in the takeoff direction of the
aircraft is equal to or better than the applicable minimum.
c) No pilot may takeoff an aircraft unless, in determining the length of
the runway required and available, the loss, if any, of runway length
due to alignment of the aeroplane prior to takeoff has been
determined.
d) The Pilots may not commence a takeoff in aircraft unless, in the
event of a critical engine failing, or for other reasons, at any point in
the takeoff, the performance calculations demonstrate that is
possible to:
1) Discontinue the takeoff and stop within either the accelerate-
stop distance available or the runway available; or
2) To continue the takeoff and clear all obstacles along the flight
path by an adequate margin as specified in paragraph (c) until
the aeroplane is in a position to comply with safe en-route flight.
e) When determining the maximum permitted take-off mass, the
following requirements must be met:
1) The takeoff run shall not be greater than the length of the
runway;
2) The takeoff distance shall not exceed the length of the runway
plus the length of any clearway, except that the length of any
clearway included in the calculation shall not be greater than
1/2 the length of the runway;
3) The accelerate-stop distance shall not exceed the length of the
runway, plus the length of any stopway, at any time during
takeoff until reaching V1;

Page 8 - 56
24 Nov 2020
PART A
4) Compliance with this paragraph must be shown using a single

value of V1 for the rejected and continued take-off; and
5) 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.
f) If the critical engine fails at any time after the aeroplane reaches V1,
to continue the takeoff flight path and clear all obstacles either:
1) By a height of at least 9.1 m (35 ft) vertically for turbine engine
powered aeroplanes or 15.2 m (50 ft) for reciprocating engine
powered aeroplanes; and
2) 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.
g) When determining the resulting take-off obstacle accountability
area, the operating conditions, such as the crosswind component
and navigation accuracy, must be taken into account.
h) 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; and
3) The runway surface condition and the type of runway surface;
4) The runway slope in the direction of take-off;
5) Not more than 50% of the reported head-wind component or
not less than 150% of the reported tailwind component; and
6) The determination of the length of the runway available shall
take into account any loss of runway length due to alignment of
the aeroplane prior to takeoff.
7) The take-off obstacle clearance requirements
i) No pilot may commence a takeoff unless the performance
calculations 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 specified in 8.1.3.14.3
without flying below the minimum obstacle clearance altitude at any
point.
Page 8 - 57
24 Nov 2020
PART A
j) All engines climb gradients at takeoff

All engines takeoff climb gradient results will depend on the
conditions set (atmospheric conditions, wind, acceleration altitude,
SID constrained altitude, aircraft weight …). During aircraft
preparation before take-off, pilot must consider some altitude
constrains due to ATC, obstacles, noise and perform FMS check
with above mentioned input data. If it fails to satisfy with the required
SID altitude constrains pilot must consider the following actions:
1) Requesting other ATC clearance
2) Speed adjustment
3) Decreasing TOW
8.1.3.14.3 Landing Destination Alternate
a) 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.
b) 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 (*)
c) For instrument approaches with decision heights below 200 ft, the
approach weight of the aeroplane, taking into account the take-off
weight and the fuel expected to be consumed in flight, must allow a
missed approach gradient of climb, with the critical engine failed and
with the speed and configuration used for go-around of at least
2.5%, or the published gradient, whichever is the greater.
(*) Alternative method
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.
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.

Page 8 - 58
24 Nov 2020
PART A
d) Landing - Dry runways

1) VietJet shall assess the performance data to ensure that the
aeroplane, 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 requirements of mass,
balance and performance. Refer to EFB manual-LANDING.
2) VietJet shall use performance data published by the
manufacturers.
3) The Pilot may not take off an aeroplane used in commercial
operations unless its 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.
4) For the purpose of determining the allowable landing weight at
the destination aerodrome, each Pilots determining the landing
limit shall ensure that:
i. The aeroplane is landed on the most favorable runway and
in the most favourable direction, in still air; or (*)
ii. The aeroplane is landed on the most suitable runway
considering the probable wind velocity and direction,
runway conditions, the ground handling characteristics of
the aeroplane, and considering other conditions such as
landing aids and terrain. (**)
5) If the runway at the landing destination is reported or forecast to
be wet or slippery, the landing distance available shall be at
least 115 percent of the required landing distance unless,
based on a showing of actual operating landing techniques on
wet or slippery runways, a shorter landing distance (but not less
than that required by paragraph (a)) has been approved for a
specific type and model aeroplane and this information is
included in the AFM.
6) A turbine powered transport category aeroplane that would be
prohibited from taking off because it could not meet the
requirements of paragraph b, may take off if an alternate
aerodrome is specified that meets all the requirements of
paragraph (a).

Page 8 - 59
24 Nov 2020
PART A
8.1.3.15 Effect Of Failed or Downgraded Ground Equipment

a) General
These instructions are intended for pre-flight and pre- approach. It
is not expected however that the pilot-in-command would consult
such instructions after passing the outer marker or equivalent
position. If a ground aid failure is announced on final approach, the
approach could be continued at the pilot-in-command's discretion.
If, however, failures are announced before final, their effect on the
approach should be considered as described in Table 8, and the
approach may have to be discontinued to allow review.
b) Conditions Applicable to Table 8:
1) Multiple failures of runway/FATO lights other than indicated in
table 8 are not acceptable;
2) Deficiencies of approach and runway/FATO lights are treated
separately;
3) For CAT II and CAT III operations, a combination of
deficiencies in runway/FATO lights and RVR assessment
equipment are not permitted; and
4) Failures other than ILS affect RVR only and not DH;
TABLE 8
Failed or Downgraded Equipment Effect on Landing Minima
CAT I, APV, NPA Operations
Failed or downgraded Effect on landing minima

equipment CAT I APV, NPA
ILS/MLS stand-by
No effect
transmitter
APV – not applicable
NPA with FAF: No effect
unless used as FAF
No effect if replaced by If the FAF cannot be

Outer marker identified (e.g. no method
height check at 1,000ft
available for timing of
descent), non- precision
operations cannot be
conducted

Page 8 - 60
24 Nov 2020
PART A
No effect unless used as

Middle marker No effect
MAPt
RVR Assessment
No effect
systems
Approach lights Minima as for NALS
Approach lights except
Minima as for BALS
the last 210m
Minima as for IALS
the last 420m
Standby power for
No effect
approach lights
Edge lights, threshold Day — no effect
lights and runway end
lights Night — not allowed
No effect if flight director

Centre line lights (F/D) or auto-land; No effect
otherwise RVR 750 m
Centre line lights spacing

No effect
increased to 30 m
No effect if flight director
Touchdown Zone lights (F/D) or auto-land; No effect
otherwise RVR 750 m
Taxi way light system No effect

Page 8 - 61
24 Nov 2020
PART A
LVO Operations
Effect on landing minima
Failed or downgraded
equipment CAT III B CAT III
CAT III A CAT II
(no DH) B
ILS/MLS stand-by RVR
Not allowed No effect
transmitter 200m
Outer marker No effect if replaced by height check at 1 000 ft
Middle marker No effect
At least one
RVR value to On runways equipped with two or more
RVR Assesment
be available RVR assessment units, one may be
systetms
on the inoperative
aerodrome
Not allowed for operations
Approach lights No effect Not allowed
with DH >50 ft
No effect Not allowed
the last 210m
No effect
the last 420m
Standby power for
No effect
approach lights
Day: no Day: no
Edge lights, threshold
effect effect
lights and runway end No effect
Night: RVR Night: No
lights
550 m allowed
Day: RVR Day: RVR Day RVR
200 m 300 m 350 m
Not Night: RVR
Centre line lights
Night: not allowed Night RVR 550m
allowed 400 m (400m with
autoland)
Centre line lights
spacing increased to RVR 150 m No effect
30 m
Day: RVR
Day: RVR 300m
No effect 200m
Touchdown Zone lights
Night:RVR Night RVR 550m, 350 m
300m with autoland
Taxi way light system No effect

Page 8 - 62
24 Nov 2020
PART A
8.1.4 Instruction for the Determination of En-Route Operating VFR

Minima
8.1.4.1 General Principles
VFR flights are generally not allowed except when authorized by the
DFO - Director of Flight Operation Division. When authorized, VFR
flights shall be conducted in accordance with the Visual Flight Rules and
in accordance with the table below:
8.1.4.2 Minimum Visibilities for VFR Operations
Reference: VAR 10.367, VAR 10.435 (a), (b), (c) (1)
Minimum Visibilities for VFR Operations
Airspace A (Note 3) B
FG
class CDECDE
Above 900 m At and below 900 m
(3,000 FT) AMSL (3,000 FT) AMSL or
or above 300 m 300 m (1,000 FT)
(1,000 FT) above above terrain,
terrain, whichever whichever is the
is the higher higher
Distance 1,500 m horizontally Clear of cloud

from 300 m (1,000 FT) Vertically and in sight of
cloud 1,500 m horizontally the surface
8 Km at and above 3050 m

Flight
(10,000 FT) AMSL (Note 1) 5 Km (Note 2)
visibility
5 Km below 3,050 m (10,000
Note 1: When the height of the transition altitude is lower than 3,050 m
(10,000 FT) AMSL, FL 100 should be used in lieu of 10,000 FT.
Note 2: When so prescribed by the appropriate ATS authority, lower
flight visibilities to 1 500 m may be permitted for flights
operating:
a) At speeds that, in the prevailing visibility, will give adequate
opportunity to observe other traffic or any obstacles in time
to avoid collision; or

Page 8 - 63
24 Nov 2020
PART A
b) 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
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.
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
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.

Page 8 - 64
24 Nov 2020
PART A
8.1.4.5 Weather Deterioration Below VMC

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
8.1.5 Presentation And Application Of Airport And En-Route Operating
Minima
8.1.5.1 Presentation
Specific minima for a given airport will normally be as shown in the
Airway Manual or the Route Manual – Part C in the case of CAT III
minima. If the Route Manual – Part C does not contain such information
for a particular airport, the details will be included in the pilot-in-
command’s flight brief. For precision approaches, minima are listed in
terms of Decision Height (or Decision Altitude when QNH is used as the
landing altimeter setting) and RVR. For non- precision approaches,
minima are listed in terms of Minimum Descent Height (or Altitude for
QNH settings) and RVR. For circling approaches, the Minimum Descent
Height/Altitude will be shown together with a minimum meteorological
visibility (IFV).
8.1.5.2 Application
a) The Flight Crews are not permitted to operate to minima which are
lower than those published in the Airway Manual, calculated in
accordance with sections 8.1.3 and 8.1.4, notified by the State in
which the aerodrome is located, except with specific approval of that
Authority.

Page 8 - 65
24 Nov 2020
PART A
b) Before commencing take-off, a pilot-in-command must satisfy

himself that the RVR or visibility required for take-off is equal to or
exceeds the applicable minima. In addition, any increment imposed
by the CAAV must be added to the published minima. (Detail of
long-term increments will be found in Route Manual – Part C; for
short term increments, NOTAMS should be consulted.) A pilot-in-
command may nevertheless elect to operate to higher minima than
those established by any of these means if he considers that under
the circumstances of the flight, to do otherwise might compromise
the safety of his aircraft or its passengers.
c) Once the flight has started, the pilot-in-command must be prepared
to amend the intended minima for any airport he is scheduled to use,
in order to take account of any change in status of the relevant
approach aids or aircraft systems which occur during the flight. The
minima used must be in accord with aircraft performance criteria and
crew qualification.
8.1.5.3 Altitude Correction Chart
Pressure altimeters are calibrated to indicate true altitude under ISA
conditions. In the case where the temperature is higher than ISA the true
altitude will be higher than the figure indicated by the altimeter and the
true altitude will be lower when the temperature is lower than ISA. The
altimeter error may be significant under conditions of extremely low
temperatures. The table in section 8.3.3.5, temperature error, gives
corrections to apply to indicated altitudes.
8.1.6 Methods for Interpretation of Meteorological Information
8.1.6.1 General
All flight crew members are required to develop and maintain a sound
working knowledge of the system used for reporting airport actual and
forecast weather conditions and of the codes associated with it.
Some of the codes (e.g. for wind velocity) use the same figures as the
values being reported; thus, a wind blowing from 280° at 15 Kt is
reported as ‘28015KT’. Some of the more important codes, however, use
lettered abbreviations which can become particularly significant when
flight crew members are attempting to assess whether conditions at a
particular destination or alternate will be above VietJet minima at the
planned time of arrival. Examples of standard airport actual weather
reports and forecasts are included in the Jeppesen Airway Manual. The
various codes are discussed briefly in the following paragraphs.

Page 8 - 66
24 Nov 2020
PART A
8.1.6.2 Interpretation
Routine actual weather reports (METARs) are compiled half-hourly or
hourly at fixed times while the aeronautical meteorological station is
open. They may include the following terms to clarify the codes used in
reporting the various elements:
a) Horizontal Visibility
When there is no marked variation in the visibility by direction, the
minimum is given in metres. When there is a marked directional
variation, however, the reported minimum will be followed by one of
the eight points of the compass to indicate its direction, e.g.
‘4000NE’. If the minimum visibility is less than 1500 m, and the
visibility in another direction is more than 5000 m, both the minimum
and maximum values, and their directions will be given, e.g.
‘1400SW 6000N’. A code figure of ‘9999’ indicates a visibility of 10
Km or more, while ‘0000’ indicates that the visibility is less than 50m.
b) Runway Visual Range (RVR)
An RVR group has the prefix R followed by the runway designator,
then an oblique stroke followed by the touchdown zone RVR in
metres. If the RVR is assessed simultaneously on two or more
runways, the RVR group will be repeated; parallel runways will be
distinguished by the addition of L, C or R after the runway
designator to indicate the left, central or right parallel runway
respectively, e.g. ‘R24L/1100 R24R/1150’. When the RVR is
greater than the maximum value which can be assessed, or
more than 1500 metres, the group will be preceded by the letter P,
followed by the lesser of these two values, e.g. ‘R24/P1500’. When
the RVR is less than the minimum value which can be assessed, the
RVR will be reported as ‘M’ followed by the minimum value that can
be assessed, e.g. ‘R24/M0050’.
c) Cloud
Up to four cloud groups may be included, in ascending order of their
bases. Each group consists of three letters to indicate the amount
(FEW = 1 to 2 oktas, SCT, or scattered = 3 to 4 oktas; BKN, or
broken, = 5 to 7 oktas, and OVC, or overcast = 8 oktas) and three
figures indicating the height of the base of the cloud layer in
hundreds of feet above airport level. Apart from significant
convective clouds (CB = cumulo-nimbus; TCU = towering cumulus)
cloud types are not indicated. Cloud layers or masses are reported
such that the first group represents the lowest individual layer of any
amount; the second group is the next individual layer of more than
Page 8 - 67
24 Nov 2020
PART A
2 oktas; the third group is the next higher layer of more than 4 oktas,
and the additional group, if any, represents significant convective
cloud, if not already reported, e.g. ‘SCT010 SCT015 SCT018CB
BKN025’.
d) CAVOK and SKC
‘CAVOK’ will replace the visibility, RVR, weather and cloud groups
when the visibility is 10 Km or more; there is no cloud below 5000
FT or below the highest MSA, whichever is the greater, and no
cumulonimbus; and there is no precipitation, thunderstorm, shallow
fog or low, drifting snow. If any of these conditions are not met, but
there is no cloud to report, then the cloud group is replaced by ‘SKC’
(sky clear).
e) Air Temperature and Dew Point
The air temperature and dew point are shown in degrees Celsius,
separated by an oblique stroke. A negative value is indicated by an
‘M’ in front of the appropriate digits, e.g. 10/03 or ‘01/MOI’.
f) Pressure Setting
The QNH is rounded down to the next whole millibar and reported
as a four-figure group preceded by the letter ‘Q’. If the QNH value is
less than 1000 Mbs, the first digit will be ‘O’, e.g. ‘Q0993’.
g) Recent Weather
Operationally significant weather which has been observed since
the previous observation, but which was not current at the time of
the present observation, will be reported using the standard present
weather code preceded by the indicator ‘RE’, e.g. ‘RETS’.
h) Wind shear
A wind shear group may be included if wind shear is reported along
the take-off or approach paths in the lowest 1600 FT with reference
to the runway in use. ‘WS’ is used to begin the group as in the
examples: ‘WS TKOF RWY20’, ‘WS LDG RWY20’.
i) Runway State
When snow or other runway contaminations is present, an eight-
figure group may be added at the end of the METAR. Refer Part C –
Route Manual for decode information.
j) Trend:
A trend group is added when significant changes in conditions are
Page 8 - 68
24 Nov 2020
PART A
forecast to occur during the two hours following the time of

observation. The codes ‘BECMG’ (becoming) or ‘TEMPO’
(temporarily) are used, and may be followed by a time group (in
hours and minutes UTC) preceded by one of the indicators ‘FM’
(from), ‘TL’ (until) or ‘AT’ (at). These are followed by the expected
change using the standard codes, e.g. ‘BECMG FM 1100
250/35G50KT’ or ‘TEMPO FM 0630 TL0830 3000 SHRA’. Where no
such significant changes are expected, the trend group will be
replaced by the word ‘NOSIG’.
k) DENEB
The code word ‘DENEB’ may be added to a METAR to indicate that
fog dispersal operations are in progress. Information which is
missing from the METAR may be indicated by the use of oblique
strokes to replace the missing code figures/letters.
8.1.6.3 Airport Weather Forecasts (TAF's)
Airport weather forecasts (TAF's) are usually issued to describe the
forecast conditions at an airport covering a period of 9 to 24 hours. The
validity periods of many of the longer forecasts may not start for up to 8
hours after the time of origin and the forecast details only cover the last
18 hours. The 9-hour TAF's are updated and re- issued every 3 hours,
and those valid for 12 and 24 hours, every 6 hours. Amendments are
issued as and when necessary. A TAF may be sub-divided into two or
more self-contained parts by the use of the abbreviation ‘FM’ (from)
followed by the time UTC to the nearest hour, expressed as two figures.
Many of the groups used for METARs are also used in the TAFs, but
differences are noted below:
a) Validity Period:
Whereas a METAR is a report of conditions at a specific time, the
TAF contains the date and time of origin, followed by the start and
finish times of the validity period in whole hours UTC, e.g. ‘TAF
EGLL 130600Z (date and time of issue) 0716 (period of validity
0700 to 1600 hours UTC).
b) Horizontal Visibility:
The minimum visibility only is forecast; RVR is not included.
c) Weather:
If no significant weather is expected, the group is omitted. After a
change group, however, if the weather ceases to be significant, the
abbreviation ‘NSW’ (no significant weather) will be inserted.
Page 8 - 69
24 Nov 2020
PART A
d) Cloud:
When clear sky is forecast, the cloud group will be replaced by
‘SKC’ (sky clear). When no cumulonimbus, or clouds below 5,000
FT or below the highest minimum sector altitude, whichever is the
greater, are forecast, but ‘CAVOK’ or ‘SKC’ are not appropriate, the
abbreviation ‘NSC’ (no significant cloud) will be used.
e) Significant Changes:
In addition to ‘FM’ and the time (see section 8.1.6.3, above)
significant changes may be indicated by the abbreviation ‘BECMG’
(becoming) or ‘TEMPO’ (temporarily). ‘BECMG’ is followed by a
four-figure group indicating the beginning and ending of the period in
which the change is expected to occur. The change in the forecast
conditions is expected to be permanent, and to occur at an
unspecified time within this period.
‘TEMPO’ will similarly be followed by a four-figure time group; it
indicates a period of temporary fluctuations in the forecast
conditions which may occur at any time during the stated period.
The ‘TEMPO’ conditions are expected to last less than one hour in
each instance, and in aggregate, less than half the period indicated.
f) Probability:
The probability of a significant change occurring will be given as a
percentage, but only 30% and 40% will be used. The abbreviation
‘PROB’ will precede the percentage, which will be followed by a time
group, or a change and time group, e.g. ‘PROB 30 0507 0800FG
BKN004’, or ‘PROB40 TEMPO 1416 TSRA BKN010CB’.
g) Amendments:
When a TAF requires amendment, the amended forecast will have
‘AMD’ inserted between ‘TAF’ and the airport identifier, and will
cover the remainder of the validity period of the original forecast.
8.1.6.4 Weather Report Source
a) VietJet shall use sources approved by the CAAV for:
1) The weather reports and forecasts used for decisions regarding
flight preparation, routing and terminal operations
2) 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.
Page 8 - 70
24 Nov 2020
PART A
b) Remark: VietJet uses approved sources of weather reports

satisfactory for flight planning or controlling flight movement:
c) For domestic airport: Tan Son Nhat Aviation Meteorological Center,
Danang Aviation Meteorological Center, Hanoi Aviation
Meteorological Center.
d) For International airport: VietJet has contract with ATC providing
weather information from source approved by State Authority.
8.1.7 Determination of Quantities of Fuel And Oil Carried
a) No pilot may commence a flight without carrying enough usable fuel
on the aircraft, to complete the planned flight safely and to allow for
contingencies and deviations from the planned operation.
b) The amount of usable fuel to be carried shall, as a minimum, be
based on:
1) The following data: Current aircraft-specific data derived from a
fuel consumption monitoring system, if available; or 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.
8.1.7.1 Fuel Planning
Reference: VAR 10.310 (a) (1)
No pilot may takeoff an aircraft unless:
Page 8 - 71
24 Nov 2020
PART A
a) They have completed an inspection of the aircraft, in accordance

with a published checklist, of the Exterior for airworthiness; including
the quantity and quality of the fuel on board.
b) Based on the appropriate consumption figures for the stage of flight,
as contained in the Operations Manual - Part B the fuel on board at
the start of each flight must be sufficient to cover the elements listed
in the following paragraphs.
c) The minimum fuel on landing must never be less than Final Reserve
Fuel (refer 8.1.7.2 (e) below) whichever is greater.
8.1.7.2 Standard Procedure
No pilot may commence a flight in a large aeroplane under IFR or for
international operations unless, considering the wind and forecast
weather conditions, the pre-flight calculation of usable fuel required
(FCOM PER-FPL-GEN-MFR) and available fuel at takeoff includes:
a) Taxi Fuel:
Taxi fuel, which shall be the amount of fuel expected to be
consumed before take-off, taking into account local conditions at the
departure aerodrome and auxiliary power unit (APU) fuel
consumption. Taxi fuel is default to 200Kgs and will be amended
higher or lower than 200 Kgs accordingly operating data and airport
conditions.
b) Trip Fuel:
Trip fuel, which shall be the amount of fuel required to enable the
airplane to fly from takeoff or the point of in-flight re-planning until
landing at the destination aerodrome taking into account the
operating conditions of:
1) Take-off and climb to initial cruising level/altitude, taking into
account the expected departure routing;
2) Cruise from top of climb (TOC) to top of descent (TOD),
including any step climb/descent;
3) TOD to initial approach point, taking into account the expected
arrival routing and procedure; and
4) Approach and landing at destination.
c) Contingency Fuel:
Contingency fuel, which shall be the amount of fuel required to
Page 8 - 72
24 Nov 2020
PART A
compensate for unforeseen factors. It shall be 5 per cent of the

planned trip fuel or of the fuel required from the point of in-flight re-
planning based on the consumption rate used to plan the trip fuel but
in any case shall not be lower than the amount required to fly for five
minutes at holding speed at 450 m (1 500 ft) above the destination
aerodrome in standard conditions;
d) Destination alternate fuel, which shall be:
1) Where a destination alternate aerodrome is required, the
amount of fuel required to enable the airplane to:
i. Perform a missed approach at the destination aerodrome;
ii. Climb to the expected cruising altitude;
iii. Fly the expected routing;
iv. Descend to the point where the expected approach is
initiated; and
v. Conduct the approach and landing at the destination
alternate aerodrome;
2) Where two destination alternate aerodromes are required, the
amount of fuel, as calculated, required to enable the airplane to
proceed to the destination alternate aerodrome/heliport which
requires the greater amount of alternate fuel.
3) To include:
i. A go-around from the applicable MDA/DH at the destination
airport to missed approach altitude, taking into account the
complete missed approach procedure;
ii. Climb from missed approach altitude to cruising
level/altitude;
iii. Cruise from TOC to TOD;
iv. TOD to initial approach point taking into account the
expected arrival routing and procedure; and
v. Approach and landing at the destination alternate airport
selected in accordance with section 8.1.2.7.
Note 1: If, two destination alternates are required then alternate fuel
must be sufficient to cover the case of the alternate requiring
the greater amount of fuel.
Note 2: The departure airport may be selected as a destination
alternate.

Page 8 - 73
24 Nov 2020
PART A
e) Final Reserve Fuel

1) Final reserve fuel, which shall be the amount of fuel calculated
using the estimated mass on arrival at the destination alternate
aerodrome/heliport or the destination aerodrome, the amount of
fuel required to fly for 30 minutes at holding speed at 450 m (1
500 ft) above aerodrome elevation in standard conditions.
2) For turbo-jet aircraft, sufficient fuel to hold for 30 minutes at
1,500 FT above airport elevation in ISA calculated with the
estimated landing mass on arrival at the alternate or the
destination.
f) Additional Fuel:
Additional fuel, which shall be the supplementary amount of fuel
required if the minimum fuel as calculated is not sufficient to allow
the aircraft to descend as necessary and proceed to an 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:
1) Fly for 15 minutes at holding speed at 450 m (1 500 ft) above
aerodrome/heliport elevation in standard conditions; and
2) Make an approach and landing;
3) Meet additional requirements not covered above;
g) Extra Fuel:
Extra fuel is the discretionary amount of fuel to be carried at the
discretion of the pilot-in- command.
8.1.7.3 Reduced Contingency Fuel (RCF) Procedure
When planning a flight from a departure airport to a destination airport
(the planned commercial destination) under a reduced contingency fuel
procedure using a decision point along the route as an optional refuel
airport, the amount of 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 from the departure airport to the planned commercial
destination airport, 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 planned
Page 8 - 74
24 Nov 2020
PART A
commercial destination airport; and

4) Alternate fuel, or no alternate fuel if the decision point is less
than six hours from the planned commercial destination airport;
and
5) Final reserve fuel; and
6) Additional fuel; and
7) Extra fuel, at the discretion of the pilot-in-command; or
b) The sum of:
1) Taxi fuel; and
2) Trip fuel to the optional refuel airport, via the decision point; and
3) Contingency fuel of not less than the amount
calculated in accordance with section 8.1.7.2 (c) above from
the departure airport to the optional refuel airport; and
4) Alternate fuel, if an alternate is required for the optional refuel
airport; and
5) Final reserve fuel; and
6) Additional fuel; and
7) Extra fuel, at the discretion of the pilot-in-command.
8.1.7.4 Isolated Airport Procedure (Not Applicable)
Where the aerodrome of intended landing is an isolated aerodrome, the
alternate fuel is replaced by the fuel necessary to fly for two hours at
cruise speed, including final reserve fuel.
8.1.7.5 Decision Point Procedure (Re-Clearance)
a) No pilot shall 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.
b) No pilot 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.
Page 8 - 75
24 Nov 2020
PART A
c) When planning for a destination aerodrome via a decision point

along the route, the amount of fuel required is the greater of (a) or
(b) below:
1) The sum of:
i. Taxi fuel;
ii. Trip fuel to the destination airport, via the decision points;
iii. Contingency fuel of not less than 5% of the estimated fuel
used from the decision point to the destination aerodrome;
iv. Alternate fuel
v. Final reserve fuel; and
vi. Additional fuel, if required
Or
2) The sum of:
i. Taxi fuel
ii. Trip fuel from the departure to a decision point alternate
via the decision point;
iii. Contingency fuel equal to not less than 3% of the estimate
fuel consumption (trip fuel) from the departure airport to
the decision point alternate (DPA);
iv. Final reserve fuel;
v. Additional fuel, if required
The decision point (re-clearance) fuel planning is the greater of F1 or F2:

− F1= Taxi+Trip AxB+5% XB+BC+Hold+ Additional Fuel (if required)
− F2= Taxi+trip AXD+3% AXD+Hold+ Additional Fuel (If required)
Page 8 - 76
24 Nov 2020
PART A
8.1.7.6 Predetermined Point Procedure

When planning to a destination alternate where the distance between
the destination airport and the destination alternate is such that a flight
can only be routed via a predetermined point to one of these airports
the fuel required is the greater of a) or b) below:
a) The sum of:
1) Taxi fuel;
2) Trip fuel to the destination airport via the predetermined point;
3) Contingency fuel (as for standard flight planning)
4) Additional fuel if required, but not less than the fuel to fly for two
hours at normal cruise consumption after arriving overhead the
destination aerodrome;
5) Extra fuel if required by the pilot-in-command
Or
b) The sum of:
1) Taxi fuel;
2) Trip fuel from the departure aerodrome to the alternate
aerodrome, via the predetermined points;
3) Contingency fuel (as for standard flight planning);
4) Additional fuel if required, but not less than the fuel to fly for 30
minutes at holding speed at 1500 ft (450m) above aerodrome
elevation in standard conditions; including final reserve fuel;
and
5) Extra fuel if required by the Pilot-in-command.

Page 8 - 77
24 Nov 2020
PART A
The predetermined fuel planning is the greater of F1 or F2

− F1= Taxi+Trip APB+%(*)APB +2 hours cruise
− F2=Taxi+trip APE+%(*) APE+30 minutes holding
(*) contingency fuel as per standard fuel planning
8.1.7.7 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:
1) The required alternate fuel plus final reserve fuel, or
2) The final reserve fuel if no alternate aerodrome is required.
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:
1) The required alternate fuel plus final reserve fuel, the pilot-in-
command must 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;
2) The final reserve fuel, the pilot-in-command must take
appropriate action and proceed to an adequate aerodrome so
as to perform a safe landing with not less than final reserve
fuel.
c) The Pilot-in-command shall declare a situation of fuel emergency:
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”.
8.1.7.8 Fuel Transportation (Tankering)
When a significant difference in fuel price exists between different
airports that can be partially offset by tankering fuel, VietJet Dispatch
Offices will provide a listing of those routes on which fuel tankering
should be considered.
Fuel tankering should not be applied due to the increased operating
weights, when:
a) The take-off runway is wet and runway length is marginal;
Page 8 - 78
24 Nov 2020
PART A
b) The take-off runway is contaminated;

c) The landing runway is forecast to be contaminated.
8.1.7.9 Oil Quantity
a) The minimum oil quantity requested for any flight is equal to the
minimum quantity specified for the particular engine, plus the
estimated oil consumption.
b) 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.
c) The hourly oil consumption is determined by the Engineering
Department.
d) The minimum and maximum oil quantities and the maximum
average estimated oil consumption (if no data from maintenance is
available) are indicated in the applicable FCOM/OM.
8.1.7.10 Fuel and Oil Records
a) The company shall maintain fuel records to substantiate that, for
each flight, the related requirements for fuel supply and adequate
servicing have been met.
b) If the company does not use the Aircraft Technical Log as the
primarily record keeping method, the actual method to be used
must be approved separately by the CAAV.
c) The company shall maintain oil records to substantiate that, for
each flight, is continuously ascertaining that trends for oil
consumption are such that an aircraft has sufficient oil to complete
each flight.
d) Fuel and oil records shall be retained by the operator for a period of
three calendar months.
e) Pre-departure and arrival fuel records shall be maintained in the
aircraft Technical Log.
f) The pre-departure fuel quantity check must include a calculation of
the difference between the fuel remaining on board the aircraft
following its last flight (adjusted as necessary for any APU or
engine run fuel consumption) and the required fuel uplift.
g) The figure so determined must be compared with the actual fuel
added to the aircraft from the quantity gauge of the fuel delivery
vehicle.
Page 8 - 79
24 Nov 2020
PART A
h) If there is a difference of more than 5% of the higher amount

between these two values a physical check of the actual fuel on
board the aircraft should be conducted.
i) During flight the actual fuel on board and the fuel burn off should be
recorded on the computer flight plan adjacent to each waypoint
where a position report is required.
j) VietJet shall maintain oil records to substantiate that, for each flight,
is continuously ascertaining that trends for oil consumption are
such that an aircraft has sufficient oil to complete each flight.
8.1.7.11 In-Flight Changes & Re-Planning
a) No pilot may use fuel after flight commencement for purposes other
than originally intended during pre- flight planning unless they have
performed a re-analysis and, if applicable, adjustment of the planned
operation.
b) Re-planning in flight (FCOM PER-FPL-PLP) 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 unfavorable wind.
3) Degraded aircraft performance.
8.1.8 Weight and Center of Gravity
8.1.8.1 Definitions
a) Dry Operating Weight (DOW): The total weight of the aircraft ready
for a specific type of operation excluding all usable fuel and traffic
load. This weight includes items such as:
1) Crew and crew baggage;
2) Catering and removable passenger service equipment; and
3) Potable water and lavatory chemicals.
b) Maximum Zero Fuel Weight (MZFW): The maximum permissible
weight of an aircraft with no usable fuel. The weight of the fuel
contained in particular tanks must be included in the zero-fuel
weight when it is explicitly mentioned in the Aircraft Flight Manual
limitations.
Page 8 - 80
24 Nov 2020
PART A
c) Maximum Structural Landing Weight: The maximum permissible

total aircraft weight upon landing under normal circumstances.
d) Maximum Structural Take-off Weight: The maximum permissible
total aircraft weight at the start of the take-off run.
e) Passenger Classification:
1) Adults, male and female – persons of an age of 12 years and
above.
2) Children – persons of 2 years and above but less than 12
years of age.
3) Infants – persons who are less than 2 years of age.
f) Traffic Load: The total weight of passengers, baggage and cargo,
including any non-revenue loads.
g) Verbal Statement: A passenger weight established by a verbal
statement by or on behalf of each passenger. This weight must
then have added to it a specific constant which accounts for hand
baggage and clothing. These constants should be developed by
route analysis and are included in the pilot-in-command’s brief and
will never be less than 4 Kg for clothing and 6 Kg for hand baggage
(if carried).
8.1.8.2 General
Reference: VAR 10.273, VAR 10.275, 17.030, VAR 17.023 (a), VAR
12.180 (a), VAR 12.177 (a)
a) No pilot may commence a flight unless all loads carried are
properly distributed and safely secured, taking into consideration
the effect of the mass on center of gravity and floor loading
limitations.
b) Prior to commence a flight, PIC is responsible to generate the
calculations for the mass (weight) and balance of the aircraft and
center of gravity location indicate that the flight can be conducted
safely in accordance with the aircraft limitations and in conformance
with the additional mass (weight) and balance requirements of VAR
Part 17, taking into account the flight conditions expected.
Note: When load masters, load planners or other qualified
personnel are provided by the AOC holder in a commercial air
transport operation, the PIC may delegate these responsibilities,
but shall ascertain that proper loading procedures are followed.
c) Unless otherwise authorized by CAAV, the computations for the
mass and balance shall be based on the AFM for determination of
Page 8 - 81
24 Nov 2020
PART A
the C.G. and the mass values used for these computations shall be
based on the:
1) Aircraft empty weight derived through a periodic weighing of
the aircraft;
2) Actual weights of the required crew, their equipment and
baggage;
3) Actual weights of the passengers, their baggage and cargo;
and
4) Actual weight of the useable fuel boarded.
d) The weight and center of gravity (C of G) of each VietJet aircraft
must be established by actual weighing before it is used for the
purpose of public transport. All aircraft are to be reweighed
thereafter at intervals of four years or as required by the CAAV.
Incremental changes due to maintenance and repairs that affect
aircraft load and center of gravity must be appropriately calculated
and recorded. In addition, the aircraft must be reweighed if the
changes affect aircraft load and center of gravity that cannot be
calculated exactly these changes.
e) This information shall be provided to the person who is responsible
for the computation of the mass and balance and center of gravity.
f) The weight of crew members and crew baggage to be included in
the aircraft DOW may be achieved using either standard weights
(see Table 4 below) or actual weights. Actual weights must be used
for all other operating items to be included in the DOW. If the
weight of engine oil has not been included in the calculation of
basic aircraft weight it must be included in the DOW. The effect of
all the above items on the aircraft C of G must be determined and
taken into account.
g) Actual or standard weights may be used for passengers and
baggage when determining the aircraft traffic load. It is VietJet
policy that standard weights will be utilized except when:
1) There are instructions in the pilot-in-command’s brief to use
actual weights;
2) It is expected that the passenger and or baggage weight on the
aircraft will be significantly less than standard;
3) If a significant number of passengers on any flight and/or a
significant amount of checked baggage are expected to
exceed the standard weight, then actual weight must be used

Page 8 - 82
24 Nov 2020
PART A
or an adequate increment to the standard weight must be

added.
h) Whenever the actual weight of passengers and or baggage is more
than the standard weight, then the actual weights must be used.
i) Standard weights are shown in Tables 1, 2, and 3 below. Hand
baggage and infants under two years, carried on laps are included
in Tables 1 and 2 below. Actual weight must be used when taking
freight or ballast into account. The weight of the fuel load must be
calculated using either actual density or standard density values of:
1) Jet Fuel, JP1 – 0.79;
2) Oil, – 0.88.
j) The total weight of fuel on board must always be compared with the
fuel remaining prior to refuel plus the volume of fuel uplifted in order
to provide a gross error check.
k) Load Controller shall not compute the load manifest using any
method, policy or information other that specifically approved or
accepted by CAAV for the aircraft type, supplemental loading
documents, seasonal issues, non-standard passengers, and type of
operation to be conducted.
l) The company shall have a system approved by the CAAV for
current information regarding the mass and balance of each aircraft
type and variant operated.
m) The company shall provide a system approved by the CAAV for
current performance data for each aircraft, route and aerodrome
that it uses.
8.1.8.3 Standard And Non Standard Weight Values
8.1.8.3.1 Standard Weight Values
Reference: VAR 17.035 (c)(e)(f), VAR 17.035 Appendix 5, VAR 17.035
Appendix 4, VAR 17.035 (a) Appendix 2, VAR 17.035 (a) Appendix 3,
VAR 17.033 (b), VAR 17.033 (a)(3)
a) If passenger’s weights are determined through standard weight
values, the table of standard weights must be followed. Standard
weights include the weights of hand luggage and the weight of the
baby sitting with adults. Baby on his own seat should be treated like
children.
Page 8 - 83
24 Nov 2020
PART A
b) In any flight when realizing that many passengers with hand

luggage exceeds the standard weights, Company must identify the
actual weight by weighing or adding adjustment. This requirement
means that:
1) Airport staff, operation staff, flight attendants and loading staff
record or take appropriate action when large number of
passengers and their hand baggage exceeds the allowed limit
standard passenger weight and groups of passengers carrying
heavy luggage (such as soldiers or sports teams).
2) If the value of the standard weights for checked cargo is used
and there are some baggage of passengers exceeds the
standard weights, company must determine the actual weight
of the baggage by weighing or adding adjustment.
3) The number of passengers and their average weight must be
indicated in the Load Summary Report by the load controller
responsible for the weight and balance control of this flight to
notify to the PIC.
4) When the standard weight value is used, the operator must to
agree and adjust the weight of passengers and checked
baggage in the case of significant number of passengers or the
number of handbags is expected to exceed the standard
weight. This requirement means that the Operational Manual
(OM) have guidelines to ensure:
5) Airport staff, operation staff, flight attendants and loading staff
record or take appropriate action when large number of
passengers and their hand baggage exceeds the allowed limit
standard passenger weight and groups of passengers carrying
heavy luggage (such as soldiers or sports teams).
TABLE 1
Weight Values for Passengers (Inc. Hand Baggage)
Passenger Category Weight
Adults (All flights except charter) 75 kg
Adults (Charter) 76 kg
Children (2 yrs to 12 yrs) 35 kg
Infants (less than 2 yrs) 8 kg
Weight value of charter flight shall be applied if less than 5% the

number of passenger seats are used for some particular passengers.

Page 8 - 84
24 Nov 2020
PART A
TABLE 2
Weight Values for Checked Baggage
Type of Flight Baggage Standard Weight

Domestic 11 kg
International 15 kg
TABLE 3
Weight Values for Crew
Crew Position Standard Weight Including Hand Baggage
Flight Crew 90 kg
Cabin Crew 75 kg
Notes:
1) Any additional baggage must be taken into account, including
its effect on the C of G.
2) Any variation in the standard weights must be acceptable to
the CAAV.
c) Method of Establishing a Modified Weight Value of Passengers and
Baggage:
1) Passengers:
i. Sample weighing: Average weight of passengers and their
baggage must be determined by weighing several times.
The selection of these attempts must be random and
representative of group of passengers and having regard
to the type of operation, the frequency of flights on various
routes, departure flight, arrival flight, ability of seasonal
performance and aircraft seats.
ii. The standard sample weighing: the number of passengers
needed to be weighed must be the largest number of:
• The number of passengers is calculated from a trial
weighing by conventional statistical methods and
based on a tolerance (accuracy) 1% of adults and 2%
for average weight male and female which is
completed in sample weighing to determine the
minimum number of passengers required and
average weight;

Page 8 - 85
24 Nov 2020
PART A
• The number of required sample weighing is 2000

passengers to aircraft of 40 seats or more;
• The total sample weighing is 50 passengers multiplied
by the number of seats on the aircraft to aircraft of 40
seats or less.
iii. Passenger’s weight: passenger’s weight must include
personal effects they bring on board. When random
sampling passenger’s weight, the baby must be weighed
along with accompanying adults;
iv. Location of weighing: location chosen is as near the
aircraft as possible, where the change of weight by adding
or removing personal effects does not happen before
boarding;
v. Weighing machine: the machine must be able to weigh at
least 150 kg. Weight must be made at least every 500 g.
The machine must be accurate to within 0.5% or 200 g,
choose the larger value;
vi. Storage of weight value: passenger’s weight, depending
on the classification of passengers (men, women, and
children) of each flight and number of flights, must be
stored.
2) Checked baggage:
Statistical method is used to determine the correct luggage
weight value based on the average weight of the luggage from
the minimum sample weighing of passengers. To baggage,
tolerance (accuracy) is 1%. Minimum sample weighing of
baggage are 2000 units of baggage.
3) Determination of value of modified standard weights of
passenger and baggage.
i. When determining weight by weighing, to ensure the use
of the value of the modified standard weight of passengers
and baggage does not adversely affect to safe operation,
the statistical method must be used. Statistical methods
will be the basis for determining the value of the average
weight of passengers and luggage as well as other data;
ii. The value of modified standard weights applies to men
and women;
iii. The operator chooses a detailed survey plan to submit to
CAAV for approval and then give a tolerance value of

Page 8 - 86
24 Nov 2020
PART A
modified standard weight values using the method

described in this appendix. This tolerance value must be
reassessed in a period not exceeding five years;
iv. The value of standard adult weights must be based on the
ratio of male / female as 80/20 for all flights except charter
flights this ratio is 50/50. If Operators want to use other
ratio of male / female for private flights or special flights,
the Operators must obtain the approval of CAAV, provided
that the ratio of male / female must be at least 84% in the
survey of 100 flights or more;
v. The value of the average weight is rounded to number of
kg closely. Checked baggage weight values are rounded
to 0.5 kg when necessary.
8.1.8.3.2 Non-Standard Weight Values
Reference: VAR 17.035 (g)(h)
a) For the flight with number of passenger and baggage exceed
standard weight (e.g. sport teams or military personnel) over 40%
of aircraft passenger seat number, the passenger weight (inclusive
of hand-baggage) must be determined by weighing 100% of those
passengers and the average value is taken. If the average value
exceeds 90kg per passenger it will be used in the weight and
balance calculations for those passengers.
b) Weighing passengers and carried items must be made immediately
before boarding the aircraft at adjacent locations.
c) The number of passengers and their average weight must be
indicated in the Load Summary Report by the load controller
responsible for the weight and balance control of this flight to notify
to the PIC
8.1.8.4 Last Minute Change Procedure
a) Last minute changes to aircraft loading will be provided to the PIC
and the person(s) responsible for computation of the aircraft loading
and C.G
b) Unless there is an approved methodology for considering last
minute changes to passenger or cargo weights, the person
responsible for the computation will re-compute all factors.

Page 8 - 87
24 Nov 2020
PART A
c) The effect of the last-minute changes will be provided to the PIC

and the person(s) responsible for the computation of the aircraft
loading and C.G.
d) This information shall be noted on the load manifest that is retained
at the aerodrome of departure.
8.1.8.4.1 Manual Paper Load Sheet
a) Last minute change means any change concerning passengers,
crew or cargo occurring after the using of the manual load sheet.
- A320: ± 500 Kg
- A321: ± 500 Kg
b) The following must be checked:
Traffic load only:
1) The LMC positive total weight is lower than the under load
before LMC.
2) No loading limitation is exceeded.
3) The MACZFW, MACTOW and MACLAW balance remains
within the allowed limits.
4) That all the LMC data on the load sheet is completed.
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.
8.1.8.4.2 E-Load Sheet from EFB
a) If an LMC occurs, both pilots shall recalculate, insert and

crosscheck
b) In case of LMC, the new load sheet edition shall be sent. Changes
in the loading shall be noted in the CAPT INFO NOTES.
8.1.8.4.3 Calculation Method
Reference: Appendix 1 to VAR 12.113 (g)
a) Only use system approved (electric data) by VietJet or valid Load
sheet (manual) published by VietJet

Page 8 - 88
24 Nov 2020
PART A
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.
(Refer to Weight and Balance Program)
8.1.8.4.4 Weight And Balance Documentation
Reference: VAR 17.025, VAR 12.113, Appendix 1 to VAR 12.113,
Appendix 1 to VAR 12.153 (d) (a) (14)
a) A VietJet weight and balance document is to be raised in duplicate
for each flight carried out for the purpose of public transport. One
copy is to be carried on the aircraft, whilst another, as accepted by
the pilot-in-command, must remain available on the ground for at
least 3 days.
b) Operations Manual - Part B contains detailed loading instructions,
and a sample of VietJet's weight and balance documentation.
Where the use of a standard load plan has been authorized by the
CAAV, details are included, together with additional limitations on
the permissible range of C of G travel on which the standard plan is
based. Irrespective of whether a ‘drop-line’ weight and balance
document, a standard plan, a load calculator, or a computer
Program is used in establishing the aircraft’s weight and C of G
position, the final weight and balance document must contain
details of the disposition of all loaded items, including fuel, and
must indicate whether standard or actual weight values have been
used.
c) The person supervising the loading must confirm by signature that
the load and its distribution are as stated on the weight and balance
document, which must also contain the name of the person who
prepared it. The weight and balance document must be acceptable
to, and countersigned by the aircraft pilot-in-command. Details of
any late alterations in the load must be passed to the pilot-in-
command, and entered in the ‘last minute changes’ spaces on the
weight and balance document.
d) The pilot-in-command must be advised whenever a non-standard
method has been used for determining the weight of the traffic load.
In addition, the method employed must be stated in the weight and
balance documentation.
e) VietJet shall have an aircraft-specific load manifest to summarize
the mass and balance and performance calculations for each flight
in commercial air transport.
Page 8 - 89
24 Nov 2020
PART A
f) Load control sheet, its contents, and procedures for its use shall be
approved by the CAAV prior to its use in commercial air transport.
g) Each page of the load control sheet shall have a sign identifiable to
VietJet.
h) Each numbered page shall be provided in duplicate; a white original
page and a second, detachable page.
i) The company must keep the mentioned document, passenger
information and cargo waybills safe for at least 3 months.
j) Load control sheet, its contents, and procedures for its use shall be
approved by the Authority prior to its use in commercial air
transport. Each page of the load control sheet shall have a sign
identifiable to the company, each numbered page shall be provided
in duplicate; a white original page and a second, detachable page
k) The company must complete weight and balance documentation
prior to each flight to sort and distribute goods. Weight and balance
documentation must create the ability to allow the aircraft pilot-in-
command to determine the load rate and distribution of goods does
not exceed the limit on mass and balance of the aircraft. The focus
and load calculation personnel must sign this document.
Supervision personnel the aircraft loading to sign to ensure that the
goods have been arranged with regulations of the mass and
balance documents. This document must be approved by the
aircraft pilot-in-command. Approval is represented by the signature
or other equivalent methods.
l) The company must specify the method for changing the load rating
at the last minute.
m) Change at the last minute: if there is any change at the last minute,
after the weight and balance document has finished, aircraft pilot-
in-command must pay attention to these change aspects to add to
the document. The maximum allowed change in the number of
passengers or the whole load when there is a last-minute change
must be specified in the operational manual. If this number exceeds
the regulations, must establish new weight and balance
documentation.
n) Calculation system: weight and balance system is built up by
computer; VietJet must define the output data and develop a
system to 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. (Refer to weight and balance program)
o) The weight and balance system on the aeroplane: VietJet must
Page 8 - 90
24 Nov 2020
PART A
apply for approval from the CAAV if it wants to use a computer

system on the aircraft to determine aircraft weight and balance
system as the main operating system in the aircraft operation.
p) Refer to weight and balance program for Instructions for mass and
balance control.
8.1.9 ATS Flight Plan, ATC Clearances
8.1.9.1 ATS Flight Plan
Reference: VAR 10.213 (a), VAR 16.027 (a), VAR 10.210 (b)(d), VAR
10.245 (a), VAR 10.135, VAR APP 1 TO 12.153 (d)(A)(22)
a) No pilot may takeoff an aircraft in commercial air transport if an
ATS flight plan has not been filed, except as authorized by CAAV.
b) Each person transmitting operational instructions to an aircraft
involving a change to a flight plan should co-ordinate those
changes with the appropriate ATS unit prior to transmission to the
flight crew.
c) An ATS Flight Plan is to be submitted to the appropriate air traffic
services unit for all flights for the purpose of public transport. Flight
plans are also to be filed for positioning flights, private flights and
those carried out in the course of line training in accordance with
OM Part D, whenever these are intended to follow a planned route
to a destination other than the point of departure.
d) Details of flights such as local area training flights or those
involving air tests of aircraft or their systems are to be passed to the
ATS unit and VietJet is to ensure that a nominated person on the
ground is made responsible for monitoring the flight progress,
and for alerting the emergency services if the aircraft has not
returned within an hour of its estimated time of return.
e) The pilot-in-command is responsible for ensuring that a plan has
been filed, and that he is fully aware of the details.
f) 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;
Page 8 - 91
24 Nov 2020
PART A
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.
g) In exceptional circumstances when unable to submit or close the
ATS flight plan due to lack of ATS facilities or communication, the
pilot-in-command must ensure that a suitable person/agent is made
responsible for alerting search and rescue services. This
person/agent must be provided with at least the information to be
included in a VFR flight plan together with the location, date and
estimated time for re-establishing communications. The
person/agent must notify the appropriate ATS or search and rescue
facility if the aircraft is overdue or missing. Lastly the above flight
details must be retained at the departure airport or other suitable
place until the completion of the flight.
h) Unless otherwise prescribed by the appropriate ATC authority, a
pilot should submit a flight plan to the appropriate ATC facility:
1) At least sixty minutes before departure; or
2) If submitted during flight, at a time which will ensure its receipt
by the appropriate ATC facility at least ten 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.
i) No pilot may commence a flight to be conducted in accordance with
the instrument flight rules, unless at least one suitable destination
alternate aerodrome shall be selected and specified in the:
1) ATS flight plan; and
2) For commercial air transport, the operational flight plan.
j) For all international flights, the PIC shall have on board the aircraft
essential information concerning the search and rescue services in
the areas over which they intend to operate the aircraft (Jeppesen
Text Manual/Emergency/ Search and Rescue Facilities in EFB).
k) VietJet shall ensure that the pilot-in- command has available on
board the aeroplane all the essential information concerning the
Page 8 - 92
24 Nov 2020
PART A
search and rescue services in the area over which the aeroplane
will be flown.
l) A clearance must be read back to ATC and for a confirmation
between both pilot crew members in the case of clearances
received:
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
8.1.9.2 ATC Clearances, Intended Changes
8.1.9.2.1 ATC Clearances
a) Each PIC shall obtain an ATC clearance prior to operating a
controlled flight, or a portion of a flight as a controlled flight.
b) Each PIC shall request an ATC clearance through the submission
of a flight plan to an ATS facility.
c) Each PIC shall request an ATC clearance through the submission
of a flight plan to an ATS facility.
d) No pilot operating an aircraft on a controlled aerodrome may taxi on
the maneuvering area or any runway without clearance from the
aerodrome control tower.
8.1.9.2.2 ATC Clearances: 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 Mach number/true airspeed: aircraft identification;
requested Mach number/true airspeed.
c) 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
Page 8 - 93
24 Nov 2020
PART A
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.
8.1.9.2.3 Operations on or in the Vicinity of a Controlled Aerodrome
a) No pilot 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.
Note: A clearance to “taxi to” the takeoff runway is not a clearance
to cross or taxi on to that runway. It does authorize the PIC
to cross other runways during the taxi to the assigned
runway. A clearance to “taxi to” any other point on the
aerodrome is a clearance to cross all runways that intersect
the taxi route to the assigned point
e) Communications failure. If the radio fails or two-way communication
is lost, the two-way communications failure procedures will apply.
Note: Refer to Jeppesen communication failure of individual state
special procedure.

Page 8 - 94
24 Nov 2020
PART A
8.1.9.2.4 Termination of Control

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.
8.1.9.3 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.
Note: A flight plan may cover only part of a flight, as necessary, to
describe that portion of the flight or those maneuvers 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 maneuvers such as taxiing, landing or taking off
Note: Paragraph above 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.
8.1.9.4 Inadvertent Changes
A PIC shall take the following action in the event that a controlled flight
inadvertently deviates from its current flight plan:
a) Deviation from track. If the aircraft is off track, the PIC shall adjust
the heading of the aircraft to regain track as soon as practicable.
b) Deviation from ATC assigned Mach number/indicated airspeed: the
appropriate air traffic services unit shall be informed immediately.
Page 8 - 95
24 Nov 2020
PART A
c) Deviation from Mach number/true airspeed: if the sustained Mach

number/true airspeed at cruising level varies by plus or minus Mach
0.02 or more, or plus or minus 19km/h (10kt) true airspeed or more
from the current flight plan, the appropriate air traffic services unit
shall be so informed.
d) Change in time estimate. Each PIC shall notify the appropriate ATC
facility and give a revised estimated time given as soon as possible
if the time estimate for a reporting point, flight information region
boundary, or destination aerodrome, whichever comes first, is
found to be in excess of three minutes from that notified to ATC, or
such other period of time as is prescribed by the appropriate ATC
authority or on the basis of air navigation regional agreements.
e) ADS agreement. Additionally, when an ADS agreement is in place,
the air traffic services unit (ATSU) shall be informed automatically
via data link whenever changes occur beyond the threshold values
stipulated by the ADS event contract.
8.1.9.5 Position Reports
a) Each pilot of a controlled flight under VFR or IFR shall report to the
appropriate ATC facility, as soon as possible, the time and level of
passing each designated compulsory reporting point, together with
any other required information, unless exempted from this
requirement by the appropriate ATC authority.
b) Each pilot of a controlled flight shall make position reports in
relation to additional points or intervals when requested by the
appropriate ATC unit.
c) Pilots of controlled flights providing position information to the
appropriate air traffic services unit via data link communications
shall only provide voice position reports when requested.
d) In the absence of designated reporting points, pilot shall make
position reports at intervals prescribed by the appropriate ATS
authority or specified by the appropriate air traffic services unit.
8.1.9.6 Operation Under IFR In Controlled Airspace: Malfunction Reports
a) 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.
Page 8 - 96
24 Nov 2020
PART A
b) In each report specified in paragraph (a), the PIC shall include the:
1) Aircraft identification;
2) Equipment affected;
3) Degree to which the capability of the pilot to operate under IFR
in the ATC system is impaired; and
4) Nature and extent of assistance desired from ATC.
8.1.10 Operational Flight Plan
Reference: VAR 12.115 (a), VAR 10.283

a) VietJet shall have an operational flight planning document to record
the planned route information, minimum fuel calculations, applicable
weather conditions and NOTAMs and alternate aerodrome
selections for each flight in commercial air transport.
b) For commercial air transport operations, the PIC shall complete and
sign the following flight preparation documents before commencing a
flight or series of flights:
1) An operational flight plan, including NOTAMs applicable to the
enroute phase of flight and to departure, destination and
alternate airports and weather pertinent to the flight planning
decisions regarding minimum fuel supply, en-route
performance, destination and alternate aerodromes, and the
details of dangerous goods (if carried).
2) A load manifest, showing the distribution of the load, center of
gravity, takeoff and landing weights and compliance with
maximum operating weight limitations, and performance
analysis.
3) An applicable technical log page, if mechanical irregularities
were entered after a previous flight, maintenance or inspection
functions were performed or a maintenance release was issued
at the departure aerodrome.
c) No pilot shall takeoff an aircraft unless a copy of all flight preparation
documents, signed by the PIC, are retained and available with a
company representative at the point of departure, unless a different
retention method has been approved by CAAV.
d) The PIC shall carry a copy of these documents specified on the
aircraft to the destination aerodrome.
e) These documents will be retained by the company for at least 3
months using the location and methodology approved by the CAAV.
Refer to Table in OMA 2.2.6.
Note: CAAV may approve a different retention location where all
documents can be available for subsequent review.
Page 8 - 97
24 Nov 2020
PART A
8.1.10.1 General
Reference: VAR 10.280, VAR 12.115, VAR APPENDIX 12.115 (h)
a) Before each flight an operational flight plan must be prepared by
flight operations or by the flight crew.
b) Normally a computer flight plan will be issued and the layout of the
flight plan for each particular aircraft type is detailed in the Standard
Operating Procedures.
c) The operational flight plan provides the flight crew with necessary
information to perform the flight. This includes the route, distances,
timing, flight levels, aircraft weights, fuel consumption, the adequate
information to cope with emergency situations and minimum flight
altitudes.
d) The relevant information in the operation flight plan must be
consistent with the ATS flight plan
e) The operational flight plan must be checked by the flight crew and
approved by the pilot-in-command before the departure.
Amendments due to flight crew requirements, ATC such as aircraft
MEL or CDL items, may require the operational flight plan be
updated by the flight crew.
f) A copy of the approved operational flight plan, signed by the pilot-
in-command must be given to Flight Dispatch. One copy is used as
the cockpit copy and if there are more than one flight plan, copies in
the cockpit one must be marked as the MASTER copy and used for
all navigational, fuel and other calculations.
g) The operational flight plan will be calculated with updated
performance of the aircraft, ATC cleared route, weather information
on the expected route and the actual aircraft weights.
h) The PIC will notify dispatch of any en-route flight movement and/or
significant deviation from the operational flight plan.
i) No Pilot may commence a flight unless the operational flight plan
has been signed by the PIC.
j) The PIC shall sign the operational flight plan only when the PIC and
the person authorized by the operator to exercise operational
control have determined that the flight can be safely completed.
Note: The operational flight plan shall include the routing and fuel
calculations, with respect to the meteorological and other
factors expected, to complete the flight to the destination and
all required alternates
Page 8 - 98
24 Nov 2020
PART A
k) The PIC signing the operational flight plan shall have access to the
applicable flight planning information for fuel supply, alternate
aerodromes, weather reports and forecasts and NOTAMs for the
routing and aerodrome.
l) The pilot shall continue a flight from an intermediate aerodrome
with a new operational flight plan if the aircraft has been on the
ground more than 4 hours.
m) This operational flight planning document, its contents, layout and
the procedures for its use shall be approved by the CAAV prior to
its use in commercial air transport.
n) Each page shall be identifiable to the VietJet, separately numbered
with a unique number and shall be arranged chronologically in a
bound document.
o) Each numbered page shall be provided in duplicate; a white original
page and a light green, carbonless, detachable page.
p) This uniquely numbered, bound document will be assigned to a
specific aircraft operated by the AOC holder until all pages are used
q) The company must ensure full and accurate contents in the flight
plan.
r) An operation flight plan having the signature of the PIC, and any
other required person, will be the original file to be recorded.
8.1.10.2 Flight Plan Composition
Reference: VAR Appendix 1 To 12.115
The operational flight plan must at least contain the following items:
a) Aircraft registration;
b) Aircraft type and variant;
c) Date of flight;
d) Flight identification;
e) Full Names of flight crew member;
f) Duty of each flight crew members;
g) Place of departure;
h) Time of departure (estimated/actual off-block time, take-off time);
i) Place of arrival (planned and actual);

Page 8 - 99
24 Nov 2020
PART A
j) Time of arrival (landing time and estimated/actual on-block time);

k) Type of operation (EDTO, VFR, Ferry flight, etc.);
l) Route and route segments with checkpoints / waypoints, distances,
time and tracks;
m) Planned cruising speed and flying times between check-points /
waypoints. Estimated and actual times overhead;
n) Safe altitudes and minimum levels;
o) Planned altitudes and flight levels;
p) Fuel calculations (records of in-flight fuel checks);
q) Fuel on board when starting engines;
r) Alternate(s) for destination and, where applicable, take-off and en-
route, including information required in items (l), (m), (n), and (o)
above;
s) Initial ATC Flight Plan clearance and subsequent re-clearance;
t) In-flight re-planning calculations; and
u) Relevant meteorological information.
v) Total number of persons on board;
w) Emergency and survival equipment; and
x) 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.
y) The operational status of the aircraft with respect to possible
degradation of:
1) Aircraft performance due to deferred items;
2) All weather operational capability;
3) Required navigation capability;
4) Required height-keeping capability; or
5) EDTO airworthiness conformance.
z) The crew member status with respect to:
1) Special airports
Page 8 - 100
24 Nov 2020
PART A
2) Special routes and areas, and

3) Lower than standard takeoff and landing minimums.
aa) The departure point, landing point including:
1) Pressure Altitude;
2) Temperature
3) Headwind Component
4) Flap Setting
5) Runway
6) Runway Condition

Page 8 - 101
24 Nov 2020
PART A
PLAN 9511 (6)VJC8665 (2)19SEP (10)VVNB TO (11)VVTS (5)320D M78/F

(7)IFR 19/09/14
NONSTOP COMPUTED 0417Z FOR STD/STA Z/ Z PROGS 1900UK
(3)VNA679 KGS
V1:. . . . . VR:. . . . . . V2:. . . . . RWY:. . . .
FLX:. . . . . FOB:. . . . . . FLAPS:. . . . . RTOW:. . . .
FUEL PLAN
(24)GROUND DIST 688 AIR DIST: 0676 (19)P012 (177/P012) MXSH
02/MAREL
AVG W/C: P009 AVG ISA: +14
FUEL TIME
TRIP (26)4349 1:38 . . . .
(27)ROUTE RES 5PCT 217 0:05 . . . .
(12)1ST ALT / VVDN 2556 0:59 . . . .
(27)FINAL RES ……..0:30 . . . .
(27)EXTRA 0 0:00 . . . .
(27)TAKE OFF 8322 3:13 . . . .
(27)TAXI 200 ....
BLOCK 8522 3:13 . . . .
FINAL FUEL ORDER: . . . . .
GREATER THAN 500 KGS OF EXTRA FUEL REQUIRED . . . . . . . . . . . . . . . . .

.......................................
LRC FL340 004380 01:38
(29)PIC SIGNATURE:_________________ LICENSE No: ______________

DATE: ______________
PIC'S SIGNATURE CONFIRMS THE ACCEPTANCE OF THIS FLIGHT PLAN
(8)CAPT ALEXIS FO AMIN (9)DISPATCHER NGHIA
ROUTE HANSGN1 FL360 TOC TEMP M43

Page 8 - 102
24 Nov 2020
PART A
(28)PLD 17000 KG ...... DOW 43243

(28)ZFW 60243 KG ...... MZFW 61000
(28)TOW 68566 KG ...... MTOW 77000
(28)LWT 64217 KG ...... MLWT 64500
FUEL CONSUMPTION - NORMAL

WEIGHT CHANGE P1000 KG FP 47 KG TRIP FUEL
ATC CLEARANCE REQUESTED
(13)VVNB VITR2A NAH W1 HAMIN W10 PLK W1 AC ANLO1B VVTS
ATC CLEARANCE ISSUED
(FPL-VJC8665-IS
-A320/M-SDGHIRW/S
-VVNB1000
-N0461(18)F360 VITRA2A NAH W1 HAMIN W10 PLK W1 AC ANLOC1B
-VVTS0138 VVDN VVCR
-PBN/A1B2B3B4B5D1 DOF/140919 REG/VNA679 EET/VVTS0039 SEL/CMPS
(1)OPR/VIETJET PER/C TALT/VVVH RMK/TCAS EQUIPPED
-E/0313 P/TBA R/UV J/L D/0
A/RED AND WHITE
C/ALEXIS)

Page 8 - 103
24 Nov 2020
PART A
TIME TO
DIST W/C CFR FOB EXC ETP / ALT
ETP ( VVTS/VVDN 0162/0173 M019/P006 000000 006142 006142 00.29/00.30
N13084 E108054
ETP VVDN/VVNB 0172/0166 P002/M009 000000 004335 004335 01.14/00.30
N18396 E106570
DESTINATION ALTERNATE DATA
ALT1 VVDN/DAD (18)FL 390 WIND M017 (25)GDIST 373 NM (26)FUEL

2556 KG (23)TIME 00.59
ALT2 VVCR/CXR (18)FL 250 WIND M010 (25)GDIST 196 NM (26)FUEL
1647 KG (23)TIME 00.36
FUEL T/O . . . . ETD 1000Z BLON . . . . LDG . . . .
LDG . . . . ETA 1138Z BLOFF. . . . T/O . . . . AFLT 01:38
B/O . . . . TIME. . . . TIME . . . . RETA . . . .
TAKE OFF ALT VVVH

ENROUTE ALT =
Enroute
RVSM
PFD 1 STBY PFD 2
Level Off. . . . . . . / ...... / ......
Hour 2. . . . . . . / ...... / ......
Hour 3. . . . . . . / ...... / ......
Hour 4. . . . . . . / ...... / ......
VVNB ELEV 00040FT

AWY FIX FREQ FL TAS GS MCSE ZDIST ZTIME ETA/ATA REMT FU
MSA WIND ITCS CTIME REMF
MXSH (22)
(21)
VITR2 VITRA 16 395 394 170 0045 0/09 ..../....1/29 01085
N20350E106046 082 249/008 169 0/09 07437
01

Page 8 - 104
24 Nov 2020
PART A
VITR2 NAH 115.5 19 409 408 170 0012 0/02 ..../....1/27 01210
N20232E106071 024 251/006 169 0/11 07311
01
W1 MAREL 29 476 484 156 0077 0/10 ..../....1/17 01845
N19137E106416 024 039/018 155 0/21 06677
02
W1 TOC 36 461 469 157 0048 0/06 ..../....1/11 02240
N18300E107024 038 026/013 156 0/27 06281
02
W1 HATIN 36 461 469 157 0002 0/01 ..../....1/10 02250
N18280E107029 038 026/013 156 0/28 06272
02
W1 XONUS 36 461 469 157 0026 0/03 ..../....1/07 02389
N18042E107140 010 025/012 156 0/31 06133
02
W1 HAMIN 36 461 469 157 0062 0/08 ..../....0/59 02718
N17078E107407 017 026/013 156 0/39 05803
01
W10 HUE 115.8 36 461 474 179 0043 0/05 ..../....0/54 02944
N16241E107421 091 032/016 178 0/44 05578
02
W10 BATEM 36 461 474 174 0028 0/04 ..../....0/50 03090
N15559E107459 109 037/018 173 0/48 05431
02
W10 PLK 113.4 36 461 474 174 0116 0/15 ..../....0/35 03694
N14004E108015 109 044/022 173 1/03 04828
01
W1 BMT 112.1 36 461 473 175 0080 0/10 ..../....0/25 04108
N12400E108074 104 052/023 176 1/13 04414
01
W1 TOD 36 460 479 209 0039 0/05 ..../....0/20 04306
N12054E107486 104 055/022 208 1/18 04216
01
W1 AC 320.0 08 291 291 209 0078 0/11 ..../....0/09 04451
N10564E107113 104 094/006 208 1/29 04071
01
ANLO1 D077N 02 264 264 257 0019 0/04 ..../....0/05 04481
N10521E106526 042 164/002 257 1/33 04041
00
ANLO1 VVTS 00 154 154 258 0013 0/05 ..../....0/00 04549
03973

Page 8 - 105
24 Nov 2020
PART A
FUEL OVER DESTINATION 3974
FIRS VVTS/0039
ROUTE TO FIRST ALTERNATE: SGNDAD1

(14)-N0461F390 AC1C AC W1 PLK MISIN1D
VVTS ELEV 00033FT

MXSH
AC1C D210J 400 401 214 0012 0/02 ..../.... 00127
N10403E106337 016 321/002 189 0/02 03846
02
AC1C D150J 400 399 090 0010 0/02 ..../.... 00233
N10403E106438 016 152/002 090 0/04 03740
02
AC1C AC 320.0 400 394 060 0031 0/05 ..../.... 00560
N10564E107113 042 085/007 059 0/09 03413
02
W1 BMT 112.1 400 381 028 0117 0/18 ..../.... 01795
N12400E108074 104 059/022 028 0/27 02178
02
W1 TOC 39 400 388 357 0010 0/02 ..../.... 01898
N12500E108066 104 060/026 356 0/29 02075
02
W1 PLK 113.4 39 455 443 357 0070 0/10 ..../.... 02274
N14004E108015 104 060/026 356 0/39 01699
02
MISI1 TOD 39 319 300 005 0007 0/01 ..../.... 02303
N14074E108021 103 121/006 004 0/40 01670
02
MISI1 MISIN 320 323 005 0075 0/14 ..../.... 02466
N15221E108084 103 121/006 004 0/54 01507
02
MISI1 TAHUA 316 318 006 0008 0/02 ..../.... 02483
N15302E108091 103 236/003 004 0/56 01490
02
MISI1 D172R 316 319 021 0016 0/03 ..../.... 02517
N15453E108148 103 255/005 020 0/59 01456
02

Page 8 - 106
24 Nov 2020
PART A
MISI1 VVDN 352 0017 0/03 ..../.... 02554

N16026E108120 103 269/006 351 1/02 01419
02
ELEV 00030FT
ROUTE TO SECOND ALTERNATE: SGNCXR1

(14)-N0403F250 BAOMY1C PTH DCT SUIDA SUI1A
VVTS ELEV 00033FT

MXSH
BAOM1 D210J 340 341 214 0012 0/02 ..../.... 00183
N10403E106337 016 321/002 189 0/02 03790
01
BAOM1 D150J 340 337 090 0010 0/02 ..../.... 00335
N10403E106438 016 126/004 090 0/04 03638
01
BAOM1 BAOMY 342 334 060 0037 0/07 ..../.... 00897
N10523E107198 042 069/008 071 0/11 03076
01
BAOM1 TOC 25 341 331 028 0021 0/04 ..../.... 01215
N10539E107411 042 067/011 085 0/15 02758
01
BAOM1 PTH 114.1 25 414 404 028 0023 0/03 ..../.... 01359
N10557E108043 042 067/011 085 0/18 02614
01
.. TOD 25 282 270 357 0012 0/02 ..../.... 01425
N11040E108132 089 237/003 047 0/20 02548
00
.. SUIDA 283 286 357 0065 0/14 ..../.... 01604
N11485E109012 089 237/003 047 0/34 02369
00
SUI1A CRA 116.5 281 269 005 0016 0/03 ..../.... 01648
N11597E109132 057 050/012 046 0/37 02325
00
SUI1A VVCR 006 0000 0/00 ..../.... 01648
N11597E109131 ... 294/004 303 0/37 02325
00
ELEV 00043FT
FL / 28000 30000 32000 34000 (20)36000 38000

Page 8 - 107
24 Nov 2020
PART A
POS Wind Tem WS Wind Tem WS Wind Tem WS Wind Tem WS Wind Tem
WS Wind Tem WS
HATIN 04015M24-02 06018M28-02 05022M33-02 05025M38-01 05025M43-00

05025M48-01
XONUS 05016M24-02 06018M29-02 06022M33-02 06026M38-01 05025M43-01
05024M48-01
HAMIN 05016M24-02 06019M29-02 06022M33-02 07026M38-01 06025M43-02
05023M48-01
HUE 05015M25-02 06017M29-02 07020M33-02 07022M38-01 07023M43-01
06023M48-01
BATEM 05014M25-01 06016M29-02 07018M34-02 08020M38-01 07022M43-02
06023M48-01
PLK 05012M25-01 06013M29-02 08014M34-02 09015M38-01 08019M43-03
06023M48-03
BMT 09007M25-01 10007M30-00 10008M34-01 11010M39-02 09014M44-03
07019M49-04
AC 11006M25-01 13006M30-00 12007M34-01 11009M39-02 09014M44-03
07018M49-04
END OF JEPPESEN DATAPLAN

REQUEST NO. 9511
Note: The format of the full operational flight plan shall allow the crew to record
the fuel state and the progress of the flight relative to the plan. The
operational flight plan may be computer generated or produced
manually, working from charts and tables, by either the flight dispatcher
or the flight crew. When an operational flight plan is prepared manually,
dispatchers will use (name of air operator) approved manual flight plan
form The dispatcher’s name will appear on the computer flight plan
indicating the dispatchers acceptance. The Captain will sign the flight
plan after thoroughly checking its contents. The signing of the flight plan
indicates the Captain’s approval and acceptance. All discrepancies must
be resolved by the Captain and dispatcher prior to the signing of the
flight plan.
Pilots shall fill up the information required, such as V speeds,
actual PLD, ZFW, TOW, LWT, record and amend ETA/ATA and FOB at
each waypoint on the OFP. This is normally done by the PM and is
crosschecked by the PF.

Page 8 - 108
24 Nov 2020
PART A
8.1.10.3 Manual Flight Planning

In the event of a computer failure and operational control is unable to
produce electronic flight plans the following procedures will be
implemented:
a) Dispatchers will select the optimum altitude for the route and aircraft
using the appropriate upper air data.
b) From the upper air data, the average en-route temperature and
wind components will be calculated.
c) The burn fuel for the route is obtained from the appropriate aircraft
planning section of the air craft manual.
d) The normal selection of alternates and additional fuels will be
calculated using the method above.
e) A total fuel required for the flight will be provided to the pilot-in-
command which will include reserve, alternate, additional, and burn
and will constitute the minimum fuel required for the flight.
f) The max performance take-off weight for the flight will be calculated
ensuring the max landing weight and /or the max structural take-off
weights are not exceeded.
g) A release message will be sent to the Captain.
8.1.10.4 Pilot Self-Dispatch / Flight Plans
a) During those times when the normal communications system fails a
pilot may self-dispatch.
b) The Captain will ensure that:
1) A copy of the operational flight plan is left with a responsible
person at the departure airport;
2) The captain will establish timely communication with the
operational control facility as soon as possible after
commencement of the flight;
3) The captain will advise the contents of the flight plan to
operational control;
4) A written report outlining the circumstances will be forwarded to
Flight Operations as soon as possible after the termination of
the flight.

Page 8 - 109
24 Nov 2020
PART A
8.1.10.5 ATS Flight Plan

Reference: VAR 10.215, VAR 10.210 (c), VAR 10.220
a) An IFR or VFR flight plan shall include in it the following information:
1) Aircraft Identification;
2) Flight Rules and Type of Flight;
3) Number and type(s) of aircraft and wake turbulence category;
4) Equipment;
5) Departure aerodrome and alternate (if required);
6) Estimated off-block time;
7) Cruising speed(s);
8) Cruising level(s);
9) Route to be followed;
10) Destination aerodrome and alternate (if required);
11) Fuel endurance;
12) Total number of persons on board;
13) Emergency and survival equipment;
14) Other Information;
15) Supplementary Information;
b) Whatever the purpose for which it is submitted, a flight plan shall
contain information, as applicable, on relevant items up to and
including:
1) “Alternate aerodrome(s)” regarding the whole route or the
portion thereof for which the flight plan is submitted.
2) It shall, in addition, contain applicable information on all other
items when so prescribed by the appropriate ATS authority or
when otherwise deemed necessary by the person submitting
the flight plan.
For Example:
(FPL-VJC8385(1)-IS(2)
• A320/M(3)-SDHIWR/S(4)(5)
• VVDN1325(6)
• N0433F380(7) DCT PLK W1 AC ANLOC1B
• VVTS0059 VVDN(8)
• PBN/A1 DOF/130127 REG/VNA669 SEL/GPRS
OPR/VIETJETAIR PER/C RMK/TCAS EQUIPPED(9)
• E/0228 P/TBN R/UV C/VINCENT MANALO(10))
Page 8 - 110
24 Nov 2020
PART A
c) 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.
d) When a change occurs to a flight plan submitted for an IFR flight or
a VFR flight operated as a controlled flight, the pilot shall report that
change as soon as practicable to the appropriate ATC facility.
e) 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.
8.1.10.6 Closing a Flight Plan
a) The PIC shall make a report of arrival either in person, by radio or
data link to the appropriate ATC facility at the earliest possible
moment after landing at the destination aerodrome, unless ATS
automatically closes a flight plan.
b) When a flight plan has been submitted for a portion of a flight, but
not the arrival at destination, the pilot shall close that flight plan
en-route with the appropriate ATS facility.
c) When no ATS facility exists at the arrival aerodrome, the pilot shall
contact the nearest ATS facility to close the flight plan as soon as
practicable after landing and by the quickest means available.
d) When communication facilities at the arrival aerodrome are known
to be inadequate and alternate arrangements for the handling of
arrival reports on the ground are not available, the following action
shall be taken:
1) Immediately prior to landing the pilot shall, if practicable,
transmit to the appropriate air traffic services unit, a message
comparable to an arrival report, where such a report is required.
2) Normally this transmission shall be made to the aeronautical
station serving the ATS unit in charge of the flight information
region in which the aircraft is operated.
e) Pilots shall include the following elements of information in their
arrival reports:
1) Aircraft nationality registration number;
2) Departure aerodrome;

Page 8 - 111
24 Nov 2020
PART A
3) Destination aerodrome (only in the case of a diversionary

landing);
4) Arrival aerodrome; and
5) Time of arrival.
Note: Whenever an arrival report is required, failure to comply with
these provisions may cause serious disruption in the air traffic
services and incur great expense in carrying out unnecessary
search and rescue operations.
8.1.11 Aircraft Technical Log
8.1.11.1 General
a) The aircraft technical log (logbook) is the legal medium for written
communication between flight crew members and maintenance
personnel.
b) The aircraft technical log is a system for recording defects and
malfunctions discovered during the operation and for recording
details of all maintenance carried out on the particular aircraft to
which the aircraft technical log applies whilst that aircraft is operating
between scheduled visits to the base maintenance facility. In
addition, it is used for recording operating information relevant to
flight safety and must contain maintenance data that the operating
crew needs to know.
c) All irregularities should be recorded even though they may be
regarded as items that are "always that way". Recording these items
is necessary until flight crew members are advised by an insert in
the appropriate aircraft operating manual that maintenance is aware
of the problem and that no further recording of that particular defect
is necessary.
d) The form of logbook: at present, the approved logbook by CAAV is
form QDF 100V, which is applied for all type of VJC’s aircraft.
e) The company shall maintain, on each aircraft, a technical log that
contains the record of all servicing of fuel and oil, defects, trend
monitoring and maintenance tasks and tests on that aircraft during
the course of its operations.
f) This log, its contents, layout and procedures for its use shall be
approved by the CAAV prior to its use in commercial air transport.

Page 8 - 112
24 Nov 2020
PART A
g) Each page shall be identifiable to the company, separately

numbered with a unique number and shall be arranged
chronologically in a bound document.
h) This uniquely numbered, bound document will be assigned to a
specific aircraft operated by the company until all pages are used.
i) Each page should be numbered at least three copies: 1 original
white color, and other relevant of the separate color.
j) This document shall be retained by the company in safe custody for
at least twelve months after the last date of the records contained in
it.
k) If the company desires to use a different methodology, it must
submit the forms and procedures to the CAAV for technical
evaluation and approval, prior to use of the different methodology in
commercial air transport.
8.1.11.2 Contents of a Technical Log
Reference: Appendix 1 to VAR 12.103
Unless otherwise authorized by the CAAV, the company shall use an
aircraft technical log which includes an aircraft maintenance record
section containing the following information for each aircraft:
a) The company name;
b) A unique page numbering system;
c) Left margin date entry column; preceding items (4) through (6) in a
row format;
d) Airport entry column including the departure and arrival airport on
the same row;
e) An In-service time per leg column, including takeoff and landing
times on the same row,
f) Fuel and oil uplift columns, including, on the same row, the amounts
for
1) Uplift,
2) Takeoff total and
3) Enroute usage.
g) Method for entering defects found during flight in a column and row
format, including
Page 8 - 113
24 Nov 2020
PART A
1) A method for numbering each defect

2) Identifying the airport where it was entered;
3) A description of the defected noted;
4) A description of the correction or deferment of the defect;
5) The certificate number of the person making the correction; and
6) The signature or 3 letter initials of the person making the
correction;
h) A method for collecting the critical summary information, such as
airframe hours, landing gear cycles, etc.
i) A method for collecting any special inspection or maintenance
status information that is applicable to the AOC holder’s operations,
such as VOR receiver checks, etc.
j) A separate provision for the current release to service, including:
1) The proper terminology for the release;
2) The name and signature for the release.
k) A separate provision for the pilot’s flight preparation certification that
the document illustrates that the aircraft is airworthy, has the
required operational equipment and proper release to service.
l) A provision for tracking the deferred defects, which may be included
as a separate page or pages in the front or back of the technical log.
8.1.11.3 Writing Instructions
a) All entries shall be in English.
b) All entries shall be in BLOCK LETTER.
c) The Technical log shall be accurately completed and must be
legible. All entries shall be in black or blue ballpoint pen.
d) When more than one page of Technical Log recorded for a flight,
before transfer the aircraft to flight crew, Technical staff must sign in
block 15 or 16 of the last techlog page (depending on maintenance
type has been done for that flight)
e) 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.

Page 8 - 114
24 Nov 2020
PART A
f) Erasures or alteration of entries in technical log are not permitted. If

wrong entry occurred, cross the incorrect word (s) and re-entry the
correct one (for example: REDY READY).
g) To cancel a whole block: 01 cross (from 7h00 to 13h00) of that block
to express that is wrong information (Note: Not allow to cancel the
block entry by others).
1) For Certifying staff: Please signed and fully completed the
information into CRS columns of block “10C” to confirm about
cancel.
2) For Flight Crew: Please check the CREW box and sign in the
"Captain" block “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 Certifying 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 block 10 must complete and sign as
required.
i) When replacing a new Techlog book, the Certifying staff has to
record in the block 10A, 10C of the Techlog pages to clarify the
continuity of the two log book.
1) At the last page of old books have to write "The following
techlog is ..." and
2) At the first page of the new book will record "The previous
techlog is...”
3) Then signed and completed information on the corresponding
CRS column.
4) The last 15 Tech log pages shall be kept along with new Tech
log for reference

Page 8 - 115
24 Nov 2020
PART A
8.1.11.4 Technical Log Format

Sample of Aircraft Technical Log

Page 8 - 116
24 Nov 2020
PART A
8.1.11.5 Procedures for Using, Recording and Filling Technical Log

Reference: VAR Part 12.003(a)(14), VAR 12.103 (e),
a) General
The aircraft technical log is a system for recording defects and
malfunctions during the aircraft operation and for recording details
of all maintenance carried out on an aircraft between scheduled
base maintenance visits. In addition, it is used for recording flight
safety and maintenance information the operating crew need to
know.
Next scheduled maintenance including out of phase, component
changes shall be controlled by Engineering Department using the
AMOS software.
NOTE: All Non-airworthiness and non-safety defects (e.g.
passenger convenience) occurred during operation in cabin shall be
recorded into Cabin Log book by cabin crew. Refer to LMM 2.3 for
details.
VJC’s aircraft Technical Log which consists of The Technical Log
Book (form QDF100V). One spare tech log book is required to keep
in cockpit.
1) Airworthiness Deferred Defect Log-ADDL (form QDF101-B).
Required number of ADDL to keep together to tech log in
batch.
2) Non-Airworthiness Deferred Defect Log-NADDL (form QDF101-
C). Required number of NADDL to keep together to tech log in
batch.
b) Structure of Technical Log
Technical log printed in quadruplicate, having a unique identification
number. The pages are color coded as follows:
WHITE - Book Copy;
BLUE - Technical Records Copy;
PINK - Data Entry Copy (for the maintenance stations which have
the data entry staff);
YELLOW - Station Copy.

Page 8 - 117
24 Nov 2020
PART A
c) Removal/Distribution of Technical Log

The tech log pages shall be removed as the table matrix following:
TL Page BLUE PINK

WHITE YELLOW
(Tech (Data Note
(Book (Station
record entry
Station copy) copy)
copy) copy)
Prior to flight
Retained Retained Retained (kept in minimum
All Stations Removed
in TLB in TLB in TLB 48 hours from
aircraft departure)
In VJC Prior to flight

Maintenance
Stations including all blue,
Retained pink pages of
Removed Removed Removed
(AMOS Data in TLB previous flights if
Entry any. See the
available) Note (1).
In VJC Daily check.

Maintenance Removed Removed Removed Removed
stations See the Note (2).
Note:
(1) All of BLUE, PINK and YELLOW copies (including previous
flights) shall be removed at the stations where the AMOS data
entry staff are available. For example: SGN, DAD, HAN.
BLUE copies forward to MCC (in SGN) to send to Tech Record
section.
(2) After daily check is completed, if remaining blank Tech Log
pages are less than 10 pages, whole Tech Log pages from last
flight backward (not included last flight pages) shall be removed
from aircraft. New TL book shall be placed in Tech Log folder.
MCC send the Tech log book to Tech Record section.

Page 8 - 118
24 Nov 2020
PART A
8.1.11.6 Detailed Rules
Block Title/ Instruction/ Responsibilities

No. Content Explanation Crew Tech Both Note
Box printed the
operators name, logo,
form number, page
1 HEADER N/A N/A N/A
number of the Technical
log and control
information.
Write down the IATA 3
2 FROM: letter-code for departure X 1
airport.
Write down the IATA 3
3 TO: letter-code for landing X 1
airport.
Write down the VJC
4 FLT. NO: X
flight number
Write down the
captain's name who
5 CAPT: X
performs their duty on
that flight
Write down respective
6 A/C TYPE aircraft type e.g. A320 X
or A321
Write down the Aircraft
7 A/C REG: X 1
registration number.
Flight date: DD - MM -
8 DATE X
YY.
Note down all
information about the
DELAY flight delay (departure X
9 time delays more than
15 minutes)
DELAY Write down the
technical delay code. X
CODE
Short description of
REASON X
delay reasons

Page 8 - 119
24 Nov 2020
PART A

Delay time: write the
time delayed behind the
DELAY schedule
X
TIME: DELAY TIME = CHOCK
OFF – SCHEDULE (>
15’)
APPROA
Tick appropriate box for
CH
downgrade of CAT III to
9A CATEGO X
correct Approach
RY
Category Status
STATUS
Aim to reflect whatever
information related to
DEFECT aircraft in technical site
(STATE which the Crew and
IF NIL Technical Staff assume
X
FURTHE necessary. Crew is
R) required to write NIL in
case of nothing to
10A
reflect.
Write down item number
of the defects. In case
the space for content of
ITEM DEFECT is not enough, X
continue to write down
in the part bellow, but
ITEM must be re-written
ATA 4-digit ATA 100 defect
X
CODE code.
To define who reflects
10A
the defect by making a
REPORT cross letter (X) in X 2
ED BY relative box.
CREW.  ENG. 

Page 8 - 120
24 Nov 2020
PART A

Captain (PIC) of the
flight who signs to be
CAPT responsible for flight
10B X
SIGN: information (ex: delay,
....... defect in flight, Tech log,
number of landing v.v.)
This Block use for
recording all Action
taken to answer all
demand in DEFECT
block. Every defect
must be answered in
ACTION X
ACTION TAKEN. Even 3
TAKEN
when flight crew writes
“NIL” technical staff
must answer “NOTED,
THANKS”, sign and fill
in relevant CRS column.
Item number - ITEM
completed that relevant
to DEFECT item. In
10C
case the space for
content of ACTION
TAKEN is not enough,
ITEM X
continue to write down
in the part bellow, but
ITEM must be re-written
and mark (x) to CRS
column below
Write down Deferred
defect number,
Airworthiness related
A.D.D
acceptable deferred
RAISED X
defects and NON-MEL
NO.
airworthiness related
acceptable deferred
defects.

Page 8 - 121
24 Nov 2020
PART A

Write down Aircraft
A.D.D
Deferred Defect number
CLEARE X
that it has been
D NO.
rectified.
This box is used for
C.R.S Certifying staff to signed
and fill related
X
information to confirm
the works in item 10
“ACTION TAKEN”.
SIGN: Sign and, X
AUTH Write down his
X
NO.: Authorization number.
X
PLACE: Working Place.
10C
Time and date in UTC:
TIME/DAT X
DD-MM-YY.
E
COMPON Write down necessary
ENT information related to
CHANGE the component ON/OFF X
INFORMA as describe in action
TION taken block.
Item number relevant to
ITEM NO. X
“ACTION TAKEN”.
Part number of the
11 PART
installed and removed X
NUMBER
equipment.
Quantity of installed X
QTY consumable part (same
P/N)
The manufacturer serial
S/N OFF number of the
component or X
equipment removed
from the aircraft.

Page 8 - 122
24 Nov 2020
PART A

The manufacturer serial
number of the
component or X
S/N ON
equipment installed on
the aircraft.
The GRN number of the
equipment installed on X
G.R.N ON
the aircraft.
Write down the quantity
FUEL of the fuel tank on the
DISTRIBU aircraft using kg unit.
TION(KG Leave blank column if
S) there is no aircraft fuel
changes
Write down the
remaining fuel in the left
main, center, right main,
other tanks and the total
REMAINI 4
of fuel tank after the X
NG
flight.
Data is taken from
aircraft fuel indicator.
Write down the
12
remaining fuel in the left
main, center, right main,
other tanks and the total
of fuel tank before
B/F
uplifting prior to the X
FUELING
flight. If no refueling,
leave blank column.
Data is taken from
5
Write down the uplift
fuel for left main, center,
right main, other tanks
and the total of tanks.
X
UPLIFT UPLIFT = SUM - B/F
FUELING
If no refueling, leave
column blank.
Page 8 - 123
24 Nov 2020
PART A

Write down the total fuel
quantity of the available
B/F FUELING in each
tank and the quantity of
uplifting fueling in the
tanks.
SUM For the flight without X
fueling, FOB must be
filled in this box before
departure.
Data is taken from
Write down adjust fuel
(uplift or defueling)
before departure
ADJUST = | DEPART. – X
ADJUST
SUM |
5
If no refueling, leave
blank column.
Total adjusted fuel
quantity and sum of fuel
above. If no fuel
DEPART. adjustment, leave blank X
column. Data is taken
from aircraft fuel
indicator.
Write down the total
fueling on the indication
BOWSER of the fueling pumping X
(UPLIFT) machine (or fueling
pumping equipment)
fueling on the indication
X
FUEL IND of the aircraft fuel
indicator.
Write down the
difference between total
DISCREP
fueling on the browser X
ANCY
and aircraft fuel
indicator.
Page 8 - 124
24 Nov 2020
PART A

DISCREPANCY =
|TOTAL UPLIFT -
BOWSER/(UPLIFT) |
DENSITY Fuel density when uplift X

Write down the bill
FUEL number of each X
BILL NO refueling.
Certifying staff shall
write down the OIL,
OIL/ IDG HYDRAULIC data
X
/HYDRAU during maintenance.
LICS No fill: write “NIL”
Not apply: write N/A
of uplift oil for each
OIL/ engine and the total X
Uplift quantity of available oil
in the engine.
13
quantity of available oil X
TOTAL
in the engine.
IDG of uplift oils each X
UPLIFT system.
HYDRAU
LICS
of uplift fluid in each X
SYSTEM
relevant system.
S/ UPLIFT
This Block used for
Certifying staff/PIC to
certify about quantity
and quality of fuel and
“I hereby
fluid uplift to aircraft on
13A Certify X 5
block 12 and/or 13.
that... “
NAME: name of
Certifying staff/PIC
performed the fuel, oil
uplift. AUTH No:
Page 8 - 125
24 Nov 2020
PART A

authorization number of
Certifying staff/PIC
issued by AMO. SIGN:
Signature of. Staff’s/PIC
Box is used for crew to
FLIGHT
record Flight Log in X
LOG
UTC.
(UTC)
CHOCK
Time of chock on. X
ON
CHOCK
Time of chock off. X
OFF
Write down the

difference between the
14 chock on time and the
BLOCK X
chock off time:
TIME
BLOCK TIME = CHOCK
(ON – OFF)
block time and the total
PREVIOU X
block from the Previous
S LOG
Log.
block of block Time and
the total block in the
TOTAL
Previous Log. X
BLOCK
TOTAL BLOCK TIME =
TIME
PRE. LOG + BLOCK
TIME.
Write down the actual
time at the moment of X
LDG
touch – down.
Write down the actual
TAKE- time at the moment of X
OFF takeoff.

Page 8 - 126
24 Nov 2020
PART A

Write down the
difference between on
FLIGHT
LDG and Take off time: X
TIME
FLIGHT TIME = LDG -
TAKE-OFF.
PREVIOUS
flight time from the X
LOG
Previous Log.
flight hours of flight time
TOTAL and the total flight hours
FLIGHT in the Previous Log. X
TIME TOTAL FLT. TIME =
PRE. LOG + FLIGHT
TIME
Write down the data of

LANDINGS X
number of landings.

PREVIOUS block time and the total
X
LOG block from the Previous
Log.
Write down the number 6
FULL
of full stop landings of
STOP X
the aircraft (LANDING -
LDGS
TAXIING - FULL STOP)
7
Write down the number
TOUCH & of Touch and Go
X
GO (TOUCH-DOWN -
TAXING -TAKE-OFF)
TOTAL of landings total LDGs =
X
LDGS previous log + Full stop
LDGs +Touch & Go
AUTO LAND: check √ if
performed.
AUTOLA X
MANUAL LANDING:
ND CAT
leave blank.
Page 8 - 127
24 Nov 2020
PART A

Time that irregular
RECORD
situations occur in flight
EVENT X
or maintenance
TIME
required.
Circle YES if pushback
PUSH
for current Tech Log
BACK
has been used or circle X
THIS
NO if no pushback was
SECTOR
used.
Make a circle in “YES” if
ETOPS flight
ETOPS conducted. Otherwise, X
make a circle mark in
“NO”.
Writing down the
DAILY
information on daily
CHK
check completed. Make X
COMPLE
a circle mark in
TED
relevant content.
15 DATE
Date and Time in UTC
TIME X
completed.
(UTC)
Signature of authorized
SIGN X
Certifying staff.
Authorization number of
AUTH Certifying staff issued X
NO. by AMO.
PLACE Working place. X

PREFLIG Write down the X 8
16 HT / information on aircraft
TRANSIT Preflight/Transit. Write
COMPLE circle mark on
TED relevant content.
DATE X
Date and Time in UTC
TIME
of completion.
(UTC)

Page 8 - 128
24 Nov 2020
PART A

Signature of authorized
SIGN X
Certifying staff/PIC.
Authorization number of
AUTH Certifying staff issued X
NO. by AMO/PIC
X
PLACE Working place.
SIGN
Pilot-in-Command
17 FULL X
signature with full name.
NAME
Tick box In the event that the X
18 if the next content is too long and
Tech Log the next page is
page will needed, then this box
be used must be ticked in order
for the to show that there is still
same information on the next
sector page.
APU
19 hrs:.......
of hours of APU and X
Apu
APU cycles.
cyc.:......
Write down all de/anti-
20 DE/ANTI -
icing work performed X
ICING
with:
TYPE OF
FLUID Type of fluid and
APPLIED: percentage of fluid X
....../... used.
.....%
PIC signature with full
SIGN: X
name.
START:.... Starting time to perform
X
UTC the work in UTC.

Page 8 - 129
24 Nov 2020
PART A

FINISH:....
Finish time of the work. X
UTC
NOTE 1: Certifying staff makes entry during maintenance if next tech

log page used
NOTE 2: REPORTED BY: There are 02 boxes to mark defect. If crew
found the defect, mark the box “CREW”. If technician found
the defect, mark the box “ENG”.
NOTE 3: ACTION TAKEN: Certifying staff 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.
In case of PIC defers defect without maintenance action
required by MEL at unmanned station. PIC makes
appropriate entry into ACTION TAKEN column.
NOTE 4: REMAINING: Crew record in this box the remaining fuel in
each tank and in total after the flight. In case already uplift
and fuel quantity is changed due to flight cancelled or
maintenance, Technician have to record fuel remaining in
REMAINING box before new flight.
Data is taken from aircraft fuel indicator.
NOTE 5: Crew performs at unmanned station and Certifying staff
performs at manned stations
NOTE 6: Full stop Landing: the process of Landing - Taxiing - Full
Stop;
NOTE 7: Touch and Go: the process of Touch down - Taxiing -Take
off.
NOTE 8: PIC performs transit check at unmanned stations. Certifying
staff performs transit check at manned stations.

Page 8 - 130
24 Nov 2020
PART A
8.1.11.7 Delay Codes

Page 8 - 131
24 Nov 2020
PART A

Page 8 - 132
24 Nov 2020
PART A

Page 8 - 133
24 Nov 2020
PART A
8.1.11.8 Contents of a Journey Log

Reference: VAR Appendix 1 To 12.103
Unless otherwise authorized by the CAAV, the company shall use a
journey log which includes the following information:
a) The company name;
b) Aircraft nationality and registration
c) Names of crew members;
d) Duty assignments of crew members;
e) Signature of pilot-in-command;
f) Nature of flight, (general aviation, aerial work, scheduled or
unscheduled commercial air transport);
g) Date of flight;
h) Departure point;
i) Arrival point;
j) Out-of-chocks time of departure;
k) In-to-chocks time of arrival;
l) Total hours of flight time;
m) Trip events, incidents and observations.
n) The company should use the roman characters with the form labels
to clarify the content of information provided.

Page 8 - 134
24 Nov 2020
PART A

Page 8 - 135
24 Nov 2020
PART A
Notes/Column Descriptions:
Date - Local
1) Flight Number ex VJ811
2) Registry Number ex VN-A666
3) Delegated Pilot Flying
4) Departure Station
5) Arrival Station
6) Scheduled Time of Departure
7) Scheduled Time of Arrival
8) Operational Block
9) Doors Closed - Last cabin door to close
10) Chocks Off/Pushback
Page 8 - 136
24 Nov 2020
PART A
11) Chocks In
12) Block Time (11-10) is defined as the difference between column 11
and 10
13) Take Off/Airborne
14) On Ground/Landing
15) Doors Opened - First cabin door to open
16) Flight Time (14-13) is defined as the difference between column 14
and 13
Flight / Cabin Crew - Crew Name

Duty Assignment – Capt., FO, P1 etc.
Staff # - Company ID#
Sign In - Check-In time
Sign Out - (chocks) IN+30mins
Duty Time - Sign Out-Sign In
Fixed Block - Fix Pay rate
Pay Time - 15mins exceeding Fixed Block (if any)
FIT (Flight Instructor Time) - Same as Pay Time
1) Tick “” in the relevant boxes to indicate the nature of flight. If training
and revenue flight, tick both.
2) State the flight plan BLOCK fuel (as per OFP) in the “OFP BLOCK”
column.
3) State the plan take-off weight (as per OFP) and actual take-off
weight (as per EFB load sheet) in the respective columns.
4) “DEP (FOB)” should be recorded from the ECAM UPPER DISPLAY
Total fuel Indication (FOB) or from the ECAM FUEL PAGE Fuel on
Board (FOB) indication (not from fuel log) shortly before
pushback/engine start.
5) “ARR (FOB)” should be recorded the ECAM UPPER DISPLAY Total
fuel Indication (FOB) or from the ECAM FUEL PAGE Fuel on Board
(FOB) indication (not from fuel log) after engine is shut down and N1
has spooled down to 0%.
Page 8 - 137
24 Nov 2020
PART A
6) “OFP TRIP+200KG” should be recorded from the exact number

stated in the OFP. Eg. OFP TRIP 8255 – fill out 8455. Taxi fuel is
default to 200Kgs. Please amend accordingly if taxi fuel on the OFP
differs.
7) Commander's Discretion Report – Extension of Flight Duty Period
form (FTL) is to be filled and attached with the Journey Log if FDP
has been extended for more than 3 hours.
8) Delays:
Fill up TIME/CODE and DELAY REASONS/ DESCRIPTIONS.
Time reckoning:
Departure delay is defined as the difference between column 10
(OUT) and 6 (STD) >15minutes
example: OUT 06:20 STD 06:00 >00:15 = 00:05 Delay
Arrival delay is defined as the difference between column 11 (IN)
and 7 (STA) >15minutes
example: IN 08:25 STA 08:15 >00:15 = 00:10 NO DELAY
As required, fill up the Journey log diligently, including the related
delay code. Enter multiple codes if applicable. Reasons,
descriptions separated by comma (,) must be specified in the back
page.
9) Hours of FDP extension are to be recorded along with
Commander's signature in the next column.
8.1.12 List Of Documents, Forms And Additional Information On Board
Aircraft
8.1.12.1 Documents Required Onboard Aircraft
10.155 (a), VAR 12.165, VAR Appendix 12.017
a) VietJet may operate a civil aircraft when there is available in the
aircraft:
1) A current, approved AFM; or
2) An AOM (Operational Documentation) approved by the CAAV
for the AOC holder.
b) The company shall update their Aircraft Operating Manual (AOM)
when any AFM or RFM revision affects information also contained in

Page 8 - 138
24 Nov 2020
PART A
the AOM.
c) Placards, listings, instrument markings or combination thereof,
containing those operating limitations prescribed by CAAV for visual
presentation shall be displayed in the aircraft.
d) Company operating a civil aircraft shall cause the AFM to be
updated by implementing changes made mandatory by the State of
Registry.
e) Company operating a civil aircraft if it has within it the current and
approved documents appropriate to the operations.
f) The pilot may not operate a civil aircraft for flights across
international borders unless it has within it the additional documents
necessary for such flights, including:
1) A general declaration for customs;
2) A list of passenger names and points of embarkation and
destination, if applicable;
3) An aircraft radio license;
4) The procedures and visual signals relating to interception of
aircraft;
5) An English translation of the aircraft noise certificate (or
equivalent document);
6) Any other documentation that may be required by the CAAV or
States concerned with a proposed flight.
g) VietJet may not operate a civil aircraft in commercial air transport
unless the following current and approved documents must be
carried on board the aircraft during those operations:
1) Part(s) of the company’s operations manual relevant to
operation(s) conducted;
2) Aircraft Operating Manual acceptable to the CAAV;
3) MEL approved by the CAAV;
4) An English translation of a certified true copy of AOC and
authorizations, conditions and limitations for the fleet of aircraft
operated;
5) Bomb search checklist;
6) Forms for complying with the reporting requirements of the
CAAV and VietJet.

Page 8 - 139
24 Nov 2020
PART A
Format
No. Document
Electronic Paper
I Certificate 
(i) Certificate of Registration;
(ii) Certificate of Airworthiness; [VAR
12.017 (a) Appendix 2]
(iii) Recognition of Certificate of
Airworthiness (if the aircraft is not
registered in Vietnam);
(iv) Noise Certificate (if applicable);
(v) Aircraft Radio License;
(vi) Insurance Certificate;
(vii) Air Operator Certificate;
(viii) AOC Operations Specifications;
(ix) Certificate of Maintenance Review;
Note: CMR is not required for the
brand-new aircraft within 06 months
EIS.
II Flight crew Documentation: 
Each flight crew member must carry the
following:
(i) A valid flight crew license with
appropriate ratings for the purpose of
flight including medical certificate and
any approvals such as: RVSM, RNP;
(ii) Valid Passport with appropriate Visa
(if applicable);
(iii) Certificate of Vaccination (if
applicable).

Page 8 - 140
24 Nov 2020
PART A
Format
No. Document
Electronic Paper
III Operational Documentation
1 OM Part A (CAAV Approved) 
2 OM Part B (CAAV Approved) 
3 OM Part C (CAAV Approved) 
4 OM Part D (CAAV Approved) 
Aircraft Flight Manual (AFM) including
5 
CDL
6 Flight Crew Operating Manual (FCOM) 
7 Flight Crew Techniques Manual (FCTM) 
8 Master Minimum Equipment List (MMEL) 
Minimum Equipment List (MEL) (CAAV
9 
Approved)
10 Quick Reference Handbook (QRH)  
11 Weight and Balance Manual (WBM) 
12 Aircraft Handling Manual (AHM) 
13 Cabin Crew Manual (CCM)  
14 Electronic Flight Bag (EFB) Manual 
15 De-icing/Anti-icing Program Manual 
16 Enroute Charts 
17 Terminal Charts 
18 Jeppesen General Text 
19 Normal / Abnormal Emer Checklist  
20 RNP1 Checklist  
21 RVSM Checklist  
22 Altitude Conversion Table Checklist  

Page 8 - 141
24 Nov 2020
PART A
23 LVO Checklist  
24 De Anti Icing and Anti Icing Checklist  
25 Missed Approach Gradient 
26 EFB Checklist 
27 Safety on Board Emergency Evacuation

Cards
28 Aircraft Technical Logbook 
29 Bomb search checklist  
30 OSSR Form 
31 MOR Form 
IV Flight Specific Documentation (*) 
V Other Documentation (as applicable)
•
(**)
In case of loss or theft of any document listed above, electronic

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.
Each department who issue the documents, form/checklist must be

responsible for the documents’ availability onboard.
NOTES:
a) (*) Flight Specific Documentation:
1) Current maps and charts covering the area of the operations;
2) Operational flight plan;
3) Filed ATS flight plan;
4) AIS NOTAMS (Electronic or Hard Copy);
5) Operations Return, for the recording of aircraft registration,
date, flight number, duty assignment, ATD, ATA, flight times,
captain's report, etc;
6) Meteorological report (terminal and alternate forecasts
valid for the time of flights, appropriate upper wind charts and
significant weather charts) (Electronic or Hard Copy);

Page 8 - 142
24 Nov 2020
PART A
7) Notification of special categories of passengers, security

personnel (not considered as crew member), handicapped
persons, inadmissible passengers, deportees and persons in
custody;
8) Notification of special loads;
9) All mandatory written information (NOTOC) in case of special
goods including dangerous goods (if applicable);
10) Cargo manifest, General Declaration, passenger manifest;
11) Over-flight permissions;
12) Any other documents required by the states concerned
with the flight.
b) (**) Other Documentation (as applicable):
1) Catering up-lift;
2) VietJet operations and ground handling frequencies not
included in the Route Manual;
3) Payment for fuel (carnet, credit card or cash);
4) Passenger and cargo manifest.
8.1.12.2 Electronic Flight Bag (EFB)
Reference: VAR 10.178, Appendix 1 to VAR 12.153 (d) (a)(41)
a) Where portable EFBs are used on board, the pilot-in-command and
VietJet shall ensure that they do not affect the performance of the
aeroplane systems, equipment or the ability to operate the
aeroplane.
b) Where EFBs are used on board an aeroplane the pilot-in-command
and/or the VietJet shall:
1) Assess the safety risk(s) associated with each EFB function;
2) Establish the procedures for the use of, and training
requirements for, the device and each EFB function; and
3) Ensure that, in the event of an EFB failure, sufficient information
is readily available to the flight crew for the flight to be
conducted safely.
c) For instructions and training requirements for the use of the EFB,
refer to EFB Manual and EFB Training Program for more details.

Page 8 - 143
24 Nov 2020
PART A
d) Class 1 Type B EFB system is applied for all VJC flights. List of
electronic documents, requirements for EFB system application and
EFB operation procedures are specified in the EFB Manual.
e) For EFB management and administration procedure, refer to
Chapter 1, 2 - EFB Manual. For EFB procedure and guidance for
related departments, refer to Chapter 3, 4, 5 – EFB Manual, and OM
Part B 2.2.25.
8.1.12.3 Flight Crew Responsibilities
References: VAR 10.283 (c)
a) Prior to departure the flight crew must check all necessary
documents related to the flight. If there are missing documents the
Dispatch Department should be informed in sufficient time to provide
replacement documentation.
b) Upon completion of a flight the flight crew must return to the
Dispatch Office(s) flight envelope with the date, flight number and
Captain’s name noted on the outside and with the following flight
documentation inside:
1) Computer flight plan and ATS flight plan;
2) NOTAMS;
3) Completed Operations Return
4) All flight related weather information - Flight crew have to
monitor meteorological conditions during the enroute phase of
flight that includes both current and forecast conditions at the
destination airport, destination alternate airport,
5) Load and trim sheet documentation, completed NOTOC if any;
6) Fuel delivery dockets;
7) Any other flight specific documentation.
8.1.12.4 Responsibilities of Departments and Units
The following departments and unit, in the course of operation, are
responsible for assurance and update of certificates, documents and
regulations of CAAV and those of the aircraft registered states (if any)
onboard aircraft:
a) Flight Operations Department
Regularly update and supplement the assigned documents on board

Page 8 - 144
24 Nov 2020
PART A
aircraft; the documents must be recent and enough in quality.

1) Collect the feedback from crew on state of certificates and
documents on board aircraft. Provide a supplement if lost.
2) Supply the specific flights with detailed flight plans.
3) Supply crew with valid AIS, NOTAM and MET and so on.
b) Safety & Quality Assurance Department
1) Control and renew the validation of aircraft certificates (except
AOC), the Insurance Certificate and those certificates related to
Maintenance for on board updates and replacements.
2) Conduct regular check, supervision and audit on the status of
onboard documentation and certificates through Safety &
Quality Assurance Programme specified in the Company’s
Quality Manual.
3) Timely examine all documents and certificate on board aircraft.
8.1.13 Pilot Logbook
8.1.13.1 General
a) All VietJet pilots shall use VietJet’s Pilot Logbook issued and
accepted by CAAV.
b) All pilot logbook shall be checked and confirmed every 3 months by
management personnel.
c) Each pilot shall show the aeronautical training and experience used
to meet the requirements for a license or rating, or recency of
experience, by a reliable record that is acceptable to the CAAV.
d) Upon the request of an authorized representative of CAAV or a law
enforcement officer, the pilot shall provide their logbook to that
person.
8.1.13.2 Content of Pilot Logbook
Each person shall enter the following information for each flight or lesson
logged:
a) General:
1) Date;

Page 8 - 145
24 Nov 2020
PART A
2) Total flight time;

3) 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;
4) Type and identification of aircraft, approved flight simulator, or
approved flight training device as appropriate;
5) The name of inflight safety pilot, if required;
b) Type of pilot experience or training:
1) Solo;
2) PIC;
3) F/O;
4) Flight and ground training received from an authorized
instructor;
5) Training received in an approved flight simulator or approved
flight training device from an authorized instructor;
c) Conditions of flight:
1) Day or night;
2) Actual instrument;
3) Simulated instrument conditions in flight, an approved flight
simulator, or an approved flight training device by CAAV.
8.1.13.3 Logging of Flight Time and Training
a) Logging PIC flight time
1) A commercial pilot may log PIC time only for that flight time
during which that person is:
i. The sole manipulator of the controls of an aircraft for which
the pilot is rated; or
ii. Acting as PIC of an aircraft on which more than one pilot is
required under the type certification of the aircraft or the
requirements under which the flight is conducted; or
iii. Performing the duties of PIC under the supervision of a
check airman designated by the CAAV, or
iv. A sole occupant.

Page 8 - 146
24 Nov 2020
PART A
2) A qualified airline transport pilot may log as PIC time all of the
flight time while acting as PIC of an operation requiring an
airline transport pilot license.
3) An authorized instructor may log as PIC time all flight time while
acting as an authorized instructor.
b) Logging co-pilot flight time:
A person may log co-pilot flight time only for that flight time during
which that person:
1) Is qualified in accordance with the requirements of this Part for
co-pilot and occupies a pilot station of an aircraft Certificated to
be operated with a co-pilot or engaged in operations of an
aircraft certificated for a single pilot, but these types of operation
require a co-pilot;
2) Holds the appropriate category, class, and instrument rating (if
an instrument rating is required for the flight) for the aircraft
being flown in operations requiring a co-pilot.
3) Is involved in multi-crew operations that have been approved by
the CAAV.
c) Logging instrument flight time
a) A person may log instrument flight time only for that flight time
when the person operates the aircraft solely by reference to
instruments under actual or simulated instrument flight
conditions.
b) An authorized instructor may log instrument flight time when
conducting instrument flight instruction in actual instrument flight
conditions.
c) For the purposes of logging instrument flight time to meet the
recency of instrument experience requirements, the following
information shall be recorded in a person’s logbook:
i. The location and type of each instrument approach
accomplished; and
ii. The name of the inflight safety pilot, if required.
d) An approved flight simulator or approved flight training device
may be used by a person to log instrument flight time, provided
an authorized instructor is present during the simulated flight.

Page 8 - 147
24 Nov 2020
PART A
d) Logging flight instruction time

1) A person may log flight instruction time when that person
receives training from an authorized instructor in an aircraft,
approved flight simulator, or approved flight training device.
2) The flight instruction time shall be logged in a logbook and shall
be endorsed in a legible manner by the authorized instructor
and include a description of the training given, the length of the
training lesson, and the instructor’s signature, license number,
and license expiration date.
3) The pilot shall, at a minimum and in accordance with the
requirements above, log the:
i. Training and experience used to meet the eligibility
requirements for a license, rating and/or authorization
prescribed by VAR Part 7;
ii. The experience required to show recent flight experience
prescribed by VAR Parts 10, 11 or 14.
8.1.13.4 Crediting Of Flight Time
The pilot shall be authorized to credit the logged flight time toward a
higher grade of pilot license as prescribed below:
a) The holder of a pilot license shall be entitled to be credited In full
with all solo, dual instruction and pilot-in-command flight time
towards the total flight time required for the initial issue of a pilot
license or the issue of a higher grade of pilot license.
b) The holder of a pilot license, when acting as co-pilot at a pilot station
of an aircraft certificated for operation by a single pilot but required
by the CAAV to be operated with a co-pilot, shall be entitled to be
credited with not more than 50 per cent of the co-pilot flight time
towards the total flight time required for a higher grade of pilot
license. (*)
c) The holder of a pilot license may have the flight time specified in (*)
credited in full towards the total flight time required if the aircraft is
equipped (second instrument panel) to be operated by a co-pilot and
the aircraft is operated in a multi-crew operation.
d) The holder of a pilot license, when acting as co-pilot at a pilot station
of an aircraft certificated to be operated with a co-pilot, shall be
entitled to be credited in full with this flight time towards the total
flight time required for a higher grade of pilot license.
Page 8 - 148
24 Nov 2020
PART A
e) The holder of a pilot license, when acting as pilot-in-command under

supervision, shall be entitled to be credited in full with this flight time
towards the total flight time required for a higher grade of pilot
license.
8.1.14 Flight Release Required
a) No pilot may commence a flight or series of flights under a flight
following system without specific authority from the person
authorized by VietJet to exercise operational control over the flight.
b) No pilot may commence a passenger-carrying flight or series of
flights in commercial air transport for which there is a published
schedule, unless a qualified person authorized by the VJC to
perform operational control functions has issued a flight release for
that specific flight or series of flights.
Refer to VietJet’s Flight Dispatch Manual for details of item a) and b).
c) No pilot may release or commence a commercial air transport flight
or series of flights unless it has been determined to be in
compliance with the additional requirements of VAR Part 16.

Page 8 - 149
Iss05/Rev00
OPERATIONS MANUAL GROUND HANDLING INSTRUCTIONS
PART A 01 Aug 2020
8.2 GROUND HANDLING INSTRUCTIONS

8.2.1 Fueling Procedures
Reference: VAR 12.061 (A)(6), VAR 12.076 (A)(7)
8.2.1.1 Safety Precautions
a) Safety precautions must be always taken to preclude the possibility
of fire during refueling and de-fueling procedures in particular to
avoid sparks due to static electricity and other sources of ignition.
b) Aviation fuel generally does not ignite easily, but the risk of fire is
increased when the fuel is sprayed (e.g. connecting or disconnecting
fueling hoses) and in the presence of fuel vapors especially when
low flash point fuels are used. It has to be noted that fuel vapors
from the aircraft are heavier than the air. These vapors dissipate
slowly, therefore, any spark near the refueling area becomes a major
fire threat.
c) General safety precautions for fueling procedures and the list of
approved fuel types and additives are given in Aircraft Maintenance
Manual (AMM).
d) The following precautions apply during fueling operations:
1) Engine ignition system must be off;
2) The weather radar must be off;
3) High frequency (HF) radio transmissions must not to be made;
and
4) No open flame, smoking is permitted around the aircraft.
8.2.1.2 Pilot-in-command Duties Concerning Refueling
The Pilot-in-Command must ensure that:
a) The ordered fuel quantity is sufficient to meet:
1) The calculated fuel requirements for the flight (as prescribed in

OMA 8.1.7 Determination of the quantities of fuel and oil
carried)
2) Expected additional flight time due to specific weather
conditions or high traffic or any other reasons that are not
considered in the standard contingency fuel.

Page 8 - 150
Iss05/Rev00
PART A 01 Aug 2020
b) Particular care is taken in advising the refueling agency of the type,

grade and fuel quantity required, with special reference to the units
of measurement quoted (liters, US. gallons, pounds etc.)
c) The 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 Fueling or De-Fueling When Passengers Are Embarking, Onboard or
Disembarking (Where applicable)
Reference: VAR 10.195, Appendix 1 to VAR 10.195, VAR 13.065 (b);
ISM GRH 2.2.5; GRH 4.1.2.
a) General
When passengers are allowed to embark, disembark or remain on
board during fueling or de-fueling, the PIC shall ensure that OMA
8.2.1.3 are followed.
Note 1: For the purpose of this procedure, ground engineer, ground
handling agent or fueling personnel are considered as
ground crew.
Note 2: If it is not possible to follow procedure above due to
obstruction of visual contact (e.g., ambulance or catering
truck at R1 door), co-pilot takes over the duty of ground
crew or fueling shall be suspended.
b) Safety Requirements
The following additional precautions are to be observed to ensure
maximum safety during the operation:
1) The aerodrome fire services must be advised by ground crew
that refueling/de-fueling will be taking place with passengers on
board;
2) No individual items of electrical equipment may be switched on
or off while fueling/defueling is in progress;
3) Passengers has to be embarking, on board, seated and
disembarked in accordance with normal procedures;
4) The position of the fuel bowser/installation relative to the
aeroplane is to be such that it will not impede the rapid exit of
passengers if an emergency evacuation becomes necessary;
5) Ground servicing activities and work inside the aircraft, such as
catering and cleaning should be conducted in such a manner
Page 8 - 151
Iss05/Rev00
PART A 01 Aug 2020
that they do not create a hazard and allow emergency

evacuation to take place through those aisles and exits
intended for emergency evacuation;
6) The ground personnel must be able to identify dangerous
situations as they develop and immediately notify the PIC or
qualified personnel on board the aircraft when necessary;
7) Two-way communication shall be maintained, either through
the aircraft inter-communication system or other suitable
means, between the ground crew supervising the fueling
operations and the flight crew or qualified personnel onboard
the aircraft;
8) Fueling with passengers on board must not commence unless
communication between ground and flight crew is established;
9) If there is smell of fuel inside the plane, or any other harm
occurs while refueling/defueling, it must be stopped
immediately;
10) Do not fueling or defueling when:
• There are thunderstorms and lightning threatening the
safety;
• Do not raise the platforms when the wind speed exceeds 74
km/h;
• There is no way out for fuel truck in case of emergency;
• There is leakage of fuel, overflow to the refueling area, on
the aircraft, in the refueling vehicle, fueling piping system or
hose connections.
11) Fire safety perimeter:
• While the aircraft and the fueling vehicle(s) are parked in
normal fueling position, the immediate dangerous area
surrounding the aircraft and vehicles is delimited by a fire
safety perimeter;
• This area is included within a curve running 3 meters around
the tanks, the refueling hoses and the out-ground tanks;
• In case of fuel projection or running leakage, the
contaminated area will be increased of a safety distance of
3 m, added to the fire safety perimeter;

Page 8 - 152
Iss05/Rev00
PART A 01 Aug 2020
• Unless otherwise stated, no part from this fire safety

perimeter will be positioned less than 10 m from any
building;
• Restrictions and limitations for the use of devices such as
items that could be a source of ignition or fire and that
portable electronic devices. E.g. phones, portable radios,
pagers, are only used when outside of the fueling safety
zone.
c) Responsibilities
1) The Flight Crew (or the qualified personnel on board) shall
ensure:
i. The PIC may not allow an aircraft to be refueled when
passengers are embarking, on board or disembarking
unless:
• The aircraft is manned by qualified personnel ready to
initiate and direct an evacuation. A flight crew
member, or authorized ground engineer must remain
on the cockpit during fueling/de-fueling. (The qualified
person referred to above must be capable of handling
emergency procedures concerning fire protection and
firefighting, handling communications and initiating
and directing an evacuation);
• Two-way communication is maintained between the
qualified personnel in the aircraft and the ground crew
supervising the refueling;
• The PIC shall exercise extra precautions when the fuel
is other than aviation kerosene or when an open line is
used.
ii. Inform the cabin crew of the beginning and ending of
fueling;
• Whenever the refueling process is started, Flight Crew
shall inform to cabin crew using interphone to all
attendant station with following phraseology:
“Cabin Crew! Refueling in process.”
• Whenever the refueling process is completed, Flight
crew shall inform to cabin crew using interphone to all
attendant station with following phraseology:
“Cabin Crew! Refueling completed.”

Page 8 - 153
Iss05/Rev00
PART A 01 Aug 2020
iii. Listen to fire warning from the engineer/qualified ground

staff;
iv. Be prepared to initiate passenger for rapid disembarkation
through aerobridges/steps or evacuation if necessary.
Phraseology to be used:
“Attention! Cabin Crew, clear the aircraft now.”
v. Turn on the “No Smoking” sign and the “Exit” sign together
with interior lighting to enable emergency exits to be
identified;
vi. Not turn on the “Fasten seat belt” sign;
vii. Emergency lighting selected to “ARMED”.
2) Cabin Crew shall:
i. The number of cabin crew on board must not be less than
the minimum number of cabin crew required to operate the
aircraft, in which, one cabin crew member positioned by
the boarding door and be prepared for an immediate
emergency evacuation. All cabin crew members should be
positioned at their assigned doors if passengers are
already on board;
ii. Ensure communication with the pilots;
iii. The Public Address System or by other suitable means
such as the megaphone must be serviceable. Appropriate
announcements by the Pilots and the Cabin Crew shall be
made as the need arises;
iv. Ensure that “No Smoking” sign is “ON”;
v. Ensure that “Fasten seat belt” sign is “OFF”;
vi. Once received information from flight crew about the start
of refueling process, cabin crew shall make appropriate
PA announcement to passengers to ensure passengers
be informed of the conduct of the refueling/defueling; to
instruct passengers that smoking is prohibited, instruct
passengers to remain seated but to unfasten their seat
belts, instruct passengers that all mobile phones must be
switched off;
vii. Ensure that emergency exits and aisles are unobstructed:
baggage and trolleys securely stowed, no passengers
standing in the aisle or by doors;
viii. Ensure that "EXIT" sign is "ON";

Page 8 - 154
Iss05/Rev00
PART A 01 Aug 2020
ix. No oxygen is to be administered;

x. Use of toilets by passengers has to be limited, so there is
no queuing in the aisles;
xi. Ensure that cart and other service equipment such as
catering or cleaning don't risk creating hazard or hindering
an emergency evacuation;
xii. At least one (01) main cabin door must be open with
steps/ aerobridge in place for safe and rapid evacuation
for passengers in the event of emergency evacuation;
xiii. A Cabin Crew must be positioned at each opened door
when attached with steps/ aerobridge;
xiv. The ground area beneath the exits intended for
emergency evacuation and slide deployment areas must
be kept clear at doors where stairs are not in position for
use in the event of evacuation;
xv. In the event that an emergency evacuation becomes
necessary during refueling, all primary exit not provided
with steps/aerobridge should be ARMED and used. Cabin
Crew will assess for safe outside condition before initiating
passenger evacuation;
xvi. Armed doors shall never be left unattended;
xvii. Cabin Crew must be alert and prepared for an emergency
evacuation when instructed by the Captain. The Captain
shall give clear instructions on the exits to be used should
an evacuation become necessary.
3) The Ground Engineer/Personnel supervising the re/defueling
must:
i. Be authorized person;
ii. Must remain at a specified location during fueling
operations;
iii. Be able to handling emergency procedures concerning fire
protection and firefighting;
iv. Be able to handling communications;
v. Be able to initiating and directing an evacuation;
vi. Establish and maintain a two-way communication with the
pilot(s) (or the qualified personnel on board);
vii. Ensure that pilot(s), cabin crew and ramp personnel are at
their stations;
Page 8 - 155
Iss05/Rev00
PART A 01 Aug 2020
viii. Ensure that the ground areas beneath emergency exits

and slide deployment are kept clear;
ix. Ensure that the fire service is alerted;
x. Ensure that passenger boarding/disembarkation is carried
out in a controlled manner;
xi. Inform the pilot(s) of the beginning and ending of fueling;
xii. Alert pilot(s) if fire occurs, or of any hazardous
occurrences;
xiii. Stop fueling upon pilot request;
xiv. If the headset should become inoperative, ground
engineer/ personnel (as applicable must use the
established hand signal in communicating with the Cockpit
Crew);
4) The Ramp Personnel in charge of re/defueling must:
i. Follow the instructions of the engineer;
ii. Stop re/defueling if any hazard arises or by the order of
the ground engineer;
iii. A two-way communication must be established by the
communication system inside the aircraft or other
appropriate method between persons on the ground who
are monitoring the refueling/defueling and persons in the
aircraft (headset communication or face-to-face method
between ground personnel and cockpit crew).
d) Procedure
1) Re-fueling
i. Upon arrival, the Pilot is responsible for recording correctly
fuel quantities onboard as requested at the completion of
the technical log;
ii. When carrying out preflight or transit, the authorized
ground engineer/personnel will communicate with flight
crew in order to get pre-uplift fuel quantity. Then he/she
will inform to the Fuel supplier’s staff for fuel uplift;
iii. The authorized ground engineer/ personnel must monitor
the whole fueling process and on behalf of VietJet, he
signs into fuel receipt;
iv. Recording fuel uplift as the instruction is mandatory to the
authorized ground engineer/ personnel. He also must sign
off the technical log page;
Page 8 - 156
Iss05/Rev00
PART A 01 Aug 2020
v. Finally, the authorized ground engineer/ personnel informs

the pilot of the fuel quantity uplifted and completes the
technical log before departure.
2) Defueling
i. During operations if de-fueling is necessary, authorized
ground engineer shall be communicated by flight crew on
the quantity to be de-fueled;
ii. Communication with flight crew is unnecessary in cases
when the de-fuel tasks is just to avoid water in fuel tanks;
iii. The authorized ground engineer shall communicate with
the VietJet ground operations representatives and
Contracted Fuel Service Company for the vessel/tanker to
de-fuel to;
iv. The authorized ground engineer shall perform the
defueling task in accordance with the relevant AMM tasks,
other safety precautions and all additional precautions that
the local airport authority may have at that particular
area/gate/airport;
v. Make sure to complete all necessary paper work
(Technical log entry for the task) after the defuel task have
been performed.
Note 1: Before fueling, authorized ground engineer/ personnel
has to assure that the fuel to be delivered onto aircraft:
• Free of contamination;
• Is of correct grade and specification for each
aircraft type.
Note 2: During refueling, authorized ground engineer/
personnel has to comply with safety precaution
mentioned in related AMM and other requirements that
the local airport authority may have at that particular
area/gate or airport. When necessary, the actual
quantity of on-board fuel shall be measured, using
manual magnetic stick. The maintenance action shall
be recorded and certified in the relevant Technical Log
page to confirm the correct fuel quantity on-board for
the intended flight.

Page 8 - 157
Iss05/Rev00
PART A 01 Aug 2020
e) Training
1) VietJet recognizes and accepts the Training Program/Syllabus
of the Fuel Service Provider. The Fuel Service Provider only
assigns trained personnel to carry out the task of Fueling on
VietJet aircraft;
2) VietJet will provide fueling procedure documents to Fuel
Service Provider. All fueling activities for VietJet aircrafts will
base on the current approved documents of VietJet and the
Fuel Service Provider;
3) The Fuel Service Provider shall ensure training for ground
handling personnel assigned to perform aircraft fueling includes
the following training elements:
i. Safe operation of equipment;
ii. Emergency procedures;
iii. Fuel spillage avoidance response;
iv. Aircraft fueling and defueling procedures;
v. Aircraft-specific training.
8.2.1.4 Precautions With Mixed Fuels
Refueling/defueling with wide-cut fuel shall only be conducted if the
operator has established appropriate procedures taking into account the
high risk of using wide-cut fuel types.
8.2.1.4.1 Refueling/Defueling With Wide-Cut Fuel Procedure
a) ‘Wide cut fuel’ (designated JET B, JP-4 or AVTAG) is an aviation
turbine fuel that falls between gasoline and kerosene in the
distillation range and consequently, compared to kerosene (JET A
or JET A1), it has the properties of higher volatility (vapour
pressure), lower flash point and lower freezing point.
b) JET A, JET A1 JP8, TS1, RT and TH are kerosene type fuel. JET B
and JP4 are wide-cut gasoline type fuel. Wide-cut fuel (designated
JET B, JP-4 or AVTAG) falls between gasoline and kerosene in the
distillation range and consequently, compared to kerosene (JET A
or JET A1), it has the properties of higher volatility (vapor pressure),
lower flash point and lower freezing point. JP4 is used in military
aviation, but is being replaced by JP8 (kerosene type fuel), which
provide more safety.

Page 8 - 158
Iss05/Rev00
PART A 01 Aug 2020
c) Wherever possible, the flight crew should avoid the use of wide-cut
fuel types. If a situation arises such that only wide-cut fuels are
available for refueling/defueling, flight crew should be aware 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. The extra precautions set out below are
advisable to avoid arcing in the tank due to electrostatic discharge.
The risk of this type of arcing can be minimized by the use of a
static dissipation additive in the fuel. When this additive is present in
the proportions stated in the fuel specification, the normal fueling
precautions set out below are considered adequate.
d) Wide-cut fuel is considered to be ‘involved’ when it is being supplied
or when it is already present in aircraft fuel tanks.
e) More stringent precautions must be observed when refueling an
aircraft with JET B or JP4 fuel where the fuel tanks already contain
JET B or JP4 or a mixture of JET B / JP4 and JET A, JET A1 JP8,
TS1, RT or TH.
f) A major consideration when mixing fuels at normal temperatures is
the fuel air mixture that develops in the space above the fuel inside
the tank. JP4 and JET B develop an ignitable fuel air mixture at
frequently encountered ambient temperatures. When JP4 or JET B
and JET A1 are being mixed, the fuel vapor mixture with air is in the
explosive or ignitable envelope throughout the range of ground
temperatures common at the majority of airports during all or part of
the year.
g) When wide-cut fuel has been used, this should be recorded in the
technical log. The next two uplifts of fuel should be treated as though
they too involved the use of wide-cut fuel.
h) When refueling/defueling with turbine fuels not containing a static
dissipator, and where wide-cut fuels are involved, a substantial
reduction on fueling flow rate is advisable. Reduced flow rate, as
recommended by fuel suppliers and/or aeroplane manufacturers, has
the following benefits:
1) It allows more time for any static charge build-up in the fueling
equipment to dissipate before the fuel enters the tank;
2) It reduces any charge which may build up due to splashing; and
3) Until the fuel inlet point is immersed, it reduces misting in the
tank and consequently the extension of the flammable range of
the fuel.
Page 8 - 159
Iss05/Rev00
PART A 01 Aug 2020
i) The flow rate reduction necessary is dependent upon the fueling

equipment in use and the type of filtration employed on the aeroplane
fueling distribution system. It is difficult, therefore, to quote precise
flow rates. Reduction in flow rate is advisable whether pressure
fueling or over-wing fueling is employed.
j) With over-wing fueling, splashing should be avoided by making sure
that the delivery nozzle extends as far as practicable into the tank.
Caution should be exercised to avoid damaging bag tanks with the
nozzle.
k) Over-wing refueling is not permitted when wide-cut fuels are involved.
8.2.1.4.2 Fuel Freezing Point Determination
a) The freezing point of a fuel mixture varies 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) When this is not possible, consider the freezing point of the mixture to
be the same as the highest freezing point when the fuel type in lowest
quantity reaches 10% of the mixture.
c) Determination of the fuel freezing point of fuel mixtures may be
particularly a concern when operating transatlantic or transpacific
routes and when very low OAT is expected as the aircraft will have to
continuously cope with the mixture of JET A generally delivered in
USA and JET A1 elsewhere.
d) On a practical point of view, in order to determine the fuel freezing
point, apply the following:
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
e) Mixing all the residual JET A with all the refuel JET A1 to achieve
maximum dilution is not considered practical.
f) To practically achieve the best dilution, all the JET A should be placed
in the inner wing tanks as these have the largest volume (by transfer
of outer tanks JET A fuel into the inner tanks either during the
previous flight or on ground before refueling).

Page 8 - 160
Iss05/Rev00
PART A 01 Aug 2020
g) Depending on the aircraft model, inner tanks will receive fuel from the
center tank early in the flight, further diluting the JET A.
h) Placing all the JET A into the inner wing tanks potentially enables a
maximum dilution but does not guarantee that the mixture will be
homogenous. In reality, due to the compartmental structure of the
inner wing tank and the fact that the residual JET A fuel will start at
the inboard end of the tank, the concentration of JET A will be greater
near the tank’s inboard end.
i) The poor dilution of the JET A in the inner wing tank and its
concentration near the inboard end of the tank has a potentially
positive consequence. This is because the fuel near the inboard end
of the inner wing tank tends to be consumed first by the engines.
j) Thus, the concentration of the remaining JET A fuel on board, later in
flight, when low fuel temperatures might be encountered in the case
of low OATs, will be less than at takeoff. This gives a higher
confidence margin that low concentrations of JET A in JET A1 will
have a freeze point similar to JET A1 and can thus be treated as JET
A1 with respect to the cold fuel alert.
For in-flight fuel management of fuel freezing, refer to OMA 8.3.8.2.
8.2.1.5 Refueling With One Engine Running (Where applicable)
The specific procedure for refueling with one engine running is provided
in the aircraft operations manual and may only be used under the
a) The APU air supply function is unserviceable and there is no
external ground pneumatic air available;
b) Authorization from the responsible airport authority is obtained;
c) An appropriate airport fire fighting vehicle and personnel standby at
the aircraft during the entire refueling procedure;
d) One flight crew member must remain on the cockpit to monitor the
operating engine;
e) An engineer is present at the aircraft fueling station; and
f) The aircraft refueling system is fully operational (over wing filling is
not permitted).

Page 8 - 161
Iss05/Rev00
PART A 01 Aug 2020
8.2.2 Passenger and Cargo Handling Procedures

8.2.2.1 Embarking And Disembarking Passengers
a) Before disembarking or embarking, cabin stairs and guard rail(s) or
Jet way 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 refueling 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) The PIC, Purser and other person assigned by VietJet shall ensure
that, when passengers are on board the aircraft prior to movement on
the surface, at least one floor-level exit provides for egress of
passengers through normal or emergency means.
f) At stops where passengers remain on board the aircraft, the PIC, the
SCA, or both shall ensure that:
1) All engines are shut down;
2) At least one floor level exit remains open to provide for the
deplaning of passengers; and
3) 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.
8.2.2.2 Seat Allocation
a) Each passenger shall have his or her seat belt securely fastened at
any other time the PIC determines it is necessary for safety,
especially during turbulence or emergency.
b) All carry-on baggage must be stowed for takeoff and landing.
c) All crew members understand and are capable of performing their
Page 8 - 162
Iss05/Rev00
PART A 01 Aug 2020
assigned emergency duties related to emergency evacuation and

passenger safety.
d) 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).
e) No seat must be occupied by more than one person, except for an
infant held in the arms of an adult.
f) Any infant (less than 2 years old) must be attended by an adult (a
person 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 may be used for the infant.
g) The maximum permissible number of infants carried must not
exceed 10% of cabin seat configuration.
h) The number of life vests and oxygen masks per seat row must not
be less than the number of passengers of the seat row.
8.2.2.3 Exit Row Seating Assignments
Reference: VAR 13.035 (a), Appendix 1 to 13.035
a) No PIC or Purser may allow a passenger to sit in an emergency exit
row if the PIC or Purser 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.
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:
1) The person lacks sufficient mobility, strength, or dexterity in both
arms and hands, and both legs:
i. To reach upward, sideways, and downward to the location
of emergency exit and exit-slide operating mechanisms;
ii. To grasp and push, pull, turn, or otherwise manipulate
those mechanisms;
iii. To push, shove, pull, or otherwise open emergency exits;
iv. To lift out, hold, deposit on nearby seats, or manoeuvre
over the seat backs to the next row objects the size and
weight of over-wing window exit doors;
v. To remove obstructions of size and weight similar to over-
wing exit doors;

Page 8 - 163
Iss05/Rev00
PART A 01 Aug 2020
vi. To reach the emergency exit expeditiously;

vii. To maintain balance while removing obstructions;
viii. To exit expeditiously;
ix. To stabilize an escape slide after deployment; or
x. To assist others in getting off an escape slide.
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.
3) The person lacks the ability to read and understand instructions
required by this section and related to emergency evacuation
provided by VietJet in printed or graphic form or the ability to
understand oral crew commands;
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;
5) The person lacks sufficient aural capacity to hear and
understand instructions shouted by cabin crew members,
without assistance beyond a hearing aid;
6) The person lacks the ability adequately to impart information
orally to other passengers; or
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 cause the person harm if he or she performs one or more
of the functions listed above.
c) Determination as to the suitability of each person permitted to
occupy an exit seat shall be made by the persons designated in the
VietJet’s operations manual.
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.
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.

Page 8 - 164
Iss05/Rev00
PART A 01 Aug 2020
f) Each of VietJet’s check-in agent shall, prior to boarding, assign

seats consistent with the passenger selection criteria and the
emergency exit functions, to the maximum extent feasible.
g) 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:
1) Cannot meet the selection criteria;
2) Has a non-discernible condition that will prevent him or her from
performing the evacuation functions;
3) May suffer bodily harm as the result of performing one or more
of those functions; or
4) Does not wish to perform emergency exit functions.
h) 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.
i) Each passenger shall comply with instructions given by a crew
member or other authorized employee of VietJet implementing exit
seating restrictions.
j) 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.
k) In addition, a designated exit row seat will not be assigned to
passengers who are unwilling or are able to assist in the event of an
emergency due to any of the following selection criteria:
1) Cannot understand English and/or Vietnamese language;
2) Are considered to be a passenger with reduced mobility (PRM)
due physical incapacity (sensory or locomotor), intellectual
deficiency, age, illness or another other cause of disability that
would impede evacuation;
3) Are not able to hear verbal crew commands or do not have the
visual capacity to assist in an emergency;
4) Are unable to shout information to other passengers;
5) Have the responsibility of caring for small children or another
passenger;
Page 8 - 165
Iss05/Rev00
PART A 01 Aug 2020
l) Passengers seated in an exit row who, prior to boarding, decide they

wish to be re-seated will be issued another seat assignment in a
non-exit row without question and without being required to disclose
the reason for requesting re-seating.
8.2.2.4 Carriage Of Children
8.2.2.4.1 Children – 2 To 7 Years Of Age
a) Each child within the age bracket 2 to 7 years inclusive shall be
accompanied by an adult (parent or guardian) or by an adult over
eighteen years of age who is not already in charge of an infant under
2 years of age and who has been delegated to take responsibility.
b) Adults accompanying children shall be briefed by cabin crew about
relevant safety regulations, the use of life vests and in the fitting of
oxygen masks, by the adult first and then to the child/children.
8.2.2.4.2 Children – 7 to 14 Years Of Age
Any child within the age bracket 7 to 14 years should be assisted by an
adult seated near him/her. One adult may assist a group of no more than
twelve children provided this adult is not already in charge of an infant
less than 2 years of age. The adult attending children must be informed
of safety instructions, the lay out of the emergency exits and of the use of
the individual safety equipment. This adult could be a cabin crew
member in addition to the minimum cabin crew members not required for
safety duties during the flight.
8.2.2.4.3 Unaccompanied Minors (UM’s) – If Approved For Carriage
VietJet does not accept unaccompanied passengers below fourteen (14)
years of age, however if approved for carriage under exceptional
circumstances the procedure is as follows
a) 4 to 6 Years of Age:
1) Unaccompanied minors (UM’s) between 4 and 6 years old must
be escorted, with the maximum of 5 UM’s to each escort.
2) 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.
3) The children will normally be boarded before other passengers
and must not be seated in an exit row.

Page 8 - 166
Iss05/Rev00
PART A 01 Aug 2020
b) 7 to 14 Years of Age:
a) Passengers from 7 years of age and above and travelling as
UM’s need not be escorted. However, for safety reasons and if
possible, a child travelling alone should be placed next to a
sympathetic adult; preferably female. If two or more children are
travelling unaccompanied, they must be grouped in such a way
that they can be supervised by cabin crew, and assisted in the
event of any emergency situation.
b) Cabin crew must pay particular attention during the safety
briefing to ensure that these are fully understood both by
escorting (non- crew) adults and by the UM’s. UM’s shall not be
seated in the rows leading to the emergency exits, or in the
vicinity of the elderly or the disabled.
8.2.2.5 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 VietJet or VietJet's ground
handling 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 pilot-
in-command 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 VietJet and
airport authority personnel.
8.2.2.6 Sick Passengers And Persons With Reduced Mobility
a) The pilot-in-command must be informed about presence on board of
any sick passenger or persons with reduced mobility. If deemed
necessary, he may request a medical examination by a qualified
physician.
b) The pilot-in-command 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.
Page 8 - 167
Iss05/Rev00
PART A 01 Aug 2020
c) Persons with reduced mobility shall not be allocated, nor allowed to

occupy, seats where their presence could:
1) Impede the crew in performing their duties;
2) Obstruct access to emergency equipment; or
3) Impede the emergency evacuation of the aeroplane
8.2.2.7 Carriage Of Persons With Reduced Mobility
8.2.2.7.1 General
A passenger is considered to have reduced mobility (PRM) if their
movement is reduced due to physical incapacity (sensory or locomotor),
intellectual deficiency, age, illness or another other cause of disability
that requires individual assistance (on embarkation, during flight, in an
emergency evacuation and during ground handling) that is normally
not extended to other passengers. Disabled passengers are
categorized as follows:
a) Ambulatory:
A passenger who is able to board, deplane and walk around the
aircraft generally unassisted and includes the blind, deaf, mentally
retarded, etc.
b) Non-Ambulatory:
A passenger who is unable to board, deplane and walk around the
aircraft generally without assistance.
Note: This section is only concerned with flight safety regarding the
carriage of disabled passengers. Refer Passenger Handling
Manual for additional information regarding the handling of
disabled passengers.
8.2.2.7.2 Pre-Flight Briefing
Before each take-off disabled passenger(s) and any attendant(s) must be
individually briefed regarding safety procedures including the fact that in
the event of an emergency cabin crew members will assist the disabled
passenger to evacuate in the most appropriate manner.
8.2.2.7.3 Acceptance For Carriage
The following procedures apply for the acceptance for carriage of
disabled passengers:
a) Passenger must comply with VietJet requirements and regulations;
b) Carriage of the disabled passenger does not pose a threat to the
safety of other passengers and their property;

Page 8 - 168
Iss05/Rev00
PART A 01 Aug 2020
c) An adult must accompany a non-ambulatory or medical passenger.

The accompanying adult must be aged 18 years or above, healthy
and preferably a doctor or a nurse (if required by passenger’s
doctor) who accepts the responsibility to take care the disabled
passenger on the ground and during flight;
8.2.2.7.4 Conditions For Carriage
Reference: Appendix 1 to VAR 10.025, VAR 13.025 (b) (1)
a) Non-ambulatory Passengers:
1) A passenger who is unable to board, deplane and walk around
the aircraft generally without assistance. This includes
wheelchair cabin (WCHC) or stretcher (STCR) which VJ does
not carry neither WCHC nor STCR passenger.
2) Seating Restrictions:
The following seating restrictions apply:
i. Must not be allocated seats in emergency exit seat rows;
ii. Passengers with plaster casts, limited mobility due to
paralysis, artificial limb, etc should be seated so as not to
obstruct the aisle but in a seat where they can access and
egress with relative ease (e.g. a bulkhead seat);
iii. An accompanying attendant must be seated next to the
disabled passenger and allocated an aisle seat;
iv. The nearest exit to a disabled passenger’s seat must be a
floor level exit.
b) Wheelchair Passengers
1) WCHR - (R for Ramp)
Passenger who can ascend/descend aircraft steps and make
own way to cabin seat.
2) WCHS - (S for Steps)
i. Passenger who have difficulties to ascend/descend aircraft
steps but is able to make own way to cabin seat slowly.
ii. WCHS passenger can be accepted only if he/she is self-
reliant and is not a medical case (MEDA).
iii. Total WCHR and WCHS cases accepted: Eight (08)/ flight,
but WCHS cases accepted can only be a maximum of two
(02) cases.

Page 8 - 169
Iss05/Rev00
PART A 01 Aug 2020
iv. Group requesting wheelchair assistance:

• For every 5 wheelchair passengers (WCHR and WCHS)
onboard, there should be 1 escort. Escort is defined as
an able-bodied person who is above 18 years of age.
• The maximum number of wheelchair passengers in a
group without an escort should not exceed 5 per flight.
3) WCHC – (C for Cabin)
i. Passenger who is completely immobile and requires
wheelchair to/from aircraft and must be carried up/down
aircrafts steps and to/from cabin seat.
ii. VietJet does not carry WCHC passenger.
4) STCR (STRETCHER)
i. A stretcher passenger is considered as a MEDA case who
requires medical attention and/or special equipment to
remain healthy during the flight.
ii. VietJet does not carry STCR passenger.
c) Disabled Passenger Carry-on Baggage and/or Aids
Each crutch, cane or any other aid carried on board by a disabled
passenger who may need it in the event of an emergency
evacuation should be stored in a location that is readily accessible.
d) Seeing Eye Dog for the Blind, Deaf
1) Trained guide dogs and hearing dogs may be carried in the
cabin of the aircraft.
2) The passenger and the dog will normally be seated at a
bulkhead seat, where there is additional floor space. An
absorbent mat is to be placed on the floor beneath the dog and
the dog is to be restrained in a way that will prevent the dog
moving from the mat.
3) In the evacuation exercise, the operator should have infants and
special passengers.
8.2.2.7.5 When Passenger-Carrying Requirements Not Applicable
a) No passenger may be carried without compliance to the passenger
carrying requirements unless:

Page 8 - 170
Iss05/Rev00
PART A 01 Aug 2020
1) There is an approved seat with an approved seat belt for that

person;
2) That seat is located so that the occupant is not in any position
to interfere with the flight crew members performing their duties;
3) There is unobstructed access from their seat to the cockpit or a
regular or emergency exit;
4) There is a means for notifying that person when smoking is
prohibited and when seat belts shall be fastened; and
5) That person has been orally briefed by a crew member on the
use of emergency equipment and exits.
b) The passenger-carrying requirements of items above of this
paragraph do not apply when carrying:
1) A crew member not required for the flight;
2) A representative of the Authority on official duty;
3) A person necessary to the safety or security of cargo or
animals; or
4) Any person authorized by the VietJet.
8.2.2.8 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 Pilot-in-command 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) It is the pilot-in-command’s responsibility to decide if an immediate
landing is to be made. Such a situation can be considered as an
"Emergency".
e) In the event of a death in flight the pilot-in-command must advise the
relevant ground authorities, ground handling agent, through ATC, of
the State's airspace in which the death occurred and also the
destination State's authorities, if different, when entering their
airspace. The main information required is as follows:

Page 8 - 171
Iss05/Rev00
PART A 01 Aug 2020
1) Full name of the deceased passenger;

2) Nationality;
3) Date of birth;
4) Address;
5) Station of embarkation;
6) Destination; and
7) Whether accompanied by relatives or friends.
f) After landing, the pilot-in-command shall complete a report
containing the following items:
1) Full name of the deceased passenger;
2) Sex;
3) Nationality;
4) Date of birth;
5) Address;
6) Station of embarkation;
7) Flight number;
8) Route leg;
9) Number of flight hours after first embarkation;
10) Destination;
11) Time of death (hours/minutes);
12) Altitude and situation of aircraft at time of death;
13) Cause of death, if known;
14) Circumstantial details of death according to report of cabin crew;
15) Information whether passenger was ill or not.
g) One copy of the pilot-in-command ‘s report is to be provided to local
authorities, one copy to the Operations Manager and one copy to the
Safety and Security Department.
8.2.2.9 Carriage Of Inadmissible Passengers, Deportees Or Criminals
8.2.2.9.1 General
a) Inadmissible Passenger:
An inadmissible passenger is a person not admitted in a country for
some reasons, such as:

Page 8 - 172
Iss05/Rev00
PART A 01 Aug 2020
1) Invalid travel documents (passport, visa); or

2) Other reasons.
b) Deportee:
A deportee is a person entering a country legally or illegally and
required to be removed from the country by the competent
authorities. Deportees may fall into one or more of the following
categories:
1) Illegal immigrants or those persons who are banned from
entering the particular country;
2) Persons using forged or false passport or visa;
3) Persons with an expired passport or visa;
4) Persons acting against the security of the country;
5) Persons who are criminals.
c) Criminal:
A criminal is a person moved from one place to another or being
extradited for some criminal offence.
8.2.2.9.2 Responsibility for Carriage
a) Inadmissible Passenger:
It is the responsibility of the airline carrier that brought the person
into the country to transport the inadmissible passengers to his
country of origin. Such passengers can normally be transported on
as a normal passenger booking (Subject to an assessment of the
security risk).
b) Deportee and/or Criminal:
The carriage of deportees or criminals may be refused if such
carriage is considered to harm the safety of the aircraft and
passengers. If necessary, VietJet shall ask the competent authorities
for security staff or policemen to escort their deportees or criminals
throughout the flight.
8.2.2.9.3 Carriage Limitations
a) Inadmissible Passenger :
An inadmissible passenger(s), that has been carried by VietJet, and
if he/she is willing to return to his country of origin, shall be
transported in the same manner as normal passengers. If not, such
Page 8 - 173
Iss05/Rev00
PART A 01 Aug 2020
passengers shall be escorted by at least one security staff.

b) Deportee:
A deportee if not classified as a criminal shall be treated in the same
manner as an inadmissible passenger. If a deportee is a criminal,
he/she shall be transported in the same manner a criminal.
c) Criminal:
1) Each criminal must be escorted by at least one policeman or
security staff. There must be no more than five (5) criminals for
each flight.
2) The criminals must have both hands restrained throughout the
flight.
3) There must be no more than five (5) deportee, criminal,
extraditee, prisoner, wanted passengers in custody for each
flight, depending on regulations of the authority.
8.2.2.9.4 Conditions of Carriage
a) The authorities requesting the carriage of deportees or criminals are
responsible for providing the Security Department or VietJet station
managers with all the information on deportees and criminals and
reasons for their transportation and extradition.
b) Prior to acceptance of inadmissible passengers, deportees or
criminals for carriage, VietJet station managers shall inform the
Security Department and other VietJet station managers at airport
destination by phone, email or fax of such passengers so that they
can arrange escorting policemen (If necessary) and cooperate in
receiving such passengers.
c) The following passenger details shall be provided:
1) Name(s) of inadmissible, deportee or criminal;
2) Passport number and date of issue;
3) Country of issue and nationality;
4) Date of birth;
5) Sex;
6) Destination country and address;
7) Type of visa;
8) Reason for inadmissibility, deportation or criminal offence;
9) Authorities’ security assessment;
Page 8 - 174
Iss05/Rev00
PART A 01 Aug 2020
10) Whether escort is required or not;

11) Schedule of the flight designated for carriage.
d) The Director of Security has the authority to refuse the carriage of
deportee, criminal if the carriage is assessed to threat the safety of
the aircraft and passengers.
e) The local immigration officers and appropriate authorities at airport
of departure and arrival must be notified in accordance with local
laws and regulations.
8.2.2.9.5 Notification to the Pilot-In-Command and Purser
a) The VietJet station manager shall provide the pilot-in-command
with information regarding inadmissible, deportees or criminals.
Prior to boarding, the Purser must be informed of the seating
arrangement of such passengers.
b) If any suspicion concerning the safety and security of the flight is
aroused, the pilot-in-command can refuse the carriage of
inadmissible, deportees, criminals and the pilot-in-command is the
person making the final decision.
8.2.2.9.6 Boarding and Seating
a) The escort and escorted shall board the aircraft before the other
passengers and be the last to disembark and they need to ensure
the secrecy. They must be seated in the rear of the aircraft next to
the windows and away from emergency exit rows. The escort
should be seated between the escorted and the aisle. The escorted
must be kept under surveillance throughout the flight. The escorted
should not be seated near each other.
b) Passport and other travel documents of the inadmissible
passengers, deportees or criminals shall be kept by the Purser. In
case of escort requirement, the escorting policemen shall keep the
passports and hand them over to the competent authorities on
arrival.
c) No alcoholic beverages should be served to the escort and
escorted. Food may be served but metal cutlery is not to be used.
8.2.2.10 Hand Baggage
a) Passenger’s carry-on baggage to ensure that It can be adequately
and securely stowed in accordance with procedures.
Page 8 - 175
Iss05/Rev00
PART A 01 Aug 2020
b)
No pilot may allow aircraft passenger entry doors to 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.
c) It is not stowed in a location that would cause that location to be
beyond its maximum placard weight limitation.
d) All hand baggage must comply with VietJet size and weight
requirements in accordance with the international regulations.
e) Hand baggage must not impede access to emergency exit or
emergency equipment.
f) The placarded weight limitation of the overhead stowage must not
be exceeded and baggage placed in lockers must not be of a size
such that it prevents the door from being securely latched.
g) Cabin crew members are responsible to ensure that all baggage is
correctly stowed before take-off and before landing.
h) No cabin crew members may allow carry-on baggage or other items
to block access to the emergency exits when the aircraft is moving
on the surface, during takeoff or landing, or while passengers
remain on board.
8.2.2.11 Loading and Securing Items in the Aircraft
a) Applicable procedures for loading the aircraft are given VJC
Ground Operations Manual (GOM), VJC Cargo Operations Manual
(COM), Weight and Balance Manual and in the IATA "Airport
Handling Manual".
b) During loading, a qualified person must check that the cargo is
correctly positioned and secured and accessible if required.
c) Before take-off and landing cabin crew must check that galley,
trolleys and carts are securely stowed.
8.2.2.12 Special Loads and Classification of Load Compartments
a) Refer to the Weight and Balance Manual of the particular aircraft.
For the transportation of live animals, rules and procedures defined
in the IATA "Live Animals Regulations" and the VietJet Baggage
Services Manual must be adhered to.
b) For dangerous goods and weapons, refer to chapter 9.

Page 8 - 176
Iss05/Rev00
PART A 01 Aug 2020
8.2.2.13 Positioning of Ground Equipment

The correct positioning of ground equipment for servicing is presented
in the "Aircraft characteristics for Airport Planning" manual and in the
IATA "Airport Handling Manual".
8.2.2.14 Operation of Aircraft Doors
a) Refer to the applicable Operations Manual for information on the
operation of the particular aircraft doors.
b) Once all doors are closed and prior to engine start there will be a
cockpit PA announcement:
“Cabin crew, arm slides and cross check”
c) In the event that the aircraft must return to the departure gate after
the doors have been armed no attempt should be made to open
any door(s) until there is a cockpit PA announcement:
“Cabin crew, disarm slides and cross check”
d) When the aircraft approaches the gate at the arrival airport there
will be a cockpit PA announcement:
“Cabin crew, disarm slides and cross check”
8.2.2.15 Ramp Safety
a) Engine Blast and Suction Areas
1) Normally all engines will be shut down when passengers are
embarking or disembarking.
2) If for any reason passengers must be embarked or disembarked
with an engine running only the right-hand engine is permitted to
operate. The pathway for embarking or disembarking
passengers must avoid the blast and suction areas that are
defined in the Operations Manual.
b) Fire, Heat and Toxic Fumes
1) Normally in the case of a fire (e.g. a brake fire) or some other
potentially hazardous situation involving heat or toxic fumes the
airport fire service will take the responsibility for dealing with the
hazard. The fire service personnel have the training and
protective equipment to handle these situations.
2) Flight crew should not expose themselves to possible injury
when dealing with this type of situation.

Page 8 - 177
Iss05/Rev00
PART A 01 Aug 2020
c) Cargo Compartment Fire

1) The appropriate flight crew procedures are given in the
Operations Manual.
2) In the case of a cargo compartment smoke warning occurred
with cargo door closed, the ground crew should be informed not
to open the door of the affected cargo compartment unless
passengers have disembarked and fire services are present. If
the smoke warning is displayed on ground with cargo
compartment door open, the aircraft extinguishing (if installed)
agent should not be discharged.
3) The airport fire service should be notified to attend the aircraft.
d) Engine or APU Compartment Fire
1) The appropriate flight crew procedures are given in the
Operations Manual.
e) Engine Tailpipe Fire
1) The appropriate flight crew procedure is given in the
Operations Manual.
3) External fire agents can cause severe corrosive damage and
therefore should only be considered if fire persists after flight
crew procedure application or if no bleed air source is available
to motor the engine.
8.2.2.16 Supernumerary
a) A person in addition to the flight crew that is not a cabin crew
member, but is on board either a cargo or passenger aircraft
during commercial or non-commercial operations, and is not
classified as a passenger by the operator or the Authority. Such
person is typically any of the following:
1) Assigned to the flight by the operator as necessary for the
safety of operations and has certain (operator required)
knowledge and abilities gained through selection and
mandatory training (e.g. animal handler, dangerous goods
handler, cargo attendant, security guard).

Page 8 - 178
Iss05/Rev00
PART A 01 Aug 2020
2) An inspector, auditor or observer authorized by the operator

and the State to be on board the aircraft in the performance of
his or her duties (e.g. CAA flight operations inspector, IOSA
auditor, LOSA observer).
3) Assigned to a passenger flight by the operator to conduct
certain customer service activities (e.g. serving beverages,
conducting customer relations, selling tickets) in the cabin; not
designated to perform any safety duties.
4) Any other individual that has a relationship with the operator, is
not classified as a passenger by the Authority and authorized
by the operator and the State to be on board the aircraft (e.g.
loadmaster, courier, contract coordinator, individual with
operator required knowledge and abilities traveling to/from a
duty assignment, company employee or dependent in the
supernumerary compartment of a cargo aircraft).
Note: Non-operating crew members, company employees and
employee dependents occupying passenger seats on
passenger flights are typically considered passengers for the
purpose of determining the applicability of ISARPs (IOSA
Standards and Recommended Practices).
b) For flights with cabin crews onboard, cabin crews will make a
safety and security briefing before commencement the flight as
required by CCM (Cabin Crew Manual).
c) For flights without cabin crews onboard, PIC will make a safety
and security briefing before commencement the flight.
d) VJC Ramp and Cargo Duty Officer to conduct loading cargo into
the Passenger Cabin.
Refer to VJC AOSP (Aircraft Operator Security Program) for details on
VJC Supernumerary approval procedure.
8.2.2.17 Cargo in Passenger Compartment (CIPC) Operations
a) General
1) VietJet shall follow the instructions/ procedures/ limitations/
rules/ regulations concerning operations for:
i. CIPC on passenger seats;
ii. CIPC on floor after seat removal.
Refer to applicable VietJet’s manuals:

Page 8 - 179
Iss05/Rev00
PART A 01 Aug 2020
• EFBM 3.4.2 c) for details on Loadsheet – Cargo on

Cabin;
• GOM 5.4.4 - Cargo Loading in the Passenger Cabin for
Loading/Unloading process; and
• CCM 1.24 – Carriage of Cargo in Passenger
Compartment
2) The transportation of passenger together with cargo in the
passenger compartment is not allowed.
3) Operating aircraft type: A321;
4) For number of crew requirement, refer to 4.1.1.4 OM Part A;
5) Cabin-in-charge of the flight shall be purser. For additional
information for cabin crew duties and responsibilities
regarding to CIPC operation, refer to CCM 1.24 for more
detail.
6) During flight, technician’s duties and responsibility are:
• To restrain and secure CIPC when required by flight
crew/cabin crew.
• Immediately seated in the nearest seat with seatbelt
fastened whenever the “FASTEN SEATBELT” sign is on
during taxi, take-off, landing, emergency situation and
whenever directed by the PIC.
• In the event of cabin depressurization/turbulence/crew
incapacitation/evacuation, he shall follow instruction from
flight crew/cabin crew which have been briefed during
pre-flight safety briefing.
7) For flight crew, in addition to normal procedure for
commercial flight with passenger, the duties and
responsibilities for CIPC operation shall include:
i. Before commencing flight, PIC shall conduct pre-flight
safety briefing to Cabin Crew and Technician. The
briefing and shall include the location and the use of
safety equipment, but not limited to:
• Seat belts;
• Emergency exits;
• Life jackets (individual flotation devices), if required
• Lifesaving rafts, if required

Page 8 - 180
Iss05/Rev00
PART A 01 Aug 2020
• Oxygen masks;
• Emergency equipment for collective use (e.g.
firefighting equipment in case of inflight fire).
ii. During Loading and Unloading cargo in passenger
compartment:
• Flight Crew shall be informed by Load Supervisor or
Ramp Coordinator cargo before loading/unloading
starting and when its process finished.
• PIC will receive physically report from Purser.
Phraseology to be used:
“Loading of cargo is completed as per standard”
iii.Loadsheet shall be completed by flight crew before
aircraft door closed.
iv. Before door closed, PIC shall carry out final check in the
cabin to ensure that all cargo items are restrained and
secured in such a manner that it will not cause injury,
damage, obstruct aisles and exits or impede evacuation
in the event of an emergency evacuation
v. Maintain communication between cockpit-cabin and
cabin-cockpit throughout the flight.
vi. Before landing, PIC shall ensure that CIPC are
restrained and secured.
8) Designated cabin seat allocation in the passenger
compartment for taxi, takeoff and landing:
• Purser: D1L ATT Station (outbound)
• Cabin Crew: D4L ATT Station
• Technician: D1L ATT Station (inbound)
9) The following locations are not approved to transport cargo in
the cabin:
• Lavatories,
• Crew Rest Compartments,
• Bulkheads that are incapable of restraining the items
from movement,
• All locations that are identified with placards ‘No
Stowage’.
10) Procedures specified in OMA 8.3.15 must be strictly followed
for flights transporting cargo in passenger compartment.

Page 8 - 181
Iss05/Rev00
PART A 01 Aug 2020
11) The cargo loaded in passenger compartment must not

include any dangerous goods or live animals.
12) Wet cargo must not be loaded in the passenger cabin
13) The cargo being transported must be compliant with the type
of extinguishers onboard;
14) Cargo should not be placed where it can impede access to
emergency equipment;
15) Items should not be stowed in lavatories or against
bulkheads that are incapable of restraining articles against
movement forward, sideways, or upwards and unless the
bulkheads carry a placard specifying maximum capacity;
16) All placarded stowage limits apply, especially those areas
identified as 'No Stowage'. The mass of cargo shall not
exceed stowage maximum capacity limitations placarded on
or adjacent to cargo carriage locations, and shall not exceed
the structural loading limits of the floor or seats;
17) Cargo items should be stowed only in a location that is
capable of restraining it. Cargo placed in enclosed stowage
areas should not be of such size that they prevent latched
doors from being closed securely. The number/type of
restraint devices and their attachment points should be
capable of restraining the cargo in accordance with
applicable certification specifications;
18) Cargo stowage location should be such that, in the event of
an emergency evacuation, it will not hinder egress;
19) In the load planning it shall be considered that the cabin
depressurization relief vents shall remain unobstructed.
20) The LIR shall report detailed instruction on the load quantity
per cabin section and the loading/ unloading sequence.
21) Checks should be made before take-off, before landing and
whenever the fasten seat belts signs are illuminated and
under orders of PIC to ensure that cargo is properly stowed.
The cargo cannot impede evacuation from the aircraft or
cause injury by falling (or other movement) as may be
appropriate to the phase of flight;
22) Electrical loads in the cabin and galleys must be minimized
during all flight phases:
Page 8 - 182
Iss05/Rev00
PART A 01 Aug 2020
• All passenger seat power must be turned off. Prior to

turning off the passenger seat power, ensure all electrically
operated seats are in upright position.
• Power of galleys that are not in use should be turned off.
23) Air conditioning system must be configured by:
• Setting cabin temperature to 65-67 °F (18.33-19.44 °C), or
to minimum cabin temperature
• In the event of a fire in the main deck cabin, set the pack
flow to minimum or low.
24) The following personnel: VJC Station Manager, VJC Ground
Ramp and Cargo Duty Officer, Ground Handling Loading
Personnel, Flight Crew, Engineering shall ensure aircraft
loading procedures are in place that require such cargo
packages;
25) Loading Cargo in the Passenger Compartment shall be
conducted by VJC Personnel (Ramp and Cargo Duty
Officer).
b) CIPC on passenger seats
1) Number of crew requirement refers to OMA 4.1.1.4
2) Under seat storage maximum capacity is 9kg. The seat must
be equipped with a restraint bar system and the cargo shall
be placed fully underneath the seat;
3) The cargo shall not be loaded in a reclined seat;
4) The load should be evenly distributed across the seat row.
The loading on each seat is less than 75kgs;
5) The seat cargo is adequately restrained and the restraints
are attached to the seat itself and is not adjacent to structure
or seat track locations;
6) The Central Gravity of the cargo is equal to or lower than the
passenger Central Gravity shown in the Envelope Drawing of
the seats in use;
7) In the event of cargo loading onto the passenger seat,
Ground Loading Supervisor will input the total of loaded seats
by zone into the Load Summary form for Flight Crew to do
Loadsheet.
8) VJC Engineering checks and ensures that the passenger
seat in the cabin must be serviceable before loading cargo
onto the passenger seat. In the event any inoperative or
blocked seat, the cargo shall not be loaded onto that seat.
Page 8 - 183
Iss05/Rev00
PART A 01 Aug 2020
c) CIPC on floor after seat removal

1) Number of crew requirement refers to OMA 4.1.1.4;
i. The cabin crew shall be responsible for cabin security and
safety checks (including pre-flight/ pre- take-off/ pre-
landing/ in-flight and post flight check) and flight safety
procedure implementation (including firefighting,
emergency evacuation, cabin depressurization and
turbulence encounter procedures) specified in CCM
1.24.3.
ii. Purser shall conduct the survey and access all areas of
the cabin during all phases of flight to discover any
possible risk of smoke, fire, leakages or other unforeseen
circumstances that might occur in the cabin and shall co-
ordinate with cabin crews in flight safety procedures.
8.2.3 Procedures for the Refusal of Embarkation
8.2.3.1 General
The pilot-in-command has the statutory authority to refuse entry to his
aircraft of any person whose presence in flight could represent a
hazard to the safety of the aircraft or its passengers. Such persons
could include those suspected of being under the influence of alcohol
or drugs to the extent that the safety of the aircraft or its occupants is
likely to be endangered, or of suffering from any form of mental or
physical illness which could put the remaining passengers at risk. In
the case of known or declared illnesses, arrangements may be made
for such sufferers to be carried if prior medical approval has been
given, and qualified nursing personnel accompany the patient(s).
8.2.3.2 Ground Personnel Responsibility
a) In order to assist the pilot-in-command in the proper exercise of
this authority, all VietJet personnel engaged in passenger
handling and loading, including other crew members, handling
agents and check-in personnel must alert the pilot-in-command if
at any time they consider that the condition of a particular
passenger(s) could jeopardize the safety of a proposed flight.
b) If difficulty is encountered in dealing with such passengers,
particularly those who may require physical restraint, the
assistance of the airport security personnel must be requested.

Page 8 - 184
Iss05/Rev00
PART A 01 Aug 2020
c) Passengers who are refused embarkation or are disembarked

prior to departure must be left under supervision of airport
security personnel.
Refer OM Part A – Section 10 for additional information.
8.2.4 De-Icing and Anti-Icing on the Ground
Reference: VAR 12.153, Appendix 1 to VAR 12.153 (d) (a) (14), VAR
12.195, Appendix 1 to VAR 12.195]
Refer to De-icing/ Anti-icing Program Manual. This manual is also
available for use via Flysmart.

Page 8 - 185
Iss05/Rev01
OPERATIONS MANUAL FLIGHT PROCEDURES
PART A 24 Nov 2020
8.3 FLIGHT PROCEDURES

a) The flight rules are applicable to all operations of aircraft in the
airspace of Vietnam.
b) The holders of airman certificates issued by CAAV will comply with
these rules when flying outside Vietnam, except where these rules
may differ with the other State, in which case compliance with the
rules of the State being overflown is required.
8.3.1 Operating Policy
Reference: VAR 10.340, VAR 10.360 (a), VAR 10.325 (a), VAR 10.233
(a), VAR 10.027 (a)
a) No pilot may operate a civil aircraft within or over Vietnam without
complying with the operating limitations specified in the approved
AFM, markings and placards, or as otherwise prescribed by the
certifying authority for the State of Registry.
b) Unless otherwise authorized by ATS, no person may operate an
aircraft at an airspeed greater than:
1) 340 kph (180 knots) in the aerodrome traffic area.
2) 400 kph (210 knots) while in an assigned holding pattern,
unless authorized by ATS clearance for a higher airspeed.
3) 475 kph (250 knots) between the surface and 3,000 m (10,000
ft). MSL.
c) No pilot 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.
d) No pilot may commence a flight unless it has been determined by
every reasonable means available that the ground and/or water
areas and facilities available and directly required for such flight and
for the safe operation of the aircraft, are adequate, including
communication facilities and navigation aids.
Note: “Reasonable means” denotes use, at the point of departure,
of information available to the PIC either through official
information published by the aeronautical information
services or readily obtainable in other sources
Page 8 - 186
Iss05/Rev01
PART A 24 Nov 2020
e) Unless otherwise authorized by the CAAV, no pilot may operate a

Vietnam civil aircraft unless it has had the following inspections and
evidence of those inspections are carried on the aircraft:
1) For IFR operations, an altimeter and pitot-static system
inspection in the past 24 calendar months;
2) For transponder equipped aircraft, a transponder check within
the past 12 calendar months;
3) For ELT-equipped aircraft, an ELT check within the past 12
calendar months, and
Refer to AMS for detailed aircraft inspections.
Note: IFR aircraft maintained under a continuous maintenance
programme will have a different requirement other than 30-
day requirement.
f) For aircraft equipped with flight and cockpit voice recorders,
operational checks and evaluations of recordings shall be conducted
to ensure their serviceability at intervals prescribed by the CAAV.
Note: The requirements for these inspections contained in Part 4.

Page 8 - 187
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.1 VFR/IFR
10.475
a) All international flights and all domestic flights within Vietnam must
be conducted under IFR.
b) The holders of airman licenses issued by CAAV will comply with
rules of the State or region being overflown is required.
c) The PIC may not act under IFR, nor in IMC, unless he or she has,
within the preceding 6 calendar months:
1) Logged at least 6 hours of instrument flight time including at
least 3 hours in flight in the category of aircraft; and
2) Completed at least 6 instrument approaches.
d) A pilot who has completed an instrument competency check with an
authorized representative of CAAV retains currency for IFR
operations for 6 calendar months following that check.
e) No pilot may operate an aircraft in controlled airspace under IFR
unless that person has:
1) Filed an IFR flight plan; and
2) Received an appropriate ATC clearance;
3) Maintain a continuous air-ground communication watch on the
appropriate ATS frequency.
f) A pilot may elect to fly in accordance with instrument flight rules in
visual meteorological conditions or may be required to do so by the
appropriate ATS facility.
g) Each pilot operating an aircraft under IFR in level cruising flight in
controlled airspace shall maintain the altitude or flight level assigned
that aircraft by ATC.
1) An assigned that aircraft by ATC; or
2) Specified by the appropriate ATS authority in Aeronautical
Information Publications

Page 8 - 188
Iss05/Rev01
PART A 24 Nov 2020
h) In all other situations involving the selection of an IFR cruising level,

information in section 8.1.4.2 - Minimum Visibilities for VFR
Operations shall be used.
i) Operation of aircraft at minimum altitudes. Except when necessary
for takeoff or landing, no pilot may operate an aircraft under IFR
below:
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.
iii. 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.
4) Climb for obstacle clearance:
i. 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
ii. If ground obstructions intervene, each pilot shall climb to a
point beyond which that higher minimum altitude applies, at
or above the applicable MCA.
j) Non-revenue local training flights may be conducted under VFR. An
ATC flight plan must be filed for both flight categories.

Page 8 - 189
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.2 Operations Outside Controlled Airspace

Normal operations of VietJet aircraft outside controlled airspace are not
authorized.
8.3.1.3 Collision Avoidance
8.3.1.3.1 General
a) Unless otherwise specified in an air traffic control instruction, the
flight crew shall use a rate less than 8 m/ sec or 1 500 ft/min
(depending on the instrumentation available) throughout the last 300
m (1 000 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.
b) In visual meteorological conditions (VMC) cockpit crew should
maintain regular vigilance outside cockpit in order to “see and avoid”
any confliction with visual traffic.
8.3.1.3.2 Policy for Call-sign confusion
All crew members must be certain for all ATC instructions giving to their
aircraft. If there is any doubt at any call-sign, cockpit crew shall request
clarification from ATC. In particular, cleared altitudes, flight levels,
headings and runway crossing clearances are critical. Cockpit crew
should always listen out before transmitting.
In accordance with ICAO standards and in order to avoid
misunderstandings or mistakes, ATC messages or parts thereof shall be
acknowledged by reading them back and ending the read back with the
call-sign.
a) Avoidance
Aircraft with similar call-signs on the same frequency may lead to
confusion and pose a potential safety hazard. ATC controllers will
warn cockpit crew if there is any potential which may cause
confusion between similar call-signs.
Call-sign confusion can be minimized by the cockpit crew by
adhering to the following guidelines:
i. Actively monitor ATC transmissions and report to ATC if they
suspect another aircraft has accepted a clearance not intended
for them.
Page 8 - 190
Iss05/Rev01
PART A 24 Nov 2020
ii. If an instruction is not clear for both pilots, do not execute the
clearance before confirming the instruction.
iii. On first contact with ATC, cockpit crew shall report the cleared
flight level, heading and speed previously assigned unless
specifically requested not to do so by ATC. For example, when
advised to contact Director 119.1 "with call-sign only".
b) Recommendation for cockpit crew
i. Always use headsets during times of high RTF loading. Always
wear a headset when members of the cockpit crew are involved
in other tasks and may not be monitoring the RTF.
ii. Do not clip transmissions.
iii. Use full RTF call-signs at all times, unless call-sign abbreviation
has been introduced by ATC.
iv. Use correct RTF procedures and discipline at all times.
v. If in doubt about an ATC instruction, do not use read back for
confirmation. Instead, positively confirm instructions with ATC.
This procedure should also be followed if any doubt about a
clearance exists between cockpit crew.
vi. Question unexpected instructions for any stage of flight.
vii. Take extra care when members of the cockpit crew are involved
in other tasks and may not be monitoring the RTF.
viii. At critical stages of flight, cockpit crew shall actively monitor
ATC instructions and comply with them.
ix. Advise ATC if any of the following situations are observed:
• two or more aircraft with similar call signs are on the RTF
frequency;
• it is suspected that an aircraft has taken a clearance not
intended for it;
• it is suspected that another aircraft has misinterpreted an
instruction;
• a blocked transmission is observed.
x. Although it is not an official procedure, when pilots acknowledge
that two transmissions block each other, they will call out
“Blocked”.

Page 8 - 191
Iss05/Rev01
PART A 24 Nov 2020
These blocked transmitting parties should re-transmit their

messages.
xi. After a flight where an actual or potential call-sign confusion
incident is observed, cockpit crew shall file a report using the
national mandatory incident reporting system or voluntary
incident reporting system as appropriate.
8.3.1.4 Descent And Arrival
8.3.1.4.1 General
a) No pilot may continue an IFR flight toward an aerodrome of intended
landing, unless the latest available meteorological information
indicates that the conditions at that aerodrome, or at least one
destination alternate aerodrome will, at the expected time of arrival,
be at or above the specified instrument approach minima.
b) Each pilot operating a civil aircraft shall use a standard instrument
approach procedure prescribed by the State having jurisdiction over
the aerodrome, unless otherwise authorized by the Authority.
c) No person may make an instrument approach at an aerodrome
except in accordance with IFR weather minimums and the published
instrument approach procedures.
d) Authorized DH or MDA. For the purpose of this section, when the
approach procedure being used provides for and requires the use of
a DH or MDA, the authorized DH or MDA is the highest of the
following:
1) The DH or MDA prescribed by the approach procedure;
2) The DH or MDA prescribed for the PIC;
3) The DH or MDA for which the aircraft is equipped.
e) In IMC or VMC (day or night) on a track without a published STAR,
the aircraft must maintain the MEA, MORA or MSA, as applicable,
until commencement of the instrument approach procedure. Under
VMC (day or night) the aircraft should complete the appropriate
instrument approach.
f) Subject to exceptions, such as altitude/speed constraint, ATC
requirement, separation, crew should plan the descent with IDLE
thrust until shortly reaching 1000 FT AGL for ILS approach or FAF
(or Final Descent Point when FAF is not specified) for NPA.
Page 8 - 192
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.4.2 Rates Of Descent Limit

a) High rates of descent must be avoided. The following values for rate
of descent (ROD) below 5,000 AAL shall apply:
ALTITUDE ABOVE TERRAIN MAXIMUM RATE OF DESCENT

3000 ft 3000 fpm
2000 ft 2000 fpm
1000 ft 1000 fpm
Note:
• Special briefing shall be conducted if a rate of descent greater
than 1000 fpm.
• These rates are maximum allowable, aircraft performance must
be taken into account when adjusting the vertical speed during a
high-level descent.
b) Subject to local speed control, the recommend speed for initial
descent is 0.78 M or 300 kts;
c) A maximum IAS of 250 kts must be maintained below 10,000 ft on
climb or descent, unless authorized by ATC;
d) A maximum IAS of 250 kts when below 5000 ft. AAL.
Note: For further information, refer to section 2.1.15, OM Part B.
8.3.1.4.3 Non-Precision Approach Descent Profile
Pilot must ensure the proper use of a stabilized constant descent
profile during the final segment of a non-ILS (including non-precision)
approach to include:
a) Vertical Navigation (V-NAV);
b) Flight Path Angle (FPA);
c) Constant Path Angle (CPA);
d) Constant Angle Non-Precision Approaches (CANPA);
e) Other methods that provide a stabilized constant path angle for the
final segment of a non-ILS approach.
8.3.1.4.4 Visual Approach Requirements
Refer to Visual Approach Requirements in Subchapter 8.1.3.13.
Page 8 - 193
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.5 Commencement And Continuation Of An Approach

Reference: VAR 10.493, VAR 10.495, VAR 10.497
a) No pilot may continue an instrument approach below 300 m (1 000
ft) above the aerodrome elevation or into the final approach segment
unless either following condition is met:
• the reported visibility or controlling RVR is at or above the
aerodrome operating minima for that procedure; or
• with runway surface condition information available, the
aeroplane performance information indicates that a safe landing
can be made.
b) If after entering the final approach segment or after descending
below 300 m (1,000 ft) above the aerodrome elevation, the reported
visibility or controlling RVR falls below the specified minimum, the
pilot may continue the approach to DA/H or MDA/H.
c) In any case, 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.
d) Where a DH or MDA is applicable, no pilot may operate a civil
aircraft at any aerodrome or heliport below the authorized MDA, or
continue an approach below the authorized DH unless:
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) For commercial air transport operations, 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;
Page 8 - 194
Iss05/Rev01
PART A 24 Nov 2020
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
authorization prescribed by CAAV.
e) No pilot operating a civil aircraft may continue an approach-to-land
when the flight visibility is less than the visibility prescribed in the
standard instrument approach procedure being used.
f) No pilot may 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.
g) Before commencing an approach to land, the Pilot-in-command 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 contained in
the Operations Manual (refer to 8.1.3.14.3).
h) 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.
i) The Pilot-in-command 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.
j) 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.

Page 8 - 195
Iss05/Rev01
PART A 24 Nov 2020
k) 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. Where no outer marker or equivalent position (1) exists, the
Pilot-in-command 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 1000ft 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. The
approach may be continued below DA/H or MDA/H and the landing
may be completed provided that the required visual reference is
established at the DA/H or MDA/H and is maintained.
l) The touch-down zone RVR is always controlling. If reported and
relevant, the midpoint and stop end RVR are also controlling. The
minimum RVR value for the mid-point is 125 m or the required for
the touch-down zone if less, and 75 m for the stop-end.
m) For aeroplanes equipped with a roll-out guidance or control system,
the minimum RVR value for the mid-point is 75 m.
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.
(1) 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.
8.3.1.6 Stabilized Approach Requirements
The use of low drag Continuous Descent Approach technique up to the
initial approach fix is encouraged. Timely configuration change is
essential to ensure Stabilized Approach Criteria are met.
A comprehensive approach briefing including all particularities of the
approach must be performed timely.
Unstable approaches are a significant threat to operational safety. The
majority of unstable approaches result from late configuration and/or
poor energy management. Tailwinds can be a contributing factor and
should be reported to ATC when encountered during final approach.
If circumstances permit it may be advisable to request a runway change.

Page 8 - 196
Iss05/Rev01
PART A 24 Nov 2020
All flights must meet all the following criteria listed not below 1000 ft
AAL for instrument approach, not below 500 feet AAL for visual
approach and circling approach.
8.3.1.6.1 Stabilized Approach Criteria
On all instrument approaches the PIC shall ensure that the aircraft
speed, configuration and descent profile are managed to comply with the
following by 1000ft. AAL:
a) Aircraft is on correct flight path.
b) Only small changes in heading/pitch to maintain correct flight path;
c) Stabilized at VAPP taking into consideration the prevailing
conditions; Aircraft speed shall be at VAPP Bug speed +10-5kts or
GS Mini;
d) The sink rate is no greater than 1000ft/min.
e) Aircraft is in the correct landing configuration with speed brakes
retracted.
f) Engines spooled up with appropriate power setting for landing
configuration.
g) ILS approach must be flown within one dot of the glide slope or
localizer.
h) For Non-precision approach, less than 5 degree in deviation from
inbound course.
i) Visual approach/segment, less than full high or full low indication on
visual approach guidance (VASI, PAPI, etc.) unless the descent to a
landing on the intended runway manoeuvres and where such a
descent rates will allow touchdown to occur within TDZ of the
landing runway.
j) All briefing and Landing checklist completed.
If any of the above criteria is not met a “Go-Around” must be carried
out. If either pilot below 1000 ft AAL announces Go-around then a
mandatory Go-around must be carried out.
8.3.1.6.2 Mandatory Missed Approach
Mandatory cut off point for the approach is 1000ft AAL. If at 1,000ft AAL,
the Stabilized Approach criteria are not met, and the PM announce
“Unstable Approach. Go around”.
If due to a reasonable ATC speed constraint the aircraft speed does not
meet the stable approach criterion, but can reasonably be expected to
be achieved by 500ft AAL and the conditions above is met, and the
Page 8 - 197
Iss05/Rev01
PART A 24 Nov 2020
power setting is appropriate to achieve this, the PM shall announce

“STABLE” and the approach may be continued to not less than 500ft
AAL while the criteria are achieved.
The maximum reasonable speed due to ATC is as follows:
• 180kt with the distance of 6 nm
• 170kt with the distance of 5nm
• 160kt with the distance of 4nm.
If at 500ft AAL, the Stable Approach speed criteria is not achieved, or if
at any point below 1000ft AAL the approach destabilizes, the PM shall
announce “I have control. Go around” and an immediate missed
approach shall be flown.
8.3.1.6.3 Additional guidance
a) Prevailing conditions include rapid wind change and/ or turbulence.
b) Final Approach Path means the published instrument approach path
or the published constant flight path angle to the touchdown point.
c) The 1,000 ft and 500 ft AAL shall be based on the landing elevation;
d) The response to a 1,000ft RA callout is “CHECKED” after confirming
that the aircraft altitude and position are appropriate, however
during an approach, if the difference between 1,000 ft AAL and
1,000ft RA is small, only the response “STABLE/NOT STABLE” is
required.
e) If either pilot below 1,000ft AAL announces a Go-around then a Go-
around must be carried out.
8.3.1.6.4 Stable Approach Criteria Exceptions
a) For CAT II and CAT III approaches, the aircraft shall meet all Stable
Approach Criteria by 1,000 ft AAL (no speed exception).
b) Where instrument or visual procedures require level flight at or
below 1500ft AAL, landing configuration shall be achieved
immediately on leaving the final level segment and the landing
checklist completed as soon as possible.
c) Where a visual approach(1) is carried out, the aircraft is required to
be in the Landing Configuration by 1000ft, provided the approach is
stabilized on the extended runway centerline, with wings level by
500ft AAL.
d) For side step, offset or circling type approaches, the aircraft must be
established on the extended runway centerline with wings level by
500ft.
Page 8 - 198
Iss05/Rev01
PART A 24 Nov 2020
e) Unique approach procedures or abnormal conditions requiring a

deviation from the above elements of a stabilized approach, which
require a special approach briefing. Airports with these requirements
are found in Operation Manual Part C.
f) 360° or “S” turns to lose height, are NOT permitted on final
approach.
A visual approach is an approach to a runway, at an airport
conducted under IFR rules, but performed by visual reference to the
airport. This approach must be authorized and under the control of
the appropriate ATC. The pilot shall maintain visual reference to
terrain and the reported ceiling shall be at or above the approved
initial approach level. Visual approaches are not allowed with a
visibility less than 5000m.
8.3.1.6.5 Deliberate Violation of the Stable Approach Criteria
As part of the SMS program, our company has a “No blame” policy.
Punitive action will not be taken against a pilot who elects to go-around
or discontinue an approach if the stable approach criteria are not met.
However, where there is a deliberate violation of the criteria laid down
above or a failure to go around from an approach that does not meet the
criteria, flight crew are required to explain for their actions.
The criteria laid down are in line with recommendations from
manufacturers and the Flight Safety foundation and are not open to
interpretation by the flight crew.
An OSR must be submitted if an approach is continued in breach of the
stable approach policy or if the approach is discontinued.
8.3.1.6.6 Unstable Approach Go Around
PM must monitor and call-out any exceedance of parameters during
approach. PM must challenge the PF by announce deviations of set
targets and monitor response from the PF. If there is still no corrective
action by PF then a mandatory take over procedure must be done.
Condition Call-out Action by PM
“Unstable Approach. Monitor response
At 1000ft above AAL
Go around.” from PF
Monitor response and
No response from PF “We must go around”
corrective action
Set thrust levers to
No response from PF “I have control.
TOGA detent and
at 500ft above AAL Go around (flaps)”
engage AP1(2)
Page 8 - 199
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.7 Missed Approach Procedure

8.3.1.7.1 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 are not met in the
following situations:
1) When the aircraft is being operated at or 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.
8.3.1.7.2 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 localizer 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.
8.3.1.8 Monitoring During Approach
On all approaches the PM must monitor airspeed and rate of descent,
particularly below 500 FT and call if either is outside tolerance.
In adverse conditions the PM should call height, airspeed and rate of
descent each 100 FT below 500 FT.
Page 8 - 200
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.9 Communication
a) Each pilot 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.
b) SELCAL or similar automatic signaling devices may be used to
satisfy the requirement to maintain a continuous listening watch.
c) The requirement for an aircraft to maintain air-ground voice
communication watch remains in effect after CPDLC has been
established.
d) In event of communications failure, the pilot shall attempt to
establish communications with the appropriate air traffic control unit
following guidance from subchapter 8.3.1.9.8 Voice Communication
Failure.
e) 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.
f) If in visual meteorological conditions, the PIC shall:
1) 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;
2) If considered advisable, complete an IFR flight in accordance
with Subsection (e).
g) 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:
1) 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;

Page 8 - 201
Iss05/Rev01
PART A 24 Nov 2020
2) 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:
i. The time the last assigned level or minimum flight altitude is
reached; or
ii. The time the transponder is set to Code 7600; or
iii. 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;
h) When being radar vectored or having been directed by ATC to
proceed offset using area navigation (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;
i) 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 (k) below, hold over
this aid or fix until commencement of descent;
j) Commence descent from the navigation aid or fix specified in (j) 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 (j) or the last acknowledged
expected approach time, whichever is later.
k) 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 (k) or the last
acknowledged expected approach time, whichever is later.
8.3.1.9.1 Phraseology
a) Pilots are required to adhere to ICAO standard radio phraseology at
all times including clearance read-back and use of call-sign.
b) At least two flight crew members to monitor and confirm clearances
to ensure a mutual (flight crew) understanding of accepted
clearances under circumstances, as determined by the operator or
flight crew, when a missed or misunderstood clearance could pose a
safety risk to the flight;

Page 8 - 202
Iss05/Rev01
PART A 24 Nov 2020
c) Flight crew must clarify clearances with ATC whenever any flight
crew member is in doubt regarding the clearance or instruction
received.
8.3.1.9.2 Use Of Cockpit Headsets And Speakers
a) Each required flight crew member shall use an anti-noise or throat
microphone certified by manufacturer to communicate with each
other and air traffic service below the transition area or 3,000 m
(10,000 ft), whichever is lower.
b) Pilots are required to use headsets and boom microphone for
communication with ATC during critical phases of flight, from push
back/start until top of climb or TOC (which ever earlier) and from
TOC or passing top of descent (which ever later) until last engine
shutdown. Cockpit speaker(s) may be used during cruise.
c) Headsets will be used in high work load situation and:
1) From commencement of pushback/engine start until top of
climb.
2) From top of descent until the aircraft is parked and both engines
are shut down. When both pilots wear the headsets, interphone
will be used for cockpit communication except whilst the ground
engineer is on the interphone.
8.3.1.9.3 VHF Procedures
a) The VHF 1 should be used for all ATC communications. The VHF 2
should be used for VietJet company messages, as a standby and to
monitor the emergency/guard frequency (121.5). VHF 3 shall be
used for ACARS transmission.
b) At least one pilot must maintain a listening watch on the designated
VHF ATC frequency at all times.
8.3.1.9.4 Emergency/Guard Frequency
a) 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.
b) Within the Asia/Pacific region the VHF frequency 128.95 Mhz is
authorized for aircraft to aircraft "talk" and it is only to be used for
operational reasons.
Page 8 - 203
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.9.5 Calls On VietJet Company Frequency (If Available)

a) Calls on handling agent or VietJet company frequencies should
normally be made by the PM when workload permits. This applies to
post departure calls where airborne time and ETA at destination may
be required and when a pre-arrival call is required.
b) The pre-arrival calls should be made when within VHF range. Calls
should not normally be made during descent unless workload
permits.
8.3.1.9.6 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.
8.3.1.9.7 IATA In-Flight Broadcast Procedure
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.
Additional position reporting procedures required in such airspace are
detailed on the applicable Jeppesen area chart.
8.3.1.9.8 Voice Communication Failure
a) When an aircraft station fails to establish contact with the
appropriate aeronautical station on the designated channel, it shall
attempt to establish contact on the previous channel used and, if not
successful, on another channel appropriate to the route. If these
attempts fail, the aircraft station shall attempt to establish
communication with the appropriate aeronautical station, other
aeronautical stations or other aircraft using all available means and
advice the aeronautical station that contact on the assigned channel
could not be established. In addition, an aircraft operating within a
network shall monitor the appropriate VHF channel for calls from
nearby aircraft.

Page 8 - 204
Iss05/Rev01
PART A 24 Nov 2020
b) If the attempts specified under item a) fail, the aircraft station shall
transmit its message twice on the designated channel(s), preceded
by the phrase “TRANSMITTING BLIND” and, if necessary, include
the addressee(s) for which the message is intended.
Note: In network operation, a message which is transmitted blind should
be transmitted twice on both primary and secondary channels.
Before changing channel, the aircraft station should announce the
channel to which it is changing.
c) Receiver Failure
1) When an aircraft station is unable to establish communication
due to receiver failure, it shall transmit reports at the scheduled
times, or positions, on the channel in use, preceded by the
phrase “TRANSMITTING BLIND DUE TO RECEIVER
FAILURE”. The aircraft station shall transmit the intended
message, following this by a complete repetition. During this
procedure, the aircraft shall also advise the time of its next
intended transmission.
2) An aircraft which is provided with air traffic control shall, in
addition to complying with item 1 above, transmit information
regarding the intention of the PIC with respect to the
continuation of the flight of the aircraft.
3) When an aircraft is unable to establish communication due to
airborne equipment failure it shall, when so equipped, select the
appropriate SSR code to indicate radio failure.
8.3.1.10 Simulation Of Emergencies
a) The simulation of in-flight emergencies is prohibited whilst
passengers and cargo are being carried.
b) No pilot may engage in simulated instrument flight conditions by
artificial means during commercial air transport operations.
c) No pilot may cause or engage in simulate an abnormal or
emergency situation during commercial air transport operations.
8.3.1.11 Aircraft Manufacturer Procedures and Checklists
a) It is VietJet policy to operate all VietJet aircraft in accordance with
the applicable manufacturer’s procedures and checklists.
b) In the event that VietJet requires a change to such procedures
and/or checklists, the Chief Pilot shall be responsible to ensure that
any significant changes are not introduced without first considering
Page 8 - 205
Iss05/Rev01
PART A 24 Nov 2020
the human factors principles associated with the proposed change(s)

and that the proposed change(s) are confirmed.
8.3.1.12 Task Sharing
Task sharing including use of checklists, PF/PM duties and manual and
automatic flight shall be in accordance with the particular aircraft
manufacturer’s OM and the associated VietJet Standard Operating
Procedures.
8.3.1.13 Briefings
8.3.1.13.1 Pre-Departure And Pre-Landing Briefings
Reference: APPENDIX 1 TO VAR 12.153 (d) (a) (22)
a) Before each departure and arrival, a departure and approach
briefings; briefing should be made by PF to cover both Normal and
Abnormal/Emergency operations. The briefings should be concise,
structured (i.e. following the flight sequence), interactive and should
fulfill two important purposes:
1) To provide both pilots with opportunity to cross check and to
correct each other.
2) To share a common mental image of the flight.
b) Pre-departure and pre-landing briefings are set out in the
applicable aircraft type FCOM-B and/or VietJet OM-Part B 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) Departure/approach charts;
7) Minimum safe altitudes and terrain;
8) Use of automation;
9) Take-off/landing speeds and flap settings;
10) Missed approach/go-around and alternates;
11) Normal and non-normal departure and approach
considerations;
12) Safety briefing for any jump seat or observer passenger, not
type rated on the particular aircraft.
Page 8 - 206
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.13.2 Cabin Crew Briefing

The PIC shall carry out a preflight briefing of the cabin Crew covering but
not limited to the following aspects:
a) The Captain and F/O should introduce themselves to their crew;
b) Assure all crew are healthy to fly;
c) Inform the crew of any anticipated or notified delay to their flight if
any;
d) Aircraft and Bay Assignment;
e) Pax Count and Boarding
f) Discuss any last-minute changes to the published block.
g) Inform crew about the approximate taxi time that they can anticipate,
so as to have the flight secured in time for Take Off.
h) Area and type of operation
i) Special aerodrome information
j) Anticipated weather conditions immediately after take-off, initial
climb-out, the cruise and at the destination station.
8.3.1.13.3 Observer Briefing
A briefing is to be given to any approved observers travelling in the jump
seat and it is the Captain’s responsibility to ensure that this is completed.
The briefing may be given by either pilot and is to include the procedures
for observer to adhere to in the event of an emergency. The briefing is to
include which exits are available, the use of the oxygen mask and the
use of any emergency equipment located in the cockpit.
8.3.1.14 Circuit Breaker Trip/Reset
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.
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 pilot-in-command, resetting the circuit breaker is
necessary for the safe completion of the flight
8.3.1.15 Irreversible Cockpit Actions
It is VietJet policy that any actuation of a cockpit control(s) that is
irreversible must be cross-checked by a dual response from the other
cockpit crew member before actuation, including:

Page 8 - 207
Iss05/Rev01
PART A 24 Nov 2020
a) Thrust lever reduction of a failed engine;

b) Fuel master/control switch;
c) Fire handle and extinguisher switch;
d) IDG/CSD disconnect switch.
8.3.1.16 Turn After Take-Off
Turn after take-off at altitude bellow 500 ft (AGL), except for noise
abatement procedures are to be avoided. An appropriate cockpit PA
should be made advising passengers when such a turn is necessary.
8.3.1.17 Loading Of Emergency Equipment
a) VietJet shall ensure that each crew member involved in night
operations shall have a flashlight at his or her station.
b) VietJet shall ensure that each pilot crew member shall have at his or
her station an aircraft checklist containing at least the pre-takeoff,
after takeoff, before landing and emergency procedures.
c) VietJet shall ensure that each pilot crew member shall have at his or
her station current and suitable charts to cover the route of the
proposed flight and any route along which it is reasonable to expect
that the flight may be diverted.
d) Each pilot crew member wearing sunglasses will ensure that any
sunglasses worn during the exercise of airman privileges are non-
polarizing and of a neutral gray tint.
e) Crash axe or crow bar: All aircraft must be equipped with a
minimum of one crash axe or crowbar located on the cockpit.
f) 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.

Page 8 - 208
Iss05/Rev01
PART A 24 Nov 2020
Crew Protective Breathing Equipment (PBE) is located as

follows:
i. PBE intended for cockpit use shall be conveniently located
on the cockpit and be easily accessible for immediate use
by each required flight crew at their assigned duty station;
ii. Additional portable units of PBE are located in accordance
with the Hand-held fire extinguishers position
g) The oxygen required for breathing protection can be included in the
supplemental oxygen.
h) 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.
i) Hand-held fire extinguishers for passengers shall be not less than:
1) Three extinguishers for aircraft with 61 to 200 passenger seats;
2) One on the cockpit, and
3) shall be of a type that will minimize the hazard of toxic gas
concentration.
j) First Aid Kits: All aircraft must be equipped with a minimum of two
(2) first aid kits in the cabin.
k) Emergency locator transmitters (ELTs)
l) 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.
8.3.1.18 Prevention Of Runway/ Taxiway Incursion Or Collision
a) Awareness of the aircraft position relative to the airport surface:
1) 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;
2) Reference to the airport diagram and airport signage;
3) Taxi progress monitoring and/or verbal call-outs after taxiway
passage;
4) The development and/or discussion of a pre-taxi plan and taxi
route briefing;
5) The transcription of complex ATC taxi instructions;
Page 8 - 209
Iss05/Rev01
PART A 24 Nov 2020
6) Methods for maintaining situational awareness at night and

during times of reduced visibility;
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
takeoff position on the runway.
b) Operating policies and procedures for use when there is a high risk
of an incursion:
1) Managing flight crew workload prior to takeoff 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 Cockpit”;
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) Takeoff and landing runway verification and crosscheck;
10) Takeoff and landing clearance verification;
11) Questioning clearances when holding or lined up in position for
takeoff on the runway, and takeoff 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, takeoff,
and landing;
2) Appropriate transponder uses at airports with ground
surveillance radar;

Page 8 - 210
Iss05/Rev01
PART A 24 Nov 2020
3) Appropriate use of TCAS when on the runway and holding in

the takeoff 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;
8.3.1.19 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 members (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 breaks)
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.

Page 8 - 211
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.20 Noise Abatement Procedure

a) No pilot may use a different departure procedure at an aerodrome
where a noise abatement departure is applicable to the aircraft,
unless this action would not be considered safe or practical
considering the existing conditions or performance limitations.
b) Unless otherwise required by special circumstances at an
aerodrome, each pilot shall use, for any one aircraft type, the same
noise abatement procedure and profiles at all aerodromes.
c) No pilot may take-off or land an aircraft at a mass that exceeds the
maximum demonstrated for that aircraft to comply with the noise
certification standards, unless authorized by the competent authority
of the State for a specific aerodrome or runway where there is no
noise disturbance problem.
d) Pilots should conform to the published Noise Abatement Departure
Procedures (NADP) on the condition that aircraft safety is not
compromised. In conditions of anticipated or actual wind shear,
turbulence, engine failure or other operational factors a noise
abatement takeoff should not be conducted or discontinued.
8.3.1.21 Cost Index
a) The fundamental rationale of the cost index concept is to achieve
minimum trip cost by means of a trade-off between operating costs
per hour and incremental fuel burn.
b) In essence, the cost index is used to take into account the
relationship between fuel-and time-related costs.
c) The definition of the cost index for each trip (or set of routes) is
centralized by the Flight Ops Engineering department and
communicated to the flight crew via the Operational Flight Plan
(OFP).
d) The flight crew should insert the applicable cost index in the FMS
during cockpit preparation.
8.3.1.22 Taxi
a) Following the VJC company policy, the PF also performs the engine
start and taxi-in/out as described in the aircraft related operations
manuals.
b) In challenging conditions (like 180 turn on narrow runway for
example) or in case of doubt in general, the pilot-in-command shall
take over the taxi from the first officer if the latter one is PF.

Page 8 - 212
Iss05/Rev01
PART A 24 Nov 2020
Note:
1) On runways without taxi guidelines or turn pad, PIC shall
perform 180 turn
2) Some VDGS are “calibrated” for the pilot occupying the left-
hand seat only. To avoid confusion, captain on the left-hand
seat shall takes control before the final turn for parking.
8.3.1.23 Thrust Reduction And Acceleration Altitudes
Subject to published exceptions such as Noise Abatement Procedure,
800 FT (AAL) shall be used as the standard thrust reduction and
acceleration altitude.
8.3.1.24 Awareness And Call-Outs
8.3.1.24.1 General
a) One of the basic fundamentals of the “Crew Coordination Concept”
is that each Pilot must be able to supplement or act as a back-up for
the other Pilot. Proper adherence to standard call-outs as
prescribed in the FCOM is an essential element of a well-managed
cockpit. These call-outs provide situational awareness and ensure
crew understanding of the airplane systems. The absence of a
standard call-out at the appropriate time may indicate a malfunction
of an airplane system or indication, or indicate the possibility of
incapacitation of the other Pilot.
b) Both Pilots should always be aware of the airplane’s altitude,
position and situation. To enhance awareness, casual and non-
essential conversation should be avoided during critical phases of
flight, particularly during taxi, take-off, approach and landing.
Unnecessary conversation reduces efficiency and alertness and is
not recommenced when below 10,000 feet AFE/ FL100
c) The Pilot Monitoring (PM) shall make call-outs on instrument
indications or observations for the appropriate condition. In all
phases of the flight, all mode changes in the FMA must be
announced by the Pilot Flying (PF) and crosschecked by the PM.
Selections in the MCP/FCU and modifications in the MCDU must be
checked on the PFD and ND by the PF and crosschecked by the
PM
d) On the first contact with ATC, unless specifically requested not to do
so, the flight crew shall report the cleared flight level and the level
being maintained/passed, if different.

Page 8 - 213
Iss05/Rev01
PART A 24 Nov 2020
8.3.1.24.2 Altitude Awareness And Altitude Call-Outs

a) Pilots shall maintain altitude awareness. Upon receipt of an altitude
clearance, both pilots shall acknowledge the clearance. Any doubts
shall be cleared by confirming the clearance with the controller. The
pilot who selects the new altitude on the FCU/MCP shall use his
PFD as reference then call out the new target and FMA mode. The
other pilots shall call out “CHECKED” after crosschecking with his
own PFD. With the autopilot ON. The PF shall make the FCU/MCP
selections. The OM crosschecks. With the autopilot OFF, the PM
shall make the FCU/MCP selections at the request of the PF and
the PF crosschecks
b) The PM shall call out when passing 1,000 feet before the cleared
altitude or flight level, and the PF shall acknowledge.
c) The PF shall acknowledge all automated (GPWS) or PM call-outs
except altitude call-outs while below minimums. If neither Pilot hears
the automatic electronic voice call-out, either the PF or the PM shall
make the call-out.
8.3.1.24.3 Collision Avoidance Policy (See And Avoid)
a) The instrument flight rules are supplementary to the general flight
rules. Compliance with instrument flight rules not relieve a Pilot from
complying with the general flight rules. For example, in visual
meteorological conditions, it is the direct responsibility of a Pilot of
an IFR flight to avoid other aircraft, even if his flight is on controlled
area on an IFR air traffic control clearance.
b) Although it is the responsibility of ATC to maintain separation
between IFR traffic. It is nevertheless essential to maintain a good
look-out during IFR flights especially while climbing or descending in
areas of heavy traffic.
c) TCAS is designed to enhance Pilot awareness of nearby traffic and
issue advisories for timely visual acquisition or appropriate vertical
flight path maneuvers to avoid potential collision. Detailed
procedures for TCAS (TA/RA, TA Transponder only MODES and
RVSM) are in the relevant FCOM. Refer to OMA 8.3.7 - Policy and
procedures for the use of TCAS/ACAS for TCAS Event policies.
d) In addition to PF and PM duties Pilot shall monitor traffic using all
possible means (TCAS, look-out and ATC traffic advisories) during
all phases of flight especially in congested areas. The flight crew
shall maintain vigilance for conflicting visual traffic.

Page 8 - 214
Iss05/Rev01
PART A 24 Nov 2020
e) The use of exterior aircraft lights to make aircraft more conspicuous

in flight as prescribed in the SOPs shall be adhered to.
f) Due to the above requirement and other obvious reasons, reading
in the cockpit should be limited to what is essential for the safe and
efficient execution of the flight.
g) At night, the use of white light in the cockpit shall be kept to the
minimum required for adequate illumination.
8.3.1.25 Overweight Landing
8.3.1.25.1 General Information
Landing at weights greater than the certified Maximum Landing Weight
are not permitted except in exceptional circumstances (Abnormal or
Emergency situation, Air return or diversion) Refer to QRH
MISC/Overweight Landing.
Overweight Landings should not be planned.
If due to LMCs, extra fuel uplift, or fuel savings en-route, it is expected
that the flight will arrive at destination above MLW, the crew is
responsible to ensure that appropriate action is taken to land at, or
below MLW. Crew will modify the flight profile to ensure that landing
weight is less than or equal to MLW.
In case an overweight landing is unavoidable, the appropriate QRH
procedure must be followed.
8.3.1.25.2 Reporting Procedure
After an overweight landing, the aircraft requires an inspection. When at
base or outstation, MCC and OMC must be informed.
Details of the overweight landing shall be recorded in the Aircraft
Technical Log.
8.3.1.26 Hard Landing
8.3.1.26.1 General Information
Common factors inducing hard landings are: Late flare, high rate of
descent, duck-under (forward sidestick movement during flare), over-
control of sidestick, late retardation of thrust levers (power on landing),
speed below VLS during flare allowing high pitch and low energy.
Early flare may be required at specific conditions: High airport elevation,
Steeper approach slope, tailwind and increasing runway slope.

Page 8 - 215
Iss05/Rev01
PART A 24 Nov 2020
Refer to FCOM/PRO/NOR/SOP/19/A Manual Landing and

FCTM/PR/NP/SOP/250 Approach and Landing Techniques
Normal rate of descent during touchdown are between 120 to 180 feet
per minute. Touchdowns with sink rates of 360 to 420 feet per minute,
while less comfortable are often mistakenly called “Hard landings”. It
should be understood that the expression “Hard landing” in the technical
sense refers only to a landing with a rate of descent of 600 feet per
minute or higher.
8.3.1.26.2 Reporting Procedure
Hard Landings shall be recorded in the Aircraft Technical Log and the
MOR, OSR shall be filed.
LOAD 15 REPORT
Whenever a CFDS Load 15 report is automatically generated after a
landing, the Pilot-In-Command MUST annotates in the Aircraft Technical
Log “Suspected Hard Landing, Load 15 Report Automatically
Generated”.
If flight crew suspected a hard landing that Load 15 report is not
automatically generated, the flight crew shall inform MCC and OMC in
advance.
Maintenance will decipher the Load 15 report to determine the level of
exceedance and if any necessary inspection is required before releasing
the aircraft.
8.3.2 Navigation Procedures
Reference: VAR 10.363, VAR 10.400, Appendix 01 to VAR 10.363
a) No pilot may operate in airspace or on routes for where PBN (RNP),
RVSM performance specifications have been prescribed without a
written approval issued by the CAAV indicating:
1) The navigation and communications capability of the aircraft
satisfies the requirements specified for such operations;
2) The VJC has instituted appropriate procedures in respect of
continued airworthiness (maintenance and repair) practices and
program; and
3) The VJC has instituted appropriate flight crew procedures for
operations in RVSM airspace.

Page 8 - 216
Iss05/Rev01
PART A 24 Nov 2020
4) The approval is valid globally only when any operating

procedures specific to a given region are stated in the
operations manual or appropriate crew guidance.
5) For operations where a navigation specification for PBN has
been prescribed, VietJet shall established and documented:
i. Normal and abnormal procedures including contingency
procedures;
ii. Flight crew qualification and proficiency requirements in
accordance with the appropriate navigation specifications;
iii. A training programme for relevant personnel consistent
with the intended operations;
iv. Appropriate maintenance procedures to ensure continued
airworthiness in accordance with the appropriate navigation
specifications;
v. Additional requirements determined to be necessary for
safety.
b) No pilot may operate an aircraft in airspace or on routes requiring a
special authorization by the CAAV, except in accordance with the
conditions of the procedures and restrictions required for this
airspace.
c) The VJC 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.
d) Unless otherwise authorized 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
center line of that route; or
2) When on any other route, operate directly between the
navigation facilities and/or points defining that route.
e) 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
Page 8 - 217
Iss05/Rev01
PART A 24 Nov 2020
f) The PIC of a controlled flight shall notify the appropriate ATC facility
of any deviations of paragraph (b) or (c).
8.3.2.1 General
a) Following information details VJC policy with respect to Navigation
Procedures. Detailed procedures for each specific aircraft type are
detailed in the applicable OM and Part – B (Aircraft Standard
Operating Procedures).
b) Navigation equipment which will enable VJC aircraft to proceed in
accordance with:
1) The flight plan;
2) Prescribed RNP (required navigational performance) types; and
3) The requirements of air traffic services
c) List of navigation equipment to be carried on VJC aircraft:
1) The Air Data and Inertial System (ADIRS) supply temperature,
anemometric, barometric, and inertial parameters to the EFIS
system and to other user systems;
2) The Globe Positioning System (GPS) is a satellite-based radio
navigation aid Worldwide, 24 satellites broadcast accurate
navigation data that aircraft can use for precise determination of
its position;
3) The Integrated Stand by Instrument System (ISIS) provides a
third source of information and display to the crew;
4) Radio Altimeter;
5) ATC Transponder is capable of enhanced surveillance;
6) Weather radar can display the weather image from their ND by
setting the associated brightness control to the minimum;
7) The Ground Proximity Warning System (GPWS) generates
aural and visual warning, when one of the following conditions
occurs between radio altitudes 30 ft and 2450 ft:.
i. Excessive rate of descend;
ii. Excessive terrain closure rate;
iii. Altitude loss after take-off, go around;
iv. Usable terrain clearance when not in landing configuration
v. Too far below glideslope;

Page 8 - 218
Iss05/Rev01
PART A 24 Nov 2020
8) The Traffic Alert and Collision Avoidance System (TCAS)

detects any aircraft, equipped with transponder, flying in its
vicinity, issues vertical orders to avoid conflict;
9) Radio Navigation: 2 VOR receivers, 2 ILS receivers, 1 ADF
system, 2 DMEs, 1 Marker Beacon system is included in VOR
receiver 1.
8.3.2.1.1 Navigational Accuracy
a) The company shall have, for each proposed route or area, that the
navigational systems and facilities it uses capable of navigating the
aircraft:
1) Within the degree of accuracy required for ATC; and
2) To the aerodromes in the operational flight plan within the
degree of accuracy necessary for the operation involved.
b) In situations without adequate navigation systems reference, the
CAAV may authorize day VFR operations that can be conducted
safely by pilotage because of the characteristics of the terrain.
c) Except for those navigational aids required for routes to alternate
aerodromes, the CAAV will list in the AOC holder's operations
specifications non-visual ground aids required for approval of routes
outside of controlled airspace.
d) Non-visual ground aids are not required for night VFR operations on
routes that the certificate holder shows have reliably lighted
landmarks adequate for safe operation.
e) Operations on route segments where the use of celestial or other
specialized means of navigation shall be approved by the CAAV.
8.3.2.2 FMS Data Base
The FMS 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:
Page 8 - 219
Iss05/Rev01
PART A 24 Nov 2020
a) 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
b) 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
c) Apply following procedures during cockpit preparation:
1) Crosscheck, as applicable, RNAV/RNP, conventional SID,
STAR, APPR procedures with the current aeronautical
information (Paper chart or e-charts).
i. 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.
ii. 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.
2) For airways navigation, crosscheck the navigation database
airways with the CFP (Computerized Flight Plan) or with the
current aeronautical information (Paper charts or e-charts).
i. If the complete airways are identical: Use the applicable
airways of the out of date navigation database.
ii. If the airways are not identical: Insert new routings
according to the current airways (CFP or current
aeronautical information).
d) 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 VJC 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.

Page 8 - 220
Iss05/Rev01
PART A 24 Nov 2020
e) The VJC shall implement procedures to ensure proper monitoring of

the process and products
f) 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.
8.3.2.3 FMS Route And 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 VietJet routes are installed in the FMS the computer flight plan
must be used as the master document. If there is discrepancy
between the computer flight plan and the MS VietJet route, the FMS
route must be changed to reflect the route detailed in the computer
flight plan.
8.3.2.4 FMS Procedures
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; and

Page 8 - 221
Iss05/Rev01
PART A 24 Nov 2020
4) Prior to entering an area of long-range navigation, particularly

over water or over remote areas, a positive check aircraft
position, fuel requirements and radio serviceability must be
conducted.
c) The FMS is not to be used as a primary navigation reference during
IFR flight below the lowest safe altitude.
8.3.2.5 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.
c) Change of the active waypoint.
d) Change of cruise altitude.
e) Change of waypoints within the active flight plan or the active route.
f) Pilots must perform 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,
iii. 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.)
2) The use of an appropriate level of automation (such as the use
of autopilot, modes and the planned autopilot disengagement
point) for the task, including manual flying
i. Prior to entering an area of long-range navigation,
particularly over water or over remote areas, a positive
check aircraft position, fuel requirements and radio
serviceability must be conducted.
Page 8 - 222
Iss05/Rev01
PART A 24 Nov 2020
ii. The FMS is not to be used as a primary navigation

reference during IFR flight below the lowest safe altitude.
iii. Navigation accuracy must be checked prior to approach
and after prolonged flying except the aircraft equipped GPS
primary.
3) Flight crew’s responsibility of Navigation process:
i.If the aircraft unintentionally deviates off track, the flight
crew shall adjust the heading of the aircraft to regain track
as soon as practicable. Flight Crew shall inform the
appropriate ATC facility if the average true airspeed at
cruising level between reporting points varies from that
given in the flight plan or is expected to vary by plus or
minus 5 per cent of the true airspeed.
ii. Flight Crew shall notify the appropriate ATC facility and give
a revised estimated time given as soon as possible if the
time estimate for a reporting point, flight information region
boundary, or destination aerodrome, whichever comes
first, is found to be in excess of three minutes from that
notified to ATC, or such other period of time as is
prescribed by the appropriate ATC authority or on the basis
of air navigation regional agreements.
iii. Each Flight crew member shall report, without delay, any
inadequacy or irregularity of a facility or navigational aid
observed in the course of operations to the SQA/Safety.
SQA is responsible for informing suitable ATM (Air Traffic
Management).
8.3.2.6 RVSM Procedures
Reference: VAR 12.040, Appendix to VAR 12.040
a) The vertical navigation performance capability of the aeroplane must
satisfies the specified requirements.
b) In respect of groups of aeroplanes that are nominally of identical
design and build with respect to all details that could influence the
accuracy of height-keeping performance, the height-keeping
performance capability shall be such that the total vertical error
(TVE) for the group of aeroplanes shall have a mean no greater
than 25 m (80 ft) in magnitude and shall have a standard
deviation no greater than 28 - 0.013z2 for 0 s z s 25 when z is
the magnitude of the mean TVE in meters, or 92 - 0.00422 for 0 s z
80 where z is in feet.
Page 8 - 223
Iss05/Rev01
PART A 24 Nov 2020
c) In addition, the components of TVE shall have the following

characteristics
d) The mean altimetry system error (ASE) of the group shall not exceed
25 m (80 ft) in magnitude;
e) The sum of the absolute value of the mean ASE and of three
standard deviations of ASE shall not exceed 75 m (245 ft); and
f) The differences between cleared flight level and the indicated
pressure altitude actually flown shall be symmetric.
g) About a mean of 0 m, with a standard deviation no greater than 13.3
m (43.7 ft), and in addition, the decrease in the frequency of
differences with increasing difference magnitude shall be at least
exponential.
h) In respect of aeroplanes for which the characteristics of the airframe
and altimetry system fit are unique and so cannot be classified as
belonging to a group of aeroplanes encompassed by paragraph 1,
the height-keeping performance capability shall be such that the
components of the TVE of the aeroplane have the following
characteristics:
1) The ASE of the aeroplane shall not exceed 60 m (200 ft) in
magnitude under all flight conditions; and the differences
between the cleared flight level and the indicated pressure
altitude actually flown shall be symmetric about a mean of 0 m,
with a standard deviation no greater than 13.3 m (43.7 ft), and
2) In addition, the decrease in the frequency of differences with
increasing difference magnitude shall be at least exponential.
8.3.2.6.1 Flight Planning
During flight planning, the flight crew and dispatchers, if applicable,
should pay particular attention to conditions which may affect operation in
RVSM airspace; including
a) Verifying that the aircraft is approved for RVSM operations;
b) Annotating the flight plan to be filed with the Air Traffic Service
Provider to show that the aircraft and operator are approved for
RVSM operations. Block 10 (Equipment) of the ICAO flight plan
should be annotated with the letter
c) “W” to show RVSM approval;
d) Reported and forecast weather conditions on the route of flight; and
Page 8 - 224
Iss05/Rev01
PART A 24 Nov 2020
e) Minimum equipment (MEL) requirements pertaining to height-

keeping systems.
8.3.2.6.2 Pre-Flight
The following actions should be accomplished during pre-flight:
a) Review of Technical Log to ascertain the condition of equipment
required for flight in the RVSM airspace;
b) During the external inspection of aircraft, particular attention
should be paid to the condition of static sources and the condition of
the fuselage skin in the vicinity of each static source and any other
component that affects altimetry system accuracy (this check may
be accomplished by a qualified and authorized person other than the
pilot, e.g. maintenance personnel);
c) Before take-off, the aircraft altimeters should be set to the local
altimeter (QNH) setting and should display the field elevation within
± 75FT;
d) Before take-off, equipment required for flight in RVSM airspace
should be operational, and indications of malfunction should be
resolved.
8.3.2.6.3 Prior To Entry Into RVSM Airspace
Prior to entry into RVSM airspace the following equipment should be
operating normally:
a) Two (2) independent altitude reporting systems;
b) One (1) automatic altitude-control system;
c) One (1) altitude-alerting device; and
d) One transponder with altitude reporting capability which can be
connected to altitude holding system.
Should any of the required equipment fail prior to the aircraft entering
RVSM airspace, the pilot should request a new clearance so as to avoid
flight in this airspace.
Before entering RVSM airspace, the initial altimeter, cross check of
primary and standby altimeters should be recorded.

Page 8 - 225
Iss05/Rev01
PART A 24 Nov 2020
8.3.2.6.4 In-Flight Procedures

Reference: Appendix 1 to VAR 12.153 (d) (a) (21)
a) Flight crews must 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;
b) The altimeter sub-scale on all primary altimeters should be set to
1013.2 when passing the transition altitude, and rechecked for
proper altimeter setting when reaching the initial cleared flight level;
c) 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 is conducting
contingency or emergency maneuvers;
d) When changing levels, the aircraft should not be allowed to
overshoot or undershoot the cleared flight level by more than 150
FT;
Note: It is recommended that the level off be accomplished using the
auto-pilot altitude capture feature. Refer to FCTM AS-FG-10-1 for
Instructions on the use of auto pilots and auto-throttles in IMC.
e) An auto-pilot altitude hold function should be operative and engaged
during level cruise, except when circumstances 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;
f) Ensure that the altitude-alerting system is operative;
g) At intervals of approximately one hour a cross-check between the
primary altimeters should be made. A minimum of two will need to
agree within ± 200 FT. Failure to meet this condition will require that
the altimetry system be reported as defective and notified to ATC;
Note: The usual scan of cockpit instruments should suffice for altimeter
crosschecking on most flights.
h) Normally, the altimetry system being used to control the aircraft
should be selected to provide the input to the altitude-reporting
transponder transmitting information to ATC.
i) If the pilot is notified by ATC of an assigned altitude deviation error
which exceeds 300 FT then the pilot should take action to return to
the cleared flight level as quickly as possible.
Page 8 - 226
Iss05/Rev01
PART A 24 Nov 2020
8.3.2.6.5 Post Flight

The flight crew must report any malfunction or deviation in relation with
the altitude keeping capability and any failure of the required equipment
for RVSM. In making a technical log entry against a malfunction in height
keeping systems, the flight crew should provide sufficient detail to enable
maintenance to effectively troubleshoot and repair the system such as
the following:
a) Primary and standby altimeter readings;
b) Altitude selector setting;
c) Sub-scale setting on altimeters;
d) Auto-pilot used to control the aircraft and any differences when an
alternative auto-pilot system was selected;
e) Differences in altimeter readings, if alternate static ports selected;
f) Use of air data computer selector for fault diagnosis procedure;
g) The transponder selected to provide altitude information to ATC and
any difference noted when an alternative transponder was selected
8.3.2.7 Contingency Procedures
Reference: VAR 12.153 (d) (a) (19)
Departure Contingency procedures must be satisfied 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:
a) The net take-off flight path shall be determined in such a way that
the aeroplane clears all obstacles by a vertical distance of at least
35 ft or by a horizontal distance of at least 90 m plus 0.125 × D,
where D is the horizontal distance the aeroplane has travelled from
the end of the take-off distance available (TODA) or the end of the
take-off distance if a turn is scheduled before the end of the TODA.
For aeroplanes with a wingspan of less than 60 m, a horizontal
obstacle clearance of half the aeroplane wingspan plus 60 m, plus
0.125 × D may be used.
b) When showing compliance with (a):
1) The following items shall be taken into account:
i. The mass of the aeroplane at the commencement of the
take-off run;
ii. The pressure altitude at the aerodrome;
iii. The ambient temperature at the aerodrome; and
Page 8 - 227
Iss05/Rev01
PART A 24 Nov 2020
iv. Not more than 50% of the reported headwind component

or not less than 150% of the reported tailwind component.
2) 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 TORA. Thereafter, up to a height of 400 ft it is
assumed that the aeroplane is banked by no more than 15°.
Above 400 ft height bank angles greater than 15°, but not more
than 25° may be scheduled.
3) Any part of the net take-off flight path in which the aeroplane is
banked by more than 15° shall clear all obstacles within the
horizontal distances specified in (a), (b)(6) and (b)(7) by a
vertical distance of at least 50 ft.
4) Operations that apply increased bank angles of not more than
20° between 200 ft and 400 ft, or not more than 30° above 400
ft, shall be carried out in accordance with CAT.POL.A.240.
5) Adequate allowance shall be made for the effect of bank angle
on operating speeds and flight path including the distance
increments resulting from increased operating speeds.
6) For cases where the intended flight path does not require track
changes of more than 15°, the operator does not need to
consider those obstacles that have a lateral distance greater
than:
i. 300 m, if the pilot is able to maintain the required
navigational accuracy through the obstacle accountability
area; or
ii. 600 m, for flights under all other conditions.
7) For cases where the intended flight path requires track changes
of more than 15°, the operator does not need to consider those
obstacles that have a lateral distance greater than:
i. 600 m, if the pilot is able to maintain the re required
navigational accuracy through the obstacle accountability
area; or
ii. 900 m, for flights under all other conditions
c) Although all possible contingencies cannot be covered, the following
procedures provide for the more frequent cases such as:
1) Inability to maintain assigned flight level due to meteorological
conditions, aircraft performance or pressurization failure;
2) En route diversion across the prevailing traffic flow; and

Page 8 - 228
Iss05/Rev01
PART A 24 Nov 2020
3) Loss of, or significant reduction in, the required navigation

capability when operating in an airspace where the navigation or
height keeping (RVSM) performance accuracy is a prerequisite
to the safe conduct of flight operations.
d) These procedures are applicable primarily when rapid descent
and/or turn-back or diversion is required. The pilot’s judgment shall
determine the sequence of actions to be taken, having regard to the
prevailing circumstances. Air traffic control shall render all possible
assistance.
e) During operations above FL 250 pilots should be aware of preferred
flight paths, in the event that a rapid descent becomes necessary,
by taking into consideration other traffic, terrain, restricted airspace,
etc.
f) If an aircraft is unable to continue the flight in accordance with its
ATC clearance, and/or an aircraft is unable to maintain the
navigation performance accuracy specified for the airspace, a
revised clearance shall be obtained, whenever possible, prior to
initiating any action.
g) The radiotelephony distress signal (MAYDAY) or urgency signal
(PAN PAN) preferably spoken three times shall be used as
appropriate. Subsequent ATC action with respect to that aircraft
shall be based on the intentions of the pilot and the overall air traffic
situation.
h) If prior clearance cannot be obtained, an ATC clearance shall be
obtained at the earliest possible time and, until a revised clearance
is received, the pilot shall:
1) Leave the assigned route or track by initially turning 90 degrees
to the right or to the left. When possible, the direction of the turn
should be determined by the position of the aircraft relative to
any organized route or track system. Other factors which may
affect the direction of the turn are:
i. The direction to an alternate airport and terrain clearance;
ii. Any lateral offset being flown, and the flight levels allocated
on adjacent routes or tracks.
2) Following the turn, the pilot should:
i. If unable to maintain the assigned flight level, initially
minimize the rate of descent to the extent that is
operationally feasible;
Page 8 - 229
Iss05/Rev01
PART A 24 Nov 2020
ii. Take account of other aircraft being laterally offset from its
track;
iii. Acquire and maintain in either direction a track laterally
separated by 15 nm from the assigned route; and
iv. Once established on the offset track, climb or descend to
select a flight level which differs from those normally used
by 500 FT;
Note: When leaving the assigned track to acquire and maintain
the track laterally separated 15 nm the flight crew,
should, where practicable, avoid overshooting the track
to be acquired, particularly in airspace where a 30 nm
lateral separation minimum is applied.
3) Establish communications with and alert nearby aircraft by
broadcasting, at suitable intervals: aircraft identification, flight
level, position (including the ATS route designator or the track
code, as appropriate) and intentions on the frequency in use
and on 121.5 MHz (or, as a back-up, on the inter pilot air-to-air
frequency;
4) Maintain a watch for conflicting traffic both visually and by
reference to TCAS;
5) Turn on all aircraft exterior lights;
6) Keep the transponder on at all times; and
7) Take action as necessary to ensure the safety of the aircraft.
8.3.2.7.1 Rapid Descent Considerations
During operations above FL 250 pilots should be aware of preferred flight
paths, in the event that a rapid descent becomes necessary, by taking
into consideration other traffic, terrain, restricted airspace, etc.
8.3.2.8 Performance Based Navigation Concept
The Performance Based Navigation concept (PBN) 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:

Page 8 - 230
Iss05/Rev01
PART A 24 Nov 2020
Oceanic area (en-route): X = 10

Continental area (en-route): X = 5
Continental area (en-route): X = 2
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.
The PBN concept includes:
a) RNAV navigation specifications, and
b) RNP navigation specifications
8.3.2.8.1 RNAV “X” Specifications
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).
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.
8.3.2.8.2 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 warn the flight
crew when the actual navigation performance is insufficient.

Page 8 - 231
Iss05/Rev01
PART A 24 Nov 2020
b) RNP”X” = RNAV”X” + Monitoring + Alert
PBN
Performance Based
Navigation Concept
RNAV RNP
Navigation Navigation Performance
Performance Without With on board
on board Performance Performance
Monitoring and Monitoring and
Alerting Alerting
c) 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.

Page 8 - 232
Iss05/Rev01
PART A 24 Nov 2020
8.3.2.8.3 Airspace Designation
Navigation Specifications
RNAV Specifications RNP Specifications
Designation Designation Designation Designation

RNAV 10 RNAV5 RNP 4 RNP 2
(RNP10) RNAV2 For Oceanic & RNP1
For Oceanic RNAV1 Remote For En Route &
and Remote For En Continental Terminal
Continental Route & navigation navigation
navigation Terminal applications applications
applications navigation RNP APCH
applications For
approach
applications
8.3.2.9 Navigation: RNAV/RNP

8.3.2.9.1 RNAV/RNP Aircraft Navigation Systems
The certified capability and the approved FMGS modes of operation are
given in the AFM/FM.
8.3.2.9.2 Aircraft Without GPS Primary
For these aircraft, navigation performance is function of the ground radio
nav aid infrastructure.
Outside radio nav aid 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.
8.3.2.9.3 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).
Page 8 - 233
Iss05/Rev01
PART A 24 Nov 2020
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 availability
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.
d) GPS integrity
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.
e) Both the AIME and the RAIM compute a Horizontal Integrity Limit
(HIL) with:
1) 99.9 % probable maximum error, assuming a satellite failure.
2) Guaranteed containment distance, even with undetected
satellite failures.
3) Comparison to an Alarm Limit (AL) function of the area of
operation.
8.3.2.10 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 1, RNAV/RNP 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)

Page 8 - 234
Iss05/Rev01
PART A 24 Nov 2020
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.
d) Verify that the intended route is possible, if the navigation system is
time-limited.
8.3.2.10.1 RNAV/RNP 5, RNAV 1, RNAV/RNP 2 Based On Radio Navaid
Infrastructure (Continental Enroute)
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.
The following steps must be implemented before operations in
RNAV/RNP airspace:
a) Aircraft Certification status
The AFM/FM will reflect the certification status of the particular
aircraft type.
b) Flight Crew Information
1) The company shall collect in the national AIPs the routes and
airspace vertical and lateral limits where 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
RNAV/RNP-X capability may also be published in above
documents.
Page 8 - 235
Iss05/Rev01
PART A 24 Nov 2020
3) 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.
4) The company may have to complement its route manual or
operations manual with the above information.
5) 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.
c) 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.
d) Flight Crew Training and Operations Manual complement
Additional information to complement FCOM/OM data, is provided
below.
1) Loss of RNAV/RNP-X capability
Normal FMS position monitoring with navaid raw data as
described in FCOM/OM 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.
2) 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:
i. FMS
ii. 1 IRS
iii. 1 (M) CDU
iv. VOR
v. DME
vi. ND with flight plan (or 2 EHSI) Navaid raw data on ND or
DDRMI.
Page 8 - 236
Iss05/Rev01
PART A 24 Nov 2020
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.
e) Operational criteria for use of GPS stand-alone equipment in
RNAV/RNP 5, RNAV/RNP 2 airspace
1) 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:
2) Normal Procedures
The procedures for the use of navigational equipment on
RNAV/RNP 5, RNAV/RNP 2 routes should include the
following:
i. 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.
ii. Where a navigation data base is installed, the data base
validity (current AIRAC cycle) should be checked before
the flight;
iii. 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.
iv. For post flight duties, cockpit crew must check IRS
performance as per FCOM PRO-NOR-SOP-22. Any value
beyond applicable limits, together with any other defect
affecting equipment required for RNAV/RNP operations,
must be reported in Aircraft Journey Log. Cockpit crew
must also report any malfunctions in aircraft systems or
ground navigations aids (map shifts) that have caused or
can potentially cause, a loss or degradation of RNAV/RNP
capability.
Page 8 - 237
Iss05/Rev01
PART A 24 Nov 2020
3) 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.
8.3.2.10.2 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).
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.

Page 8 - 238
Iss05/Rev01
PART A 24 Nov 2020
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
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.
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
The use of the RNAV system is integrated in the Airbus Type Rating
Flight Crew training course.
Additional information, which can be used by the airlines to
complement to FCOM/OM data, is given here below.
1) Loss of RNAV/RNP-X capability
Normal FMS position monitoring with navaid raw data as
described in FCOM/OM 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.

Page 8 - 239
Iss05/Rev01
PART A 24 Nov 2020
The RNP-4/10 capability is maintained as long as flight time in

IRS ONLY has not exceeded 5.7 hours (5.2 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.
2) Conditions to enter the RNP airspace
RNP airspace can be entered only if the required equipment is
operative.
In most cases two navigation systems must be operative before
entering the RNP-10 airspace which means:
i. FMS
ii. (M) CDU
iii. 2 IRS
iv. 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.
8.3.2.10.3 Precision RNAV – Rnp1 (Terminal Airspace: Arrival And Departure)
The operational requirements will be quite similar to the existing
RNAV5/RNP1. PRNAV capability will be first required to fly new RNAV
SIDs and STARs.
RNAV SIDs and STARs procedures are becoming increasingly common,
but in general these existing RNAV procedures are not associated with
an RNP level.
RNP1 Operating procedure: refer to OM part B.
8.3.2.11 Other Defined Airspace Requirements
Operations in Minimum Navigation Performance Specification airspace
(MNPS), POLAR airspace, airspace designated for Area Navigation
(RNAV) and areas designated for RVSM, require authorization/approval
from the CAAV. In addition, the aircraft requires a minimum level of
specialist navigational equipment to operate in these areas, procedures
for operations within the relevant areas are to be followed and crews
Page 8 - 240
Iss05/Rev01
PART A 24 Nov 2020
require specific briefing and/or training. When operating in these

specialist airspaces particular note must be taken of the procedures to be
followed in the event of failure of the relevant equipment. Full details of
all the instructions and procedures concerning operations within MNPS,
POLAR, RNAV and RVSM airspace are to be found in OM Part B and
Part C.
8.3.3 Altimeter Setting Procedures
8.3.3.1 General
a) Altimeter Setting procedures utilize only QNH referenced
barometric altimeters for takeoff, approach, and landing phases of
flight.
b) Aircraft altimeter system is described in FCOM systems
description volume -"Instruments" and associated procedures are
given in FCOM/OM Standard Operating Procedures (SOP) or
Normal Procedures.
c) Altimeter tolerances are given in FCOM/OM ((not exceed ±75 FT of
airport elevation and within 50 FT of each other).
d) All altimeter misreading is to be treated as reportable incidents.
8.3.3.2 Type Of Altimeter Settings
The three different types of altimeter settings are “Standard” (1013.25
hPa / 29.92 inHg), QNH and QFE.
As indicated below, each setting will result in an altimeter indication
which provide a measure of the vertical distance with regard to the ICAO
Standard Atmosphere (ISA) above the particular reference datum
shown.
Altimeter setting Reference Datum Altimeter indication
1013.25 hPa /
Standard Flight Level
29.92 inHg
Local mean sea
QNH Altitude
level pressure
Aerodrome Height above

QFE
elevation aerodrome

Page 8 - 241
Iss05/Rev01
PART A 24 Nov 2020
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/OM (not exceed ±75 FT of airport
elevation and within 50 FT of each other).
8.3.3.4 Flight Level Check
On reaching initial cruise flight level (and any subsequent amended
flight level) the crew must conduct a positive check between the
altimeters, the flight level displayed in the FCU window and the flight
level displayed in the MCDU. Whenever possible, crew should fly the
optimum cruising flight level
8.3.3.5 Setting Procedures
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) Each pilot operating an aircraft shall maintain the cruising altitude
or flight level by reference to an altimeter set:
1) Below the transition altitude to:
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; or
iii. In the case of an aircraft not equipped with a radio, the
elevation of the departure aerodrome or an appropriate
altimeter setting available before departure; or
2) At or above the prescribed transition altitude to the QFE
altimeter setting of 1013.2 hPa (29.92” Hg).
i. Departing aircraft shall use QNH whilst climbing until
passing Transition Altitude, thereafter using Standard
Pressure.
ii. Aircraft descending for landing change to QNH on
departing Transition level; however, aircraft may relate
vertical position to QNH after approach clearance has
been received and descent commenced, provided level
flight above the Transition Altitude is not anticipated.
Page 8 - 242
Iss05/Rev01
PART A 24 Nov 2020
iii. Aircraft passing through the Transition Layer report Flight

levels when ascending and Altitudes when descending.
Note:
a) When ATC altitude assignments are mandatory referenced to QFE
altimeter settings, the QFE operation procedure is applied.
b) The Transition layer is the airspace between the Transition Altitude
and Transition level.
8.3.3.6 Altimeter Discrepancies In Flight
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.
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.
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.
8.3.3.7 Temperature Correction
Pressure altimeters are calibrated to indicate true altitude under
International Standard Atmosphere (ISA) conditions. Any deviation from
ISA will therefore result in an erroneous reading on the altimeter. The
altimeter error may be significant under conditions of extremely cold
temperature and appropriate corrections should be applied. Refer
following tables.
A/P Height Above the Elevation of the Altimeter Source (feet)
Temp
0 200 300 400 500 600 700 800
C
0 0 20 20 20 20 40 40
- 10 20 20 40 40 40 60 80
- 20 20 40 40 60 80 80 100
- 30 40 40 60 80 100 120 140
- 40 40 60 80 100 120 140 160

Page 8 - 243
Iss05/Rev01
PART A 24 Nov 2020
- 50 40 80 100 120 140 180 200
A/P Height Above the Elevation of the Altimeter Source (feet)

Temp
0 900 1000 1500 2000 3000 4000 5000
C
0 40 40 60 80 140 180 220
- 10 80 80 120 160 260 340 420
- 20 120 120 180 240 380 500 620
- 30 140 160 240 320 500 660 820
- 40 180 200 300 400 620 820 1020
- 50 220 240 360 480 740 980 1120
Note: Values are to be added to published altitudes
EXAMPLE: Airport elevation 2000 feet, airport temperature – 50 0C
Height above Indicated

Altitude Correct- ion
airport Altitude
Procedure turn 4000 2000 480 4480
FAF 3500 1500 360 3860
MDA – Circling 2800 800 200 3000
MDA – Straight In
2400 400 100 2500
App
8.3.3.8 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.
8.3.3.9 Metric Altimetry
Before commencing a flight, the Pilot-in-command 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.

Page 8 - 244
Iss05/Rev01
PART A 24 Nov 2020
Before beginning a flight from, to or over regions where metric altimetry

is used, the Pilot-in-command 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.
8.3.3.10 QFE Operation
Before beginning a flight from, to or over regions where QFE is used for
operations, the Pilot-in-command must ensure that QFE/QNH conversion
means are available to the flight crew.
8.3.3.11 IFR Flight Level tables - Semi circular rules
Not applicable for RVSM spaces (refer to 8.3.2.5)
Some countries or FIR/UIR may have their own FL semi-circular rules

such as: Chile, China, Tel Aviv FIR, Mongolia, Russia …
For Reduced Vertical Separation Minimum (RVSM), refer to chapter
8.3.2.5

Page 8 - 245
Iss05/Rev01
PART A 24 Nov 2020
8.3.4 Altitude Alerting System Procedures

a) The Altitude Alert System is described in the applicable FCOM –
Aircraft Systems.
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.
f) The Altitude Alerting System shall be used to warn of approach to
and deviation from cleared altitudes.
g) It is not intended to be used as a reminder to transition altitudes or
reporting altitudes. The Altitude Alerting System must always
reflect the current altitude limit.
h) During pre-flight checks or prior to receiving an initial ATC
clearance:
1) If the anticipated SID is inserted in the FMGC/FMC, the
anticipated altitude/level may be set.
2) In the absence of a SID inserted in the FMGC/FMC, the
Altitude Alerting System shall be set to circuit altitude.
Following receipt of a clearance, the Altitude Alerting System
shall be set:
3) On departure – to the first ATC altitude clearance limit.
i) When clearance to an altitude is received, one pilot shall set the
altitude and it is mandatory for another pilot to crosscheck the
setting.
j) At an appropriate time during the approach and when no other
procedural requirements remain, FCU/Altitude Alert System shall
be set to the Missed Approach Altitude.
Page 8 - 246
Iss05/Rev01
PART A 24 Nov 2020
k) Altimetry Procedures and Calls Flight crew shall ensure that they
have full knowledge of the Altimetry Procedures (e.g. transition
altitudes, transition levels, changeover points). The following
procedures and checks are to be carried out to monitor altimeter
accuracy and to avoid errors through misreading.
l) QFE altimeter settings are not to be used.
8.3.4.1 Standard Altimetry Calls
a) The following system of crosschecking altimeters during climb and
descent is mandatory.
b) Standard calls are an established method of ensuring that the
cockpit crew operates as a team and that both pilots are "in the
loop" at all times. Standard calls are also an essential method of
ensuring that undetected subtle incapacitation does not occur,
particularly during critical stages of flight.
c) Unless an automated voice call is made, the calls shall normally be
initiated by the PM/PNF and responded to by the PF however there
are occasions where this may be reversed.
d) When altimeter settings are altered both pilots shall repeat the
numerals they are setting and crosscheck the altimeters. This action
shall be monitored by all other flight crew members on duty.
Call out
Condition/Location
Pilot Monitoring Pilot Flying
Climb and Descent

Set Standard/Set
Transition Altitude/FL “Transition”
QNH…(numerals)
“Standard/QNH…
(numerals)
Transition Altitude/FL crosschecked, “Checked”
passing
FL (ft) now”
1000 ft above/below
“1000 to go” “Checked”
assigned Altitude/FL

Page 8 - 247
Iss05/Rev01
PART A 24 Nov 2020
Note:
a) Where transition and an altitude call coincide, the altitude call is
omitted.
b) Where a 10 000 ft call falls at a thousand feet above/below
assigned altitude, the “1000 to go” call prevails.
c) It is permissible for a crew member to respond to the challenge of
‘Altimeters’ by using a hand signal if that crew member is in a busy
communication situation.
8.3.5 TAWS Procedures

8.3.5.1 General
a) It is the responsibility of the flight crew to maintain horizontal and
vertical situational awareness at all times.
b) The Terrain Awareness and Warning System (TAWS) 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).
8.3.5.2 Procedure
a) Procedures associated with TAWS activation are described in the
applicable FCOM – Emergency/Non-Normal Section and the QRH
and can be summarized as follows:
1) Ideally, preventative actions must be taken before a TAWS
warning;
2) The response by the pilot flying must be immediate with an
aggressive pull-up manoeuvre utilizing the maximum
performance of the aircraft;
3) The pilot monitoring 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) The TAWS may not be deactivated (by pulling the circuit breaker or
use of the relevant switch) except when specified by approved
procedures.

Page 8 - 248
Iss05/Rev01
PART A 24 Nov 2020
c) Any TAWS activation must be subject to an incident report

forwarded to the Flight Operations Department. Where activation
indicates a possible technical malfunction of the system an
appropriate entry should be made in the Technical Log.
d) On all IMC departures, without a published SID, speed should be
held at “green dot” until reaching the Minimum Sector Altitude
(MSA) and 250 kt until reaching the Minimum Off-route Altitude
(MORA), the Minimum En-route Altitude (MEA) or 10000 FT in
countries where the 250 kt speed restriction below 10000 FT is
applicable. Pilots must always assess terrain and at some airports it
may be necessary to climb in the circuit area to set heading over
the top at the MSA, MORA or MEA, as applicable.
8.3.6 TCAS Procedures
The PIC of an aircraft equipped with an airborne collision avoidance
system (ACAS II) shall ensure that each flight crew member has been
appropriately trained to competency in the use of ACAS II equipment
and the avoidance of collisions.
8.3.6.1 General
Reference: Appendix 1 to VAR 12.153 (d) (a) (40)
a) The Traffic and Collision Avoidance System is described in the
applicable OM Systems Volume.
b) Procedures associated with TCAS activation are described in the
applicable FCOM – Emergency/Non-Normal Section and the QRH.
c) Procedures, to avoid unnecessary airborne collision avoidance
system (ACAS II) resolution advisories in aircraft at or approaching
adjacent altitudes or flight levels, operators should specify
procedures by which an aircraft climbing or descending to an
assigned altitude or flight level, especially with an autopilot engaged,
may do so at a rate less than 8 m/sec or 1 500 ft/min (depending on
the instrumentation available) throughout the last 300 m (1 000 ft) of
climb or descent to the assigned level when the pilot is made aware
of another aircraft at or approaching an adjacent altitude or flight
level.

Page 8 - 249
Iss05/Rev01
PART A 24 Nov 2020
8.3.6.2 Conflicting TCAS Information 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 direction to a TCAS alert
and the other aircraft manoeuvres as indicated by TCAS.
WARNING:
During a TCAS RA do not manoeuvre the aircraft in the
opposite direction to the RA indications based solely on ATC
instructions.
8.3.7 Policies And Procedures For In-Flight Fuel Management
8.3.7.1 General
The fuel on board when starting engines must not be less than the
minimum fuel quantity defined in Section 8.1.7.
8.3.7.2 Fuel Monitoring
Reference: VAR 10.270, Appendix 1 VAR 10.270
a) The pilot-in-command shall continually ensure that the amount of
usable fuel remaining on board is not less than the fuel required to
proceed to an aerodrome where a safe landing can be made with
the planned final reserve fuel remaining upon landing.
b) The pilot-in-command shall request delay information from ATC
when unanticipated circumstances may result in landing at the
destination aerodrome with less than the final reserve fuel plus any
fuel required to proceed to an alternate aerodrome.
c) The pilot-in-command shall advise ATC of a minimum fuel state by
declaring MINIMUM FUEL 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.
d) The pilot-in-command shall declare a situation of fuel emergency by
broadcasting MAYDAY MAYDAY MAYDAY FUEL, when the
calculated usable fuel predicted to be available upon landing at the
Page 8 - 250
Iss05/Rev01
PART A 24 Nov 2020
nearest aerodrome where a safe landing can be made is less than

the planned final reserve fuel.
e) In-flight fuel checks:
1) A PIC shall ensure that fuel checks are carried out in flight at
regular intervals. The remaining fuel must be recorded and
evaluated to:
i. Compare actual consumption with planned consumption;
ii. Check that the remaining fuel is sufficient to complete the
flight; and
iii. Determine the expected fuel remaining on arrival at the
destination.
iv. The relevant fuel data must be recorded.
f) In-flight fuel management:
1) If, as a result of an in-flight fuel check, the calculated fuel
remaining on arrival at the destination is less than the required
fuel plus final reserve fuel, the commanded must take into
account the traffic and the operational conditions prevailing at
the destination aerodrome, along the diversion route to an
alternate aerodrome and at the destination alternate
aerodrome, in order to decide to proceed to the destination
aerodrome or to divert, so as to land with not less that final
reserve fuel.
2) On a flight to an isolated aerodrome (Not Applicable): the last
possible point of diversion to any available en-route alternate
aerodrome shall be determined. Before reaching this point, the
PIC shall assess the fuel expected to remain overhead the
isolated aerodrome, the weather conditions, and the traffic and
operational conditions prevailing at the isolated aerodrome and
at any of the en-route aerodrome before deciding whether to
proceed to the isolated aerodrome or to divert to an en-route
aerodrome.
g) The pilot-in-command must ensure that fuel checks are carried out
at regular intervals throughout the flight. In-flight at waypoint and at
least every 30 minutes, fuel check (FU, FOB, FF, extra fuel) shall be
performed by PM and crosscheck by PF.At each check, the
remaining fuel must be recorded and evaluated so as to:
1) Compare actual consumption with planned consumption;

Page 8 - 251
Iss05/Rev01
PART A 24 Nov 2020
2) Check that the fuel remaining will be sufficient to complete the

flight; and
3) Determine the expected fuel remaining on arrival at the
destination.
h) 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 pilot-in-command 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.
i) At any time that the configuration of the fuel system is changed from
normal operation, e.g. Cross-feeding, both pilots are to be aware of
the changed configuration and an estimated time calculated and
recorded to return the fuel system to normal operation.
8.3.7.3 Fuel Emergency
The pilot-in-command shall declare an emergency (using “PAN” or
“MAYDAY” as appropriate) when the actual usable fuel on board is less
than final reserve fuel or 30 minutes, whichever is the greater.
8.3.7.4 Minimum Fuel Declaration
a) 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.
Pilots need to check for traffic delay information that may result in
landing with less than final reserve.
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.
c) When a minimum fuel quantity is the equivalent of a minimum of 30
minutes holding at 1500 ft in clean configuration and ISA conditions,
is expected upon crossing the threshold of the nearest suitable
airport, the pilot-in-command must declare an emergency using the
appropriate terminology and file a report after landing.

Page 8 - 252
Iss05/Rev01
PART A 24 Nov 2020
8.3.8 Adverse And Potentially Hazardous Atmospheric Conditions

8.3.8.1 General
Procedures for operating in potentially hazardous atmospheric conditions
are described in the applicable OM – Emergency/Non- Normal Section
and the QRH.
The FCOM/OM detail procedures for the following:
a) Use of weather radar;
b) Operation in icing conditions;
c) Operation in heavy rain, hail or sleet;
d) Flight in severe turbulence;
e) Operation in windshear or downburst conditions;
f) Operation in areas contaminated with volcanic ash; and
g) Wipers and rail repellent.
Note:
1) 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.
2) The flight crew shall record and report on routine meteorological
observation during departure and en-route and climb-out
phases of the flight and special and other non-routine
observations during any phase of the flight
3) When making a meteorological report in flight, a pilot shall follow
the procedures for recording and reporting such observations in
a consistent manner.
4) The PIC shall report to the appropriate ATC facility, without
delay and with full detail to be pertinent to the safety of other
aircraft, any hazardous flight conditions encountered en-route,
including those associated with meteorological conditions,
volcanic activity and any other report prescribed by the CAAV.

Page 8 - 253
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.2 Operations On Contaminated Surfaces

8.3.8.2.1 Runway Friction Characteristics
The stopping performance of an aircraft is to a greater degree dependent
on the available friction between the aircraft tires and the runway surface
and the 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.
• Adequate runway friction characteristics/braking action are mainly
needed for three distinct purposes:
a) Deceleration of the aircraft after landing or a rejected take-off;
b) Directional control during the ground roll on take-off or landing,
in particular in the presence of crosswind, asymmetric engine
power or technical malfunctions; and
c) Wheel spin-up at touchdown.
• 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:
a) Runway length increment;
b) Reduction in allowable take-off or landing weight; or
c) Reduction of allowable crosswind component.
8.3.8.2.2 Braking Action Reporting
References: VAR 10.165 (d)
Friction measurements or braking action estimation may be reported:
a) In plain language by the tower;
b) By the routine weather broadcast (see Airway Manual - Meteorology
chapter);
c) By SNOWTAM (see Airway Manual - Tables and Codes chapter).
When necessary, ATC will issue 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.
d) The PIC shall report the runway braking action special air-report
(AIREP) when the runway braking action encountered is not as good
as reported.
Page 8 - 254
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.2.3 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 untreated (e.g. with sand) snow- or ice-covered runways the
coefficient of friction varies from a low of 0.05 to 0.30 due to a
number of factors. Runway braking action is very much dependent
upon the temperature, especially for temperatures close to the
freezing point. At freezing point the braking action could be quite
satisfactory and may remain so if the temperature decreases.
However, if the temperature rises to the freezing point or above the
braking action may decrease rapidly. Occasionally very low friction
coefficient values occur when humid air drifts over an icy runway
although 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) Coefficient of friction between 0.10 and 0.30 (poor-
medium/poor);
2) Slush or rain on snow or ice-covered runway;
3) Runway covered with wet snow or standing water;
4) Change from frost to temperature above freezing point;
5) Change mild to frost (not always);
6) The type of ice which is formed after long periods of cold;
7) A thin layer of ice formed:
i. By frozen ground having been exposed to humidity or rain
at 0°C or above;
ii. 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);
iii. Coefficient of friction between 0.25 and 0.35 (medium/poor-
medium);
iv. Snow conditions at temperature just below freezing point;
v. Snow-covered runways at temperatures below freezing
point, exposed to sun;
vi. Slush-covered runway.
Page 8 - 255
Iss05/Rev01
PART A 24 Nov 2020
8) Coefficient of friction 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)
8.3.8.2.4 Aircraft Performance On Contaminated Runways
a) Take-off and landing performance from a contaminated runway are
provided in the applicable OM or is specific contaminated runway
take-off charts.
b) 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 data given in the OM have
been established for given depths of water or contaminant
(slush, snow).
c) Therefore, the only way to determine the applicable take-off and
landing performance is to obtain the depth and type of
contaminant.
d) It is not recommended to land or take off on a runway for which the
braking action is reported as "POOR" or the coefficient of friction is
0.25 or less.
e) Take-off on a runway covered with more than 5 cm (2 inches) of dry
snow or 2.5 cm (1 inch) of wet snow is not recommended.
8.3.8.2.5 Guidelines For Operations On Contaminated Surfaces
a) General
1) 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.
2) 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
centerline. 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.

Page 8 - 256
Iss05/Rev01
PART A 24 Nov 2020
b) According to the runway conditions the following table should be

used as guidance as to the maximum crosswind for various levels
of reported braking action.
Reported Reported Maximum

braking friction Equivalent Runway Condition
action coefficient crosswind (Kt)
Good 0.40 and above Dry or wet runway without risk Maximum (*)
of hydroplaning.
Dry or wet runway without risk
Medium/good 0.36 to 0.39 30
of hydroplaning.
• Runway covered with slush;

Medium 0.30 to 0.35 • Runway covered with dry 25
snow or light rain
• Runway covered with slush;
Medium/poor 0.26 to 0.29 • Runway covered with dry 20
snow or light rain
• Runway covered with dry
snow;
Poor 0.25 and below • Runway covered with 15
standing water, with risk of
hydroplaning, heavy rain or
with wet snow
• Runway covered with

standing water, with risk of
hydroplaning, heavy rain or
Unreliable with wet snow; 5
• Runway with high risk of
hydroplaning
(*) Max crosswind value indicated in individual FCOM/OM

CAUTION: In case of SHRA, maximum crosswind component limit of 15 kts
must be applied when the aerodrome does not have measurement
system for braking action report.

Page 8 - 257
Iss05/Rev01
PART A 24 Nov 2020
c) Taxiing:
1) Aircraft may be taxied at the pilot-in-command 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 which might cause difficulties.
2) The boundaries/edges of manoeuvring areas and taxiway
should be clearly discernible. If in doubt, request "Follow me"
guidance.
3) 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.
4) Slat/flap selection should be delayed until immediately before
line up to minimize contamination.
d) 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.
e) Landing
1) Pilots should be aware that where rain, hail, sleet or snow
showers are encountered on the approach or have been
reported having recently crossed the airport, 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 specially at low
speed. The increase in temperature may melt this snow and
form clear ice on re-freezing on static ports.
Page 8 - 258
Iss05/Rev01
PART A 24 Nov 2020
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 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 the contaminant is evenly
distributed.
5) 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 summarizes 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 (1.3 cm) or more of water
or slush;
ii. Limit crosswind components when runway conditions are
poor and runway length short;
iii. Establish and maintain a stabilized approach;
iv. Consider the many variables involved before landing on a
slippery runway, such as:
• Landing weather forecast
• Aircraft weight and approach speed
• Landing distance required
• Hydroplaning 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;

Page 8 - 259
Iss05/Rev01
PART A 24 Nov 2020
vi. An extended flare is more likely to occur if excess approach

speed is present;
vii. Be prepared to go-around;
viii. Flare the aircraft firmly at the correct aiming point for the
aircraft type;
ix. Avoid buildup of drift in the flare and runway consuming
float. A firm landing, by facilitating a prompt wheel spin up,
also ensures efficient anti-skid braking;
x. Select reverse thrust as soon as possible;
xi. Get the nose of the aircraft down quickly. 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;
xii. 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. Excessive braking in crosswinds may lead to the
aircraft drifting away from the centerline.
xiii. Keep the aircraft aligned with the runway centerline.
xiv. Use rudder and aileron inputs. As rudder effectiveness
decreases, reduce aileron deflection proportionately.
CAUTION: Do not allow large deviations from the
runway heading to develop or recovery can become
very difficult. Use of the nose wheel steering is not
recommended.
xv. If directional or lateral control difficulties are
experienced, disconnect the auto brake, if necessary,
reduce reverse thrust levels symmetrically, re- establish
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 centerline.

Page 8 - 260
Iss05/Rev01
PART A 24 Nov 2020
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.
8.3.8.3 Thunderstorms
8.3.8.3.1 General
a) There is no useful correlation between the external visual
appearance of thunderstorms and their severity.
b) Knowledge and weather radar have modified attitudes toward
thunderstorms, but one rule continues to be true:
c) "Any thunderstorm should be considered hazardous"
8.3.8.3.2 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.
8.3.8.3.3 Thunderstorm Hazards
Thunderstorms concentrate every weather hazard to aviation into one
vicious package. The most important hazards are:

Page 8 - 261
Iss05/Rev01
PART A 24 Nov 2020
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.
3) Aircraft stress loads are reduced if the aircraft is operated close
to the published turbulence penetration speed.
4) The aircraft should be flown at a constant attitude, rather than
attempting to maintain a constant altitude or airspeed.
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 make 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, another drop 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:
Generally, visibility is near zero within a thunderstorm cloud. The
hazards and restrictions created by low ceiling and visibility are
increased many times when associated with the other thunderstorm
hazards.

Page 8 - 262
Iss05/Rev01
PART A 24 Nov 2020
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 FT in error.
f) Lightning:
A lightning strike can puncture the skin of an aircraft. Lightning has
been suspected of igniting fuel vapors causing explosion; however,
serious accidents due to lightning strikes are extremely rare.
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.
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.
In the event of a lightning strike conduct the following procedure:
1) An in-flight serviceability check of all radio communication and
navigational equipment;
2) As a lightning strike may affect the compass system it should
be checked on the all four quadrantal headings after
landing;
3) If the aircraft is not at a main base the pilot-in-command 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:
i. Check fuselage, wings, radome, empennage for signs of
damage (e.g. holes burnt through the skin);
ii. Check all radio aerials, stall warning vanes and pitot heads;
iii. Check all control surface trailing edges and static
dischargers (refer to MEL/CDL if any dischargers are
missing);

Page 8 - 263
Iss05/Rev01
PART A 24 Nov 2020
iv. Confirm the serviceability of all radio and navigation

equipment.
v. If no damage is found the pilot-in-command 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.
vi. In the event of lightning damage, the aircraft may not
proceed until cleared by approved engineering personnel;
vii. 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.
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
OM for information on operations in heavy rain, hail or sleet).

Page 8 - 264
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.3.4 Avoiding Thunderstorms

a) General:
The following general rules apply when operating in the vicinity of
areas of thunderstorm activity.
Don't land or take-off in the face of an approaching thunderstorm.

Turbulence wind reversal or wind shear could cause loss of control.
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.
Don't fly without airborne radar into a cloud mass containing
scattered embedded thunderstorms. Scattered thunderstorms not
embedded usually can be visually circumnavigated.
Don't trust the visual appearance to be a reliable indicator of the

turbulence inside a thunderstorm.
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.
Do circumnavigate the entire area if the area has 6/10 thunderstorm

coverage.
Do remember that vivid and frequent lightning indicates the probability

of a severe thunderstorm.
Do regard as extremely hazardous any thunderstorm with tops

35,000 FT 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 pilot-in-command 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,

Page 8 - 265
Iss05/Rev01
PART A 24 Nov 2020
tower reported winds and visual observations. In the terminal

area thunderstorms should be avoided by no less than 3 NM.
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.
2) 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.
3) 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.
4) Micro bursts may also accompany thunderstorms. 2 NM or less
in diameter, micro bursts are violent short-lived descending
columns of air capable of producing horizontal winds
sometimes exceeding 60 Kt within 150 FT of the ground. Micro
bursts 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 OM for wind shear procedures).
c) En-route:
Avoid over flying thunderstorms unless a minimum of 5,000 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 over flight to
properly assess the most severe cells, which may be masked by
clouds formations.

Page 8 - 266
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.3.5 Avoidance Distances:

The following table provides information on the minimum avoidance
distance to be applied when operating in the vicinity of thunderstorm
activity.
Echo Characteristics
Flight Altitude
(1,000’s of FT) Rate of
Shape Intensity
Change
Avoid by 10
Avoid by 10
Avoid by 5 NM echoes
NM echoes with
NM echoes with showing
0–20 hooks fingers,
sharp edges or rapid change of
scalloped edges or strong intensities.
shape, height or
other protrusions
intensity
20–25 Avoid all echoes by 10 NM
25–30 Avoid all echoes by 15 NM
Above 30 Avoid all echoes by 20 NM
8.3.8.3.6 Flight Near Thunderstorms

If flight closer than the minimum recommended distances is unavoidable,
observe the following precautions:
a) 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 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.
b) 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.

Page 8 - 267
Iss05/Rev01
PART A 24 Nov 2020
c) 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.
d) If ATC requirements make flight into unsafe conditions imminent, the
pilot-in-command should request a change of routing and if
necessary, use his emergency authority to avoid the severe weather
conditions.
e) Any flight in the vicinity of thunderstorms carries the risk of a sudden
onset of moderate or severe turbulence.
8.3.8.3.7 Thunderstorm Penetration
If thunderstorm penetration is unavoidable, the following guidelines will
reduce the possibility of entering the worst areas of turbulence and hail:
a) Use the radar to determine the areas of least precipitation.
b) 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.
c) 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.
d) Pressure changes may be encountered in strong drafts and may
conduct to an altitude error of 1,000 FT.
e) Avoid level near the 0°C isotherm. The greatest probability of severe
turbulence and lightning strikes exist near the freezing level.
f) Generally, the altitudes between 10,000 FT and 20,000 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.
g) 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
minimized.

Page 8 - 268
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.3.8 Operational Procedures

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 in the
cockpit.
b) Switch on the SEAT BELT signs and make sure that all passengers
and cabin crew are securely strapped in and that loose equipment
(e.g. cabin trolleys and galley containers) are firmly secured. Pilots
should remember that the effect of turbulence is normally worse in
the rear of the aircraft than on the cockpit.
c) The recommended OM speed for flight in turbulence must be
observed and the position of the adjusted trim must be noted.
d) The autopilot should be engaged. The autopilot is likely to produce
lower structural loads and smaller oscillations that would result from
manual flight. The auto thrust should be disconnected, if necessary,
to avoid frequent thrust adjustments.
e) Operate anti-icing systems in accordance with OM instructions as
icing can be very rapid at any altitude.
f) Flight crew must apply or be prepared to apply the OM procedures:
"Operations in or Near to Heavy Rain, Hail or sleet", and "Operation
in Windshear/Downburst Conditions".
g) Turn the cockpit lighting fully on to minimize the blinding effect of
lightning.
h) Continue monitoring the weather radar in order to identify the safest
path. Tilt the antenna up and down monitor thunderstorm cell activity
at altitudes other than that being flown.
8.3.8.4 Turbulence
8.3.8.4.1 General
If the weather conditions, cloud structure and route forecast indicate that
turbulence is likely, the cabin crew should be pre-warned, and the
passengers advised to return to, and/or remain in their seats, and to
ensure that their seat belts/harnesses are securely fastened.
Catering and other loose equipment should be stowed and secured prior
to or during turbulence until it is evident that the risk of further turbulence
has passed.
Page 8 - 269
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.4.2 Mechanical Turbulence

Strong winds sheltered by local obstructions such as hills and buildings
can also be a source of wind shear.
8.3.8.4.3 Classification Of Turbulence
Classification of the intensity of turbulence is as defined in the following
table:
INTENSITY AIRCRAFT REACTION REACTION INSIDE AIRCRAFT
Occupants may feel a slight

strain against seat belts or
Turbulence that
shoulder straps. Unsecured
momentarily causes slight,
objects may be displaced
LIGHT erratic changes in altitude
slightly. Food service may be
and/or attitude.
conducted and little or no
difficulty is encountered
in walking.
Similar to light turbulence
but of greater intensity.
Occupants feel definite strains
Changes in altitude and/or
against seat belts or shoulder
attitude occur but the
MODERATE straps. Unsecured objects are
aircraft remains in positive
dislodged. Food service and
control at all times. It
walking are difficult.
usually causes variations in
indicated airspeed.
Turbulence that causes

large, abrupt changes in Occupants are forced violently
altitude and/or attitude. It against seat belts or shoulder
SEVERE usually causes large straps. Unsecured objects are
variation in indicated tossed about. Food service and
airspeed. Aircraft may be walking is impossible.
momentarily out of control.
Turbulence in which the

aircraft is violently tossed
EXTREME about and is practically
impossible to control. It may
cause structural damage.

Page 8 - 270
Iss05/Rev01
PART A 24 Nov 2020
8.3.8.5 Frontal Systems

A frontal system with a narrow transition zone can produce a significant
wind shear particularly if the weather briefing indicates the following:
a) A temperature difference of 5.5 degrees C or greater across the
front at the surface;
b) A cold or warm front moving at 30 Kt or faster can have the following
effect;
1) In the case of a cold front, wind shear is nearest the surface just
after passage of the front. If the cold front is moving at more
than 30 Kt the area of potential wind shear will be below 5,000
FT approximately 3 hours after frontal passage.
2) In the case of a warm front, wind shear is usually found below
5,000 FT before passage of the front. If the warm front is
moving at more than 30 Kt, the wind shear can be expected
near the surface approximately 6 hours before frontal passage.
After passage of the warm front the area should be clear of
potentially dangerous wind shear.
8.3.8.6 Mountain Waves
With winds in excess of 20 Kt, 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.
8.3.8.7 Inversions
Vertical wind shear can be severe when associated with a temperature
inversion. The disturbed air will normally exist between ground level and
2,000 FT.
8.3.8.8 Altimeter Errors
The following altimeter errors can occur in mountainous areas where
there are strong winds:
a) Effect of Mountains:
Winds that are deflected around large single mountain peaks or
through valleys of mountain ranges tend to increase speed which
results in a local decrease in pressure. A pressure altimeter in such
airflow will be subject to an increased error in altitude due to this
decrease in pressure.
Page 8 - 271
Iss05/Rev01
PART A 24 Nov 2020
This error will remain until the airflow returns to “normal” some
distance downwind from the mountain or mountain range.
b) Downdraft and Turbulence:
Downdrafts are most severe near a mountain and at about the same
height as the summit and can cause a local drop in pressure such
that the both the rate of climb indicator and the altimeter may
actually indicate a climb although the aircraft is descending because
of the downdraft.
c) Pressure Drop:
The pressure drops associated with increase wind speeds can
extend throughout a mountain wave downwind of the mountain and
to heights well above the height of the mountain and may cause an
altimeter to over-read by as much as 3,000 FT.
8.3.8.9 Volcanic Ash
8.3.8.9.1 General
a) The information contained in this Section outlines general
procedure that should be followed should an aircraft inadvertently
encounter volcanic ash, with or without immediate effect on the
operating characteristics of the aircraft.
b) 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.
c) 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; or
2) There is good evidence on satellite imagery of a volcanic
eruption.
d) Where possible a Volcanic Ash Advice will contain the following
information:
1) Source of information which prompted the issue of the
2) Advice;
3) Name of erupting volcano and lat/long, together with time of the
eruption;

Page 8 - 272
Iss05/Rev01
PART A 24 Nov 2020
4) Boundary co-ordinates and estimated height of the ash cloud

together with time of satellite image from which the position was
determined;
5) Forecast movement of the ash cloud derived from upper wind
analyses and forecasts;
6) 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 on-set 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 observed but the event may take place so quickly that even with
expeditious avoidance action an encounter may not be avoided.
8.3.8.9.2 Recognition
The following conditions have been observed by flight crews during an
encounter with volcanic ash:
a) Cockpit
1) Smell of burning (electrical);
2) Sulfuric smells;
Page 8 - 273
Iss05/Rev01
PART A 24 Nov 2020
3) Smoke or dust haze appearing inside the aircraft;

4) Dust collecting on flat surfaces;
5) Presence of St Elmo’s Fire and static discharges around the
windshields and leading edges.
6) Bright white or orange glow in engine inlets;
7) Windshield opaqueness;
8) Engine malfunctions such as surge, increasing EGT, torching
from tailpipe and/or flameout;
9) Decrease or loss of airspeed indications;
10) False cargo fire warnings;
11) Increase in cabin altitude or loss of cabin pressure.
b) Passenger Cabin
1) Engine surging producing uneven engine noises;
2) 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;
3) Deployment of oxygen masks.
8.3.8.9.3 Procedures
a) Follow procedures detailed in the OM.
b) 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.
c) 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.
8.3.8.10 Wind Shear
Pilots must remain alert to the possibility of wind shear, and be prepared
to make relatively harsh control movements and power changes to offset
its effects. Immediately after take-off, the pilot’s choices of action will be
limited, since he will normally have full power applied, and be at the
recommended climb speed for the configuration. If the presence of shear
is indicated by rapidly fluctuating airspeed and/or rate of climb/descent,
Page 8 - 274
Iss05/Rev01
PART A 24 Nov 2020
ensure that full power is applied and aim to achieve maximum lift and
maximum distance from the ground. Similarly, if the shear is encountered
during the approach, positive application of the power and flying controls
should be used to keep the speed and rate of descent within the normal
limits; if there is any doubt, the approach should be abandoned and
action taken as in the after takeoff case above. Whenever wind shear is
encountered, its existence should be reported to air traffic control as
soon as possible.
8.3.9 Wake Turbulence
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
Turbulence encountered during approach or take off may be due to wake
turbulence.
Aircraft are categorized for wake turbulence in accordance with the
following:
a) (J) Super: A380-800
b) (H) Heavy: MTOW ≥ 136000 Kg
c) (M) Medium: 7000 kg < MTOW < 136000 Kg
d) (L) Light: MTOW ≤ 7000 Kg
Note: The B757 is considered as a heavy category aircraft even though
the MTOW does not satisfy heavy criteria.
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 takeoff and landing to cope
with wake turbulence:
a) Arriving Aircraft:
Medium behind Heavy aircraft: 2 minutes
b) Departing Aircraft:
The minimum separation time is 2 minutes (or 3 minutes if take-off is
from an intermediate part of the runway) for a Light or Medium
Page 8 - 275
Iss05/Rev01
PART A 24 Nov 2020
aircraft behind a Heavy aircraft or for a Light aircraft behind a

Medium aircraft.
Two parallel runways have no influence upon each other if they are
separated by more than 760 m (2,500 FT) and if the flight path of the
second aircraft does not cross the flight path of the preceding aircraft
by less than 300 m (1,000 FT).
c) Departing and Landing in Opposite Direction: The minimum
separation time is 2 minutes.
8.3.9.1.2 Radar Separation
Category of Category of following Minimum distance

leading aircraft aircraft separation (NM)
J Not required (Note)
H 6
J
M 8
L 8
H J Not required (Note)
H 4
M 5
L 6
H 3
M M 3
L 5
M 3
L
L 3
NOTE: When a wake turbulence restriction is not required then

separation reverts to radar separation minimums as prescribed by the
appropriate ATS authority. The recommendation of the ICAO ad hoc
group (safety case) indicated that no wake constraints exists for the
A380-800 either following another A380 or a non A380 Heavy Aircraft.

Page 8 - 276
Iss05/Rev01
PART A 24 Nov 2020
8.3.9.1.3 Non-Radar Separation

When approaches are separated by time intervals of 2 minutes by a
heavy aircraft, if followed by a Medium aircraft and 3 minutes if followed
by a light aircraft
8.3.9.2 In Cruise
Wake turbulence may be encountered in cruise, where aircraft flying in
the same direction are vertically separated by 1000 ft only
In this case, if considered necessary, the pilot may offset from the
cleared track by up to a maximum of 2 NM in order to alleviate the effects
of wake turbulence. ATC should be advised if 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.
8.3.10 Crew Members at Their Stations
8.3.10.1 Flight Crew
Reference: VAR 10.125 (a), APPENDIX 1 TO VAR 10.125
a) Each required flight crew member shall remain at the assigned duty
station during take-off and landing and critical phases of flight.
b) A required flight crew member may leave the assigned duty station if
the crew member is taking a rest period, and relief is provided:
1) For the assigned PIC during the en route cruise portion of the
flight by a pilot who holds an airline transport pilot license and
an appropriate type rating, and who is currently qualified as PIC
or SIC, and is qualified as PIC of that aircraft during the en route
cruise portion of the flight; and
2) In the case of the assigned SIC, by a pilot qualified to act as PIC
or SIC of that aircraft during en route operations.
c) During take-off and landing each flight crew member required to be
on cockpit duty shall be at his station.
d) During all other phases of flight each flight crew member required to
be on cockpit 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.
e) During all phases of flight each flight crewmember required to be on
cockpit duty shall remain alert. If a lack of alertness is encountered,
Page 8 - 277
Iss05/Rev01
PART A 24 Nov 2020
appropriate countermeasures shall be used. If unexpected fatigue is

experienced a controlled rest procedure, organized by the pilot-in-
command, can be used if workload permits. 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.
f) Except for crew entry/exit, the cockpit door should remain closed
and locked during the whole flight.
g) The task of each flight crewmember is defined in the FCOM/OM for
all flight phases.
h) 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 pilot-in-command 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.
i) One pilot should always be in a position to maintain a lookout.
j) Non-essential conversations and activities should be avoided during
phases of flight where workload is high. At other times the pilot-in-
command 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.
k) Meals, teas or coffee, etc. should normally be taken separately so
that one pilot is always in the position to oversee flight management.
8.3.10.2 Controlled Rest On Cockpit
a) Controlled rest on cockpit is only allowed for sectors with flight time
over 6 hours or 2 consecutive sectors with flight time over 4 hours
per sector.
b) It is the responsibility of all crewmembers to be properly rested
before flight.
c) 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.
d) 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
Page 8 - 278
Iss05/Rev01
PART A 24 Nov 2020
which is expected to become more severe during higher workload

periods later in the flight. It cannot be planned before flight.
e) Controlled rest should only take place during a low workload part of
the flight.
f) 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.
g) 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.
h) 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.
i) Controlled rest may be taken according the following conditions:
1) The rest period should be no longer than 30 minutes
2) After this 30-minute period, there should be a recovery period of
15 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. One cabin crew shall be in the cockpit during controlled rest
on cockpit period.
j) A minimum 15 minutes period should be allowed between rest
periods to overcome the effects of sleep inertia and allow for
adequate briefing.
k) Controlled rest periods should terminate at least 30 minutes before
top of descent.

Page 8 - 279
Iss05/Rev01
PART A 24 Nov 2020
8.3.10.3 Procedure On Cockpit Absences And Cover

Reference: VAR 10.125 (b)
The company shall have in the operations manual a requirement to have
at least two pilots or one pilot with one crew member in the cockpit
during all phases of flight unless:
a) Absence is necessary for the performance of his or her duties in
connection with the operation.
b) Absence is necessary for physiological needs, provided one
qualified pilot remains at the controls at all times; or
c) The crew member is taking a rest period and a qualified relief crew
member replaces him or her at the duty station is provided:
d) For the assigned PIC during the en route cruise portion of the flight
by a pilot who holds an airline transport pilot license and an
appropriate type rating, and who is currently qualified as PIC or SIC,
and is qualified as PIC of that aircraft during the en route cruise
portion of the flight; and
e) In the case of the assigned SIC, by a pilot qualified to act as PIC or
SIC of that aircraft during en route operations.
f) Where the cockpit operating crew consists of only two pilots, the
following procedures shall apply:
1) Operating cockpit crew shall not leave the cockpit after the
commencement of and before the termination of flight other
than for reasons of health including physiological needs, safety,
security or crew rest
2) When a member of the cockpit operating crew leaves the
cockpit for reasons stated above, the flight engineer, off-duty
crewmembers on General Declaration (GD) and in uniform,
Trainee or Cabin Crew shall be in attendance in the cockpit
until the absent cockpit crew returns (in any order of accession)
3) This ensures that, should the in-seat pilot be incapacitated,
there are means to ensure that the incapacitated pilot receives
immediate medical attention, the cockpit door is openable and
that the in-seat pilot does not fall onto the controls
4) Due to the minimum Cabin Crew complement and duties
onboard, the cockpit crew shall contact the Cabin Crew via the
interphone before leaving the cockpit
Page 8 - 280
Iss05/Rev01
PART A 24 Nov 2020
5) The above rules will not be applicable when there is an extra

pilot travelling in the cockpit
6) The flight engineer, off-duty crewmembers on General
Declaration (GD) and in uniform, Trainee or Cabin Crew are
strictly not permitted to sit or occupy the cockpit seat inflight.
They may however occupy the cockpit observer seat
7) Great care must be exercised to ensure that complacency, poor
crew co-ordination, distraction and operation demands are not
allowed to cause compromise of the above procedures
8.3.10.4 Procedure Entering The Cockpit
a) The flight engineer, off-duty crewmembers on General Declaration
(GD) and in uniform, Trainee or Cabin Crew will enter the cockpit via
interphone as procedure in OM part A 8.3.12.3 and be seated in
observer with seat belt fastened then the Flight Crew leave the
cockpit.
b) Flight crew re-enters the cockpit and must be seated in pilot’s seat
with seat belt fastened then the flight engineer, off-duty
crewmembers on General Declaration (GD) and in uniform, Trainee
or Cabin Crew now leave the cockpit.
8.3.10.5 Cabin Crew
During take-off and landing, and whenever deemed necessary by the
pilot-in-command in the interest of safety, the minimum legal number of
cabin crew must be positioned in seats designated for the purpose. Any
additional cabin crew that cannot be accommodated in seats provided for
the purpose will normally occupy passenger seats, or at pilot-in-
command's discretion any spare seat in the cockpit.
8.3.11 Use of Safety Belts for Crew and Passengers
8.3.11.1 General
Reference: VAR 13.033, VAR 10.123, VAR 10.193 (b), VAR 13.007
a) Each passenger occupying a seat or berth shall fasten his or her
safety belt and keep it fastened while the "Fasten Seat Belt" sign is
lighted or, in aircraft not equipped with such a sign, whenever
instructed by the PIC.
b) No passenger safety belt may be used by more than one occupant
during takeoff and landing.

Page 8 - 281
Iss05/Rev01
PART A 24 Nov 2020
c) 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.
d) Seat belts, including shoulder harnesses in the case of all crew
members seated at a crew member station, must be worn by all
aircraft occupants under the following conditions:
1) During taxi-out and taxi-in;
2) During take-off and landing;
3) During an instrument approach;
4) When the aircraft is flying at an altitude of less than 1,000
5) FT above terrain;
6) In turbulent conditions; and
7) At the pilot-in-command's discretion or as required by abnormal
or emergency procedures.
e) Each crew member shall have his or her seat belts fastened during
takeoff and landing and all other times when seated at his or her
station.
f) Each crew member occupying a station equipped with a shoulder
harness shall fasten that harness during takeoff and landing.
g) Each occupant of a seat equipped with a combined safety belt and
shoulder harness shall have the combined safety belt and shoulder
harness properly secured about that occupant during takeoff and
landing and be able to properly perform assigned duties.
h) 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.
i) Each passenger shall fasten his or her seat belt and keep it
fastened while the seat belt sign is lighted.
j) No one may be carried without compliance to the passenger
carrying requirements unless:
1) There is an approved seat with an approved seat belt for that
person;

Page 8 - 282
Iss05/Rev01
PART A 24 Nov 2020
2) That seat is located so that the occupant is not in any position

to interfere with the flight crew members performing their duties;
3) There is unobstructed access from their seat to the cockpit or a
regular or emergency exit;
4) There is a means for notifying that person when smoking is
prohibited and when seat belts shall be fastened; and
5) That person has been orally briefed by a crew member on the
use of emergency equipment and exits.
k) The passenger-carrying requirements do not apply when carrying:
1) A crew member not required for the flight;
2) A representative of the Authority on official duty;
3) A person necessary to the safety or security of cargo or
animals; or
4) Any person authorized by the operator’s Operations Manual.
8.3.11.2 Turbulent Conditions
a) In turbulent conditions and unless otherwise briefed by the pilot-in-
command, the SEAT BELT sign does not indicate a requirement for
cabin crew to be seated.
b) As long as the SEAT BELT signs are illuminated, cabin crew should
make frequent checks that passenger seat belts remain fastened.
8.3.12 Admission To Cockpit
8.3.12.1 Authorized Persons
Reference: VAR 10.193(a), VAR 10.143, VAR 10.145(a), VAR 12.053 (d)
a) No one on board may interfere with a crew member in the
performance of his or her duties.
b) No pilot may admit any person to the cockpit of an aircraft engaged
in commercial air transport operations unless the person being
admitted is:
1) An operating crew member;
2) A representative of CAAV responsible for certification, licensing
or inspection, if this is required for the performance of his or her
official duties.

Page 8 - 283
Iss05/Rev01
PART A 24 Nov 2020
c) The following VietJet personnel are authorized for travel in the

cockpit without a cockpit authorization issued by the CAAV or
VietJet, but must be permitted by the cockpit crew:
1) Engineers with duties relating to the flight;
2) Cockpit crew or cabin crew members on positioning flights; and
3) Flight crew trainees as part of their training program.
d) The Director of Flight Operations, or his designate, is authorized to
issue cockpit travel authorizations for VietJet personnel and for
persons not employees of VietJet having a requirement for cockpit
travel (e.g. Air Traffic Control personnel), such cockpit travel must be
permitted by the cockpit crew.
e) The PIC shall ensure that:
1) In the interest of safety, admission on the cockpit does not
cause distraction and/or interference with the flight’s operations;
and
2) All persons carried on the cockpit are made familiar with the
relevant safety procedures.
f) 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 authorized persons below are not permitted
to be in the cockpit during flight.
g) Whenever, in performing the duties of conducting an inspection, an
inspector from CAAV presents an Aviation Safety Inspector’s
Credential issued by CAAV to the PIC, the PIC shall give the
inspector free and uninterrupted access to the cockpit of the aircraft.
h) Persons authorized to travel in the cockpit must either have a regular
or VietJet internal passenger ticket, except those persons with their
names written in the flight crew list.
i) Persons may only be carried in the cockpit provided a cockpit seat
with safety equipment is available. These persons shall be briefed in
the use of seat belt, oxygen, cockpit emergency equipment and
evacuation procedures, as necessary.

Page 8 - 284
Iss05/Rev01
PART A 24 Nov 2020
j) When accepting persons in the cockpit, security aspects and general

safety principles shall be observed including advising the person of
the following:
1) Not to distract and/or interfere with the operation of the flight;
2) Not to touch any controls, switches, instruments or circuit
breakers; and
3) Not to speak unless invited to do so by the pilot-in-command.
k) In order to enable the pilot-in-command to exercise his authority to
accept or refuse a person in possession of a cockpit permit issued
by the CAAV or the VietJet, he must be informed in adequate time
prior to departure. If he refuses admission to the cockpit, he should
explain the reasons.
l) In cases where VietJet or PIC refuse to the CAAV authorized person
approach the cockpit, and must promptly send an explaining report
to the CAAV.
8.3.12.2 Sterile Cockpit
a) To avoid distractions to the cockpit crew during high workload
periods the following restrictions apply to cabin to cockpit
communications:
1) CABIN CREW should AVOID contacting/ entering the Cockpit
during critical phases of flight below 10,000 feet:
i. For departure: From aircraft pushback until the “Fasten
Seatbelt” sign is OFF during climb.
ii. For arrival: When the “Fasten Seatbelt” sign is ON during
descent until aircraft is parked.
2) Interphone contact with the cockpit is prohibited during:
i. For departure: Start of take-off roll (After the cockpit
announcement “Cabin crew, be seated for take-off”) until
landing gear up.
ii. For arrival: From landing gear down (after the cockpit
announcement “Cabin crew be seated for landing”) until
the end of landing roll.
3) If an emergency situation develops during take-off or arrival the
cabin crew member should contact the purser by interphone.
The purser will advise the pilot-in-command as soon as sterile
cockpit procedures permit.

Page 8 - 285
Iss05/Rev01
PART A 24 Nov 2020
4) The sterile cockpit phase is cancelled following a rejected take-

off or a landing that does not appear normal once the aircraft
has come to a complete stop.
5) In normal operations, the Purser communicates directly with the
Flight Crew. Should it become necessary for a CABIN CREW to
contact the Flight Crew in case of any emergency during the
sterile Cockpit period, the CABIN CREW must contact them
directly through interphone by using the “EMER CALL” on the
handset.
b) The sterile cockpit phase is cancelled following a rejected take- off or
a landing that does not appear normal once the aircraft has come to
a complete stop.
8.3.12.3 Locking Of The Cockpit Door
a) The PIC shall ensure that the cockpit compartment door is locked
during passenger-carrying commercial air transport operations from
the time all external doors are closed following embarkation until any
such door is opened for disembarkation except when necessary to
permit access and egress by authorized persons and to provide for
emergency evacuation.
b) No one shall unlock the cockpit compartment door in flight unless
they have used the means of monitoring the door area to identify
persons requesting entry. Refer to CCM 1.19.5 – Flight Deck Entry
Procedures for details.
c) The cockpit door must be closed and locked from the time all
external doors of the aircraft are closed until they are opened at
destination.
d) The number of cockpit entries/exits should be minimized.
e) Prior to each flight and as part of the Pilot-in-command’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 cockpit.
f) To request access to the cockpit the Purser shall activate the cockpit
call system and once the cockpit crew respond, request entry to the
cockpit using the phrase:
“This is .....(password). Please unlock the door”
When the Pilots do not respond to requests for entry (e.g. pilot
incapacitation), the door can also be unlocked by the Cabin Crew, by
entering the access code on the keypad.

Page 8 - 286
Iss05/Rev01
PART A 24 Nov 2020
g) The Purser must check and confirm with pilot in the cockpit, that the
entire area outside the cockpit door is clear before unlocking and
opening the cockpit door (for both entry and egress). The door must
be closed and locked immediately after the crew member has
entered or exited the cockpit.
Note: For aircraft fitted with security cameras (CCTV) the cockpit
crew must observe the video screen to confirm the identity of the
crew member requesting cockpit entry before unlocking the cockpit
door.
h) In the case where it is necessary to summon the Purser to the
cockpit in an emergency situation the cockpit door should be
unlocked to permit immediate entry of the Purser without using the
above interphone communication procedure.
8.3.13 Use of Vacant Crew Seats
a) Vacant crew seats, either cockpit or cabin crew seats, shall not be
used by passengers during flight.
b) VietJet cockpit or cabin crew members, not being part of the
operating crew, are permitted to occupy vacant cockpit or cabin crew
seats in the absence of a passenger cabin seat.
8.3.14 Incapacitation of Crew Members
8.3.14.1 General
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.
8.3.14.2 Recognition
a) Flight crew members should have a high degree of awareness for
subtle incapacitation which may be recognized by the following:
1) If a flight crew member does not respond appropriately to two
verbal communications, particularly standard calls during critical
phases of flight;
2) If a flight crew member does not respond to a verbal
communication associated with a significant deviation from a
standard flight profile; or

Page 8 - 287
Iss05/Rev01
PART A 24 Nov 2020
3) 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.
b) If you don't feel well, say so and let the other pilot fly.
8.3.14.3 Actions
a) In the event of a suspected pilot incapacitation the pilot in control
should make a PA announcement as follows:
b) “Purser to cockpit”
c) The Purser, assisted if necessary, by another cabin crew member,
will proceed as follows:
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.
8.3.15 Cabin Safety Requirements
8.3.15.1 Cabin Preparation
8.3.15.1.1Pre-Flight
Reference: VAR 13.063 (a), VAR 12.185, Appendix 1 to VAR 12.185
a) Pre-Flight the pilot-in-command must ensure himself that:
1) A pre-flight inspection of the aircraft security (also in-flight and
after-flight) must be completed and recorded by the pilot-in-
command, the Purser and the technician in Aircraft Normal
Security Check Report.
2) The medical and emergency equipment and emergency lighting
as detailed in the FCOM/OM 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) It is the responsibility of the Purser to ensure that the above checks
are conducted on the first flight of the aircraft for the day
1) Of the flight crew on an aircraft during a duty period;
Page 8 - 288
Iss05/Rev01
PART A 24 Nov 2020
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 shall confirm the completion of these checks to the Pilot-
in-command.
d) No one may cause an aeroplane carrying passengers to be moved
on the surface, takeoff or land unless each automatically deployable
emergency evacuation assisting means installed on the aircraft is
ready for evacuation.
e) The company shall carry on each passenger carrying aircraft, in
convenient locations for the use of each passenger, printed cards
supplementing the oral briefing and containing. VietJet shall ensure
that each card contains information that is pertinent only to the type
and variant of aircraft used for that flight. The card must contain
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.
8.3.15.1.2Passenger Embarkation
a) Passenger embarkation will be accordance with VietJet ground
handling procedures. However, cabin crew should be aware of
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.
b) No PIC or Purser may allow the takeoff or landing of an aircraft
unless each passenger seat back is in the upright position.
c) Exceptions may only be made in accordance with procedures in
VietJet’s Operations Manual provided the seat back does not
obstruct any passenger’s access to the aisle or to any emergency
exit.
Page 8 - 289
Iss05/Rev01
PART A 24 Nov 2020
8.3.15.1.3Before Take-Off
Before take-off the cabin crew are responsible for the cabin preparation
which must be completed as follows:
a) All passengers are seated and have correctly fastened their seat
belts;
b) All reclining seats are in an upright position and folding tables
stowed;
c) All hand baggage is secured;
d) All trolleys are stowed and galleys closed;
e) Exits and escape paths are unobstructed;
f) Exit doors armed; and
g) Emergency briefing completed.
8.3.15.1.4In-Flight
a) Selection of SEAT BELT signs ON during the flight shall be dictated
by the severity of any anticipated or actual turbulence.
b) The pilot-in-command is responsible for keeping the Purser
informed in advance, if possible, of expected turbulence encounters
and if the anticipated severity of the turbulence will be such that
cabin crew should be seated.
c) 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.
d) Cabin crew must ensure that all passengers have conformed to the
pilot-in-command’s instructions on fastening of seat belts.
e) Whilst the SEAT BELT signs are ON, cabin crew should make
frequent checks that passengers do remain seated with seat belts
fastened.
f) When a passenger is seen to unfasten his seat belt or attempts to
leave his/her seat, the passenger should be asked to remain seated
and strapped in. However, as a matter of policy, if a passenger
insists on moving, he/she should not be prevented, but should be
warned by cabin crew to take particular care.

Page 8 - 290
Iss05/Rev01
PART A 24 Nov 2020
g) When heavy turbulence is encountered or expected to be

encountered requiring the cabin crew to cease service and be
seated the cockpit crew shall make the following PA announcement:
“All passengers and crew, please be seated and fasten
seatbelts.”
h) If it is expected that there will be some considerable delay to cabin
service, due to turbulence, then a cockpit crew member should
make a PA announcement to inform passengers of the extended
interruption to cabin service.
i) As soon as turbulence is over or as soon as duties can be
reassumed, the Pilot-in-command 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.
Communication and coordination for anticipated turbulence
Event Cockpit crew Purser Cabin Crew

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

Page 8 - 291
Iss05/Rev01
PART A 24 Nov 2020
Event Cockpit crew Purser Cabin Crew

Light: Turn on Receive “cabin Confirm to Purser
seatbelt sign switch. secure” from cabin “Cabin secured”
Moderate: crew and report
Expected -Turn on and recycle back to cockpit:
light to seatbelt sign switch; “Cabin secured”
moderate or
turbulence -Double recycle seat
belt sign switch (if
the sign has already
been on previously)
Fasten Advise cabin crew Receive the status Receive information
seatbelt whether it is safe or of the cabin if that it is save to get
sign not to get up and injuries or damage up.
switched off reassume duties. have occurred and Verify that
inform the cockpit. passengers are not
hurt and check if
any damage has
occurred.
Inform Purser of the
cabin status.
8.3.15.1.5Approach And Landing

Prior to landing the cabin crew are responsible for the cabin preparation
which must be completed as follows:
a) All passengers are seated and have correctly fastened their seat
belts;
b) All reclining seats are in an upright position and folding tables
stowed;
c) All hand baggage is secured;
d) All trolleys are stowed and galleys closed; and
e) Exits and escape paths are unobstructed.

Page 8 - 292
Iss05/Rev01
PART A 24 Nov 2020
8.3.15.1.6Disembarkation
Passenger disembarkation will be in accordance with VietJet 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.
8.3.15.2 Cockpit To Cabin Crew And Cabin Crew To Cockpit Communication
Procedures
Refer to Cabin Crew Manual (CCM) and OM Part B (OMB) for cockpit to
cabin crew and cabin crew to cockpit communication procedures.
8.3.15.3 Portable Electronic Devices (PEDs)
a) Portable Electronic Devices (PEDs) are defined as any kind of
electronic device typically but not limited to consumer electronics,
brought onboard the aircraft by crew members, passengers or as
part of the cargo and that is not included in the approved aircraft
configuration. All equipment that is able to consume electrical energy
falls under this definition.
b) Electronic devices may cause interference with navigation or
communication system of the aircraft on which they are used.
c) No PIC or PURSER may permit any person to use, nor may any
person use a portable electronic device on board an aircraft that
may adversely affect the performance of aircraft systems and
equipment unless:
• For IFR operations other than commercial air transport, the PIC
allows such a device prior to its use; or
• For commercial air transport operations, VietJet shall makes a
determination of acceptable devices and publishes that
information in the Cabin Crew Manual for the crew members
use; and
• The PIC informs passengers of the permitted use.
d) If the Cockpit crew observes any abnormal interference with
communication or navigation equipment, Purser is instructed to
follow appropriate procedure to perform cabin check to notify if any
passenger is operating an electronic device. If found, such devices
shall be switched OFF and report to PIC.
Refer to Cabin Crew Manual 1.25 – Portable Electronic Devices for
detailed handling procedure.
Page 8 - 293
Iss05/Rev01
PART A 24 Nov 2020
8.3.16 Passenger Briefing Procedures

Reference: APPENDIX 1 TO VAR 13.007, VAR 10.200
a) Passengers are instructed on safety issues. A part of this notice may
be made through graphic underneath form of films with sound.
b) Passengers are provided safety board as a graphic showing the
operation of the safety equipment and exits for passengers in case
of an emergency.
c) In an emergency during flight, passengers are instructed emergency
actions appropriate to the situation.
d) The PIC shall ensure that crew members and passengers are made
familiar, by means of an oral briefing or by other means, with the
location and use of the following safety and emergency equipment, if
appropriate:
1) Seat belts;
2) Emergency exits;
3) Life jackets;
4) Oxygen dispensing equipment; and
5) Other emergency equipment provided for individual use,
including passenger emergency briefing cards.
e) The PIC shall ensure that all persons on board are aware of the
locations and general manner of use of the principal emergency
equipment carried for collective use.
f) For commercial air transport operations, the briefing shall contain all
subjects approved by CAAV for the specific operations conducted as
included in the pertinent Operations Manual.
g) When cabin attendants are required in a commercial air transport
operation, the PIC may delegate this responsibility, but shall
ascertain that the proper briefing has been conducted prior to
takeoff.
8.3.16.1 Pre-Take-Off Briefing
Reference: VAR 13.043, VAR 13.007, APPENDIX 1 TO VAR 13.007 (b),
VAR 13.045
a) Prior to take-off cabin crew must brief all passengers on applicable
safety rules and procedures.
Page 8 - 294
Iss05/Rev01
PART A 24 Nov 2020
b) The briefing (which may be performed as a video presentation) will

include:
1) Information on the prohibition of smoking;
2) Requirement not to used electronic devices during take- off and
landing;
3) Requirement for seat back to be upright and tray table stowed;
4) A demonstration of the following:
i. Seat belt fastening and un-fastening;
ii. Location and operation of oxygen masks;
iii. Location of exit signs and exits;
iv. Location of escape path marking lights;
v. Location of emergency exits and escape slides;
vi. Location and operation of life jackets and flotation devices;
vii. Smoking/smoke detector regulations;
viii. Stowage of hand baggage;
ix. Reference to passenger safety briefing card.
c) Immediately before or immediately after turning the seat belt sign off,
the PIC or Purser shall ensure that the passengers are briefed to
keep their seat belts fastened while seated, even when the seat belt
sign is off.
d) Before each takeoff, the PIC or Purser shall ensure that any persons
of reduced mobility are personally briefed on:
1) The route to the most appropriate exit; and
2) The time to begin moving to the exit in event of an emergency.
e) No pilot may commence extended overwater operations unless 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.

Page 8 - 295
Iss05/Rev01
PART A 24 Nov 2020
8.3.16.2 After Take-Off Briefing

Reference: APPENDIX 1 TO VAR 13.007 (c)
After take-off the cabin crew must make a PA announcement reminding
passengers of the following:
a) Smoking regulations; and
b) Use of seat belts including safe benefits of fastening seat belts while
sitting regardless of status of the signal light seatbelt.
8.3.16.3 Pre-Landing Briefing
Reference: APPENDIX 1 TO VAR 13.007 (d)
Before landing, the cabin crew must make a PA announcement
reminding the passengers of the following:
a) Smoking regulations;
b) Use of seat belts or safety belts;
c) The back seat is in the upright position and the seat back tray table
must be in the stowed position;
d) Re-stowage of hand baggage; and
e) Restrictions on the use of electronic devices.
8.3.16.4 After Landing Briefing
Reference: APPENDIX 1 TO VAR 13.007 (e)
After landing the cabin crew must make a PA announcement reminding
the passengers of the following:
a) Smoking regulations;
b) Use of seat belts or safety belts.
8.3.16.5 Public Address (PA) Announcements
a) Although the pilot-in-command may delegate the use of the PA
system to any other crew member, he remains responsible for its
proper use.
b) The pilot-in-command should discuss his plan for routine
announcements with the Purser.
c) The following should be considered before each announcement:

Page 8 - 296
Iss05/Rev01
PART A 24 Nov 2020
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 humor.
d) Passengers should be advised of any delays (take-off, landing) or
diversions and the reason(s).
e) When the take-off is imminent, the passengers are to be advised by
making an announcement over the PA.
f) 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. Crew members should carry out PA in case:
1) Greeting, provide the flight information;
2) Delays, diversions, cancel and the reason(s)
3) Safety related matters, including turbulence, non-normal and
emergency situations to passenger. When noticeable
turbulence is anticipated or encountered, advise the 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.
8.3.16.6 Passenger Briefing Cards
Reference: VAR Appendix 12.185
a) The company shall, at each exit seat, provide passenger information
cards that include the following information in the primary language
in which emergency commands are given by the crew:
b) Functions required of a passenger in the event of an emergency in
which a crew member is not available to assist
1) Locate the emergency exit;
2) Recognize the emergency exit opening mechanism;
3) Comprehend the instructions for operating the emergency exit;
4) Operate the emergency exit;

Page 8 - 297
Iss05/Rev01
PART A 24 Nov 2020
5) Assess whether opening the emergency exit will increase the

hazards to which passengers may be exposed;
6) Follow oral directions and hand signals given by a crew
member;
7) Stow or secure the emergency exit door so that it will not
impede use of the exit;
8) Assess the condition of an escape slide, activate the slide, and
stabilize the slide after deployment to assist others in getting off
the slide;
9) Pass expeditiously through the emergency exit; and
10) Assess, select, and follow a safe path away from the emergency
exit.
c) A request that a passenger identify himself or herself to allow re-
seating if he or she:
1) Cannot perform the emergency functions stated in the
information card;
2) Has a non-discernible condition that will prevent him or her from
performing the functions;
3) May suffer bodily harm as the result of performing one or more
of those functions; or
4) Does not wish to perform those functions;
5) Lacks the ability to read, speak, or understand the language or
the graphic form in which instructions are provided by the
company.
8.3.17 Policy on the Use of Autopilot and Other Auto Flight Systems
8.3.17.1 Use of Automation
a) During flight, autopilot (A/P), flight director (F/D) and auto-
thrust/auto-throttle (A/THR) should be used to the maximum extent
practical.
b) This will relieve the workload of the flight crew and give them more
time to monitor instruments, ATC communications, and weather
conditions and pay more attention to other aircraft.
c) When operating in good weather and at low traffic aerodromes, the
flight crew can fly the departure or arrival manually to maintain
manual flying skills.
Page 8 - 298
Iss05/Rev01
PART A 24 Nov 2020
d) Optimum use of automation requires the integrated and coordinated

use of the following systems:
1) A/P;
2) F/D;
3) A/THR;
4) Flight management (FMS).
e) The optimum use of automation enables the flight crew to stay
ahead of the aircraft and be prepared for possible contingencies.
f) A/P engagement should only be attempted when the F/D commands
(if the F/D is on) are essentially satisfied and the aircraft flight path is
under control.
g) A/THR use is recommended during all phases of flight, if applicable.
h) During line operations, the A/P and A/THR should be engaged,
especially in marginal weather conditions or when operating in an
unfamiliar aerodrome.
i) During approach F/D, A/P and A/THR should be used to the
maximum extent practical.
j) CAT II landings may be done manually but auto-land is
recommended.
k) Detailed policies about automation for the appropriate type of
aeroplane are found in FCOM/OM Part-B Chapter 2 Type-Related.
Note: When the use of A/P and/or A/THR becomes unproductive and/or
if doubt exists regarding the aircraft flight path or speed control they
should be disconnected.
8.3.17.2 Appropriate Levels of Automation
a) The PF always retains the authority and capability to select the most
appropriate level of automation and guidance for the task, including:
1) Adopting a more direct level of automation by reverting from
FMS guidance to Non-FMS guidance such as using the A/P,
F/D, A/THR and MCP/FCU for mode selection and target entry;
2) selecting a more appropriate lateral or vertical mode; or,
3) reverting to manual flight with or without F/D guidance and with
or without A/THR for direct control of the aircraft.

Page 8 - 299
Iss05/Rev01
PART A 24 Nov 2020
b) If doubt exists regarding the aircraft flight path or speed control, no

attempt at reprogramming the automated systems should be made.
A lower level of automation or manual flight with reference to
navaids raw data should be used until time and conditions permit
reprogramming the A/P, F/D or FMS.
c) Except in non-normal aircraft behavior, A/P and A/THR must not be
overridden manually.
8.3.17.3 Autopilot and Flight Director Mode Selections
a) If both autopilots are inoperative, flight duty may be accepted only if
the flight time does not exceed 1 hour (flight times longer than 1 hour
are subject to Director Flight Operations or Chief Pilot’s approval.
b) The use and operation of the auto flight system must be monitored
and supervised by the PF and PM at all times by:
1) confirming, checking and announcing the status of autopilot,
auto throttle/ autothrust and flight director modes on the FMA
(arming, engagement, etc)
2) the PFD (FMA, speed scale and altitude scale) - guidance
modes, speed and altitude targets;
3) the ND - lateral guidance (heading, track or FMS flight plan);
and
4) supervising the resulting autopilot, flight director guidance and
auto throttle/ autothrust operation on the PFD and ND (pitch
attitude and bank angle, speed and speed trend, altitude,
vertical speed, heading or track).
c) Autopilot and flight directors are recommended for use in turbulence.
d) When performing manual flight, the flight director commands should
be followed; otherwise, the flight director bars should be cleared
from the display.
e) No turn shall be made before 400 ft. AGL after take-off (except
special aerodrome operations published on charts).

Page 8 - 300
Iss05/Rev01
PART A 24 Nov 2020

Page 8 - 301
Iss05/Rev01
OPERATIONS MANUAL ALL WEATHER OPERATIONS
PART A 24 Nov 2020
8.4 ALL WEATHER OPERATIONS

8.4.1 All Weather Operation (AWO)
a) 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).
b) Weather limitations (visibility) applied for AWO are called minima.
c) Categories of AWO and the associated minima are defined in the
chapter 8.1.3 - Airport Operating Minima".
d) For each airport procedure, approved minima are indicated in the
Jeppesen Airway Manual.
e) 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.
f) The limits of the aircraft are indicated in the Aircraft Flight Manual
(AFM)
g) The limit of usable landing aids is the value of the DH/DA for the
approach landing category.
h) These limits or operating minima must not be less than those
imposed by the country concerned and according to the type of
flight.
i) A crew member of a civil aircraft may not act in a Category II/III
operation unless:
1) In the case of a PIC, he or she holds a current Category II or III
letter of authorization for that type aircraft.
2) In the case of an F/O, he or she is authorized by the State of
Registry to act as F/O in that aircraft in Category II/III
operations.
j) No pilot may operate a civil aircraft of Vietnam registry or under a
Vietnam AOC to the instrument approach minimums for Category II
or III approaches without the authorization of VietJet.

Page 8 - 302
Iss05/Rev01
PART A 24 Nov 2020
8.4.1.1 CAT II
A CAT II approach is a precision instrument approach and landing
operation using ILS or MLS with:
a) A decision height lower than 200ft (60m) but not lower than 100ft
(30m)
b) A runway visual range not less than 300m (1,000ft).
8.4.1.2 CAT III
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).
a) A category III A approach is a precision instrument approach and
landing using ILS or with:
1) Decision height lower than 100ft (30m) and
2) Runway visual range not less than 175m.
b) A category III B approach is a precision instrument approach and
landing with
1) No decision height or a decision height lower than 50ft (15m)
and
2) A runway visual range less than 175 m, but not less than 50 m.
c) A category III C approach is a precision instrument approach and
landing with
1) No decision height and runway visual range limitations.
2) 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 authorized).
Note: Auto land is not CAT III. An automatic landing system is only
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.

Page 8 - 303
Iss05/Rev01
PART A 24 Nov 2020
8.4.1.3 Decision Height (DH) And Alert Height (AH)

In CAT II / CAT III regulations, two different heights are defined:
a) The Decision Height (DH),
b) The Alert Height (AH).
8.4.1.3.1 Decision Height Definition
a) Decision height is the wheel height above the runway elevation by
which a go-around must be initiated unless adequate visual
reference has been established and the aircraft position and
approach path have been assessed as satisfactory to continue the
approach and landing in safety.
b) In this definition, runway elevation means the elevation of the
highest point in the touchdown zone. The DH recognition must be
by means of height measured by radio-altimeter.
8.4.1.3.2 Decision Height Concept
A Decision Height (DH) is a specified point in space at which a pilot must
make an operational decision. The pilot must decide if he has
established the visual references adequate to safely continue the
approach.
a) If the visual references have not been established, a go-around
must be executed
b) If the visual references have been established, the approach can be
continued. However, the pilot may always decide to execute a go-
around if sudden degradations in the visual references or a sudden
flight path deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle
Clearance Height (OCH), whichever is higher.
In Category III operations with DH, the DH is lower than 100ft (typically
equal to 50ft for a fail-passive automatic landing system and 15-20ft for
a fail-operational automatic landing system).
The DH is measured by means of radio-altimeter. When necessary, the
published DH takes into account the terrain profile before runway
threshold.
Refer to 8.4.2.3.2 for Visual References at DH.

Page 8 - 304
Iss05/Rev01
PART A 24 Nov 2020
8.4.1.3.3 Alert Height Definition

a) An Alert Height is a height above the runway, based on the
characteristics of the aircraft and its fail-operational automatic
landing system, above which a Category III approach would be
discontinued and a missed approach initiated if a failure occurred in
one of the redundant parts of the automatic landing system, or in
the relevant ground equipment.
b) It is generally stated that if a failure occurred below the Alert Height,
it can be ignored and the approach continued (except if AUTOLAND
warning is triggered)
8.4.1.3.4 Decision Height And Alert Height Concept
a) Decision height concept
1) Decision height is a specified point in space at which a pilot
must make an operational decision. The pilot must decide if the
visual references adequate to safely continue the approach
have been established.
i. If the visual references have not been established, a go-
around must be executed.
ii. If the visual references have been established, the
approach can be continued. However, the pilot may always
decide to execute a go-around if sudden degradation in the
visual references or a sudden flight path deviation occur.
2) In Category II operations, DH is always limited to 100ft or
Obstacle Clearance Height (OCH), whichever is higher. In
Category III operations with DH, the DH is lower than 100 ft
(typically equal to 50ft for a fail-passive automatic landing
system and 15ft for a fail-operational automatic landing
system).
3) The DH is measured by means of radio-altimeter. When
necessary, the published DH takes into account the terrain
profile before runway threshold.
b) Alert Height concept
1) Alert height is a height defined for Category III operations with a
fail-operational landing system.

Page 8 - 305
Iss05/Rev01
PART A 24 Nov 2020
i. Above AH, a go-around must be initiated if a failure (*)

affects the fail-operational landing system.
(*) The list of these failures is mentioned in the AFM/FM.
ii. Below AH, the approach will be continued (except if
AUTOLAND warning is triggered).
2) The alert height for A320/A321 is 100ft
3) The AH is only linked to the probability of failure(s) of the
automatic landing system, Airbus Procedures include both AH
and DH concepts for all Fail-operational Category III operations.
c) Fail-operational flight control system means a flight control system
with which, in the event of a failure below alert height, the approach,
flare and landing can be completed automatically. In the event of a
failure, the automatic landing system will operate as a fail-passive
system.
d) Fail-passive flight control system means a flight control system is
fail-passive if, in the event of a failure, there is no significant out-of-
trim condition or deviation of flight path or attitude but the landing is
not completed automatically. For a fail-passive automatic flight
control system the pilot assumes control of the airplane after a
failure.
Note: “Flight control system” in the context of low visibility
operations means a system that includes an automatic
landing system and/or a hybrid landing system.
8.4.1.4 Runway Visual Range
8.4.1.4.1 RVR Definition
Runway Visual Range (RVR) is the range over which a pilot of an aircraft
on the centreline of the runway can see the runway surface markings or
the lights delineating the runway or identifying its centreline.
8.4.1.4.2 RVR Concept
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.
Page 8 - 306
Iss05/Rev01
PART A 24 Nov 2020
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.
8.4.1.4.3 Runway Visual Range Measurements:
a) For Category II and Category III operations, the RVR measurements
are provided by a system of calibrated transmission meters and
account for the effects of ambient background light and the intensity
of runway lights.
b) Transmission meters 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.
c) The touchdown zone RVR shall always be controlling. If reported
and relevant, the midpoint and stop-end RVR shall also be
controlling. The minimum RVR value for the midpoint shall be 125 m
or the RVR required for the touchdown zone if less, and 75 m for the
stop-end. For aircraft equipped with a rollout guidance or control
system, the minimum RVR value for the midpoint shall be 75 m.
d) An RVR is considered relevant if the aircraft speed at any time in
that zone is greater than 60kt.
8.4.1.5 Minimum Approach Break-Off Height (MABH)
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:
a) In normal operation, the aircraft does not touch the ground during the
procedure
b) With an engine failure during a missed approach, it can be
demonstrated that taking this failure probability, an accident is
extremely improbable.

Page 8 - 307
Iss05/Rev01
PART A 24 Nov 2020
8.4.1.6 Operating Minima

8.4.1.6.1 CAT II
CATEGORY II MINIMA
AUTO-COUPLED TO BELOW DH (1)

DECISION
HEIGHT RVR/ aircraft RVR/ aircraft
category A, B, C category D
100 – 120 ft 300 m 300/350 m (2)
121 – 140 ft 400 m 400 m
141 – 199 ft 450 m 450 m

(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).
(2) An RVR of 300m may used for a category D aircraft conducting an
auto-land.
8.4.1.6.2 CAT III
The following provisions should apply to CAT IIIA operations:
a) Where the DH and RVR do not fall within the same category, the
RVR should determine in which category the operation is to be
considered.
b) For operations in which a DH is used, the DH should not be lower
than:
1) the minimum DH specified in the AFM, if stated;
2) the minimum height to which the precision approach aid can be
used without the specified visual reference; or
3) the DH to which the flight crew is qualified to operate.
c) Operations with no DH should only be conducted if:
1) the operation with no DH is specified in the AFM;
2) the approach aid and the aerodrome facilities can support
operations with no DH; and
3) the flight crew is qualified to operate with no DH.
Page 8 - 308
Iss05/Rev01
PART A 24 Nov 2020
d) The lowest RVR minima to be used are specified in the following

Table:
CAT III operations minima
RVR vs. DH and rollout control/guidance system
Rollout control/ RVR

CAT DH (ft) *
guidance system (m)
IIIA Less than 100 Not required 200
IIIB Less than 50 Fail-Passive 125
IIIB Less than 50 or no DH Fail-Operational 75

*: Flight control system redundancy is determined under CS-AWO
by the minimum certified DH.
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.
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 operations.
Note: Auto land is not CAT III. An automatic landing system is only
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.
8.4.1.7 Cockpit cut-off
The cockpit cut-off of the visual sector is a significant factor in low
visibility landings. On the aircrafts the factors affecting cockpit cut-off
which can be influenced by the pilots are the following:
a) The Drift
Compensation on the approach for a cross wind from the left will
impose a greater section of glare-shield on the Captain’s vision and
thereby effectively decrease the visual segment due to cockpit cut-
off.
Page 8 - 309
Iss05/Rev01
PART A 24 Nov 2020
Conversely, compensation for a cross wind from the right will

increase the visual segment.
b) The Body Angle
During CAT II/III approaches, an Airbus in a stabilized condition at
Flaps full has a body angle of 4° approximately. This represent a
cut-off angle (down vision angle) of 20°.
c) The Pilot Eyes Height:
The pilot eyes height with a 4° pitch angle is 6.1m.
Note: The cockpit cut-off angle can be improved by:
• Observing the crosswind limitations for CAT II / III.
• Ensuring that seat height is adjusted to give the highest
practicable eye height.
• Ensuring that the speed, attitude and ROD are stabilized.
• Using flaps full for approach and landing.
8.4.1.7.1 Decision making process
It should be stressed that the DH is the lower limit of the decision zone
during which the PIC will be assessing visual references.
The PIC should come to this zone prepared for a go-around but with no
pre-established judgment. The decision should be made according to the
quality of the approach and the way the visual references develop as DH
is approached.
For CAT II operations, the conditions required at DH to continue the
approach are that the visual references should be acceptable or monitor
the continued approach and landing, and that the flight path should be
acceptable and then way the visual references develop as DH is
approached.
For CAT III operations with DH is that there should be visual references
which confirm that the aircraft is over the TDZ. Go-around is mandatory if
the visual references do not confirm this.
For CAT III operations without DH there is no requirement for visual
references.
Note: If the decision to continue has been made at DH, and the visual
references subsequently becomes insufficient, or the flight path
deviates unacceptably when below DH, a go-around must be
initiated. A go-around at this stage may result in a ground contact.
This contact is considered acceptable.
Page 8 - 310
Iss05/Rev01
PART A 24 Nov 2020
8.4.1.7.2 Visual illusion

Scientific analysis shows that the control of an aircraft by visual
reference is an extremely complex task requiring perception of even
small changes of the limited information available. Since below DH the
proper operation of the electronics aids is verified by visual reference,
the Pilot has to be aware that visual illusions and eye adaptation
problems could arise.
Whereas the approach/runway lights afford some guidance, 200 m. RVR
does not provide an adequate picture to enable the pilot to achieve an
accurate visual perception attitude.
The horizon is obscured, and crossbars are in dynamic motion. The
distance to the furthest visible lights may appear to vary due to
inconsistency and density of the fog. The situation can create the illusion
that the aircrafts is proposing. To compound the above, a strong illusion
of being too high on the slot is create when transitioning from instrument
to visual in low visibility. The illusion is quite simply caused by the fact
that the forward limit of visibility – to the Pilot’s perception the horizon –
is much lower than usual (in fact it is half-way down to the windscreen).
Side effects of the above are:
• A sudden decrease of visibility will cause the illusion of a pitch up:
and
• A sudden increase of visibility will cause the illusion of pitch down.
These illusion and false perceptions can be guarded against by
maintaining rapid scan of instruments and visual cues throughout the
visual sector.
Since the autopilots are engaged throughout the approach and landing
the difficult transition from instruments to fully visual, in CAT III
conditions is facilitated.
8.4.2 Flight Crew Procedures
8.4.2.1 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 non-visual CAT II or CAT III requirements:

Page 8 - 311
Iss05/Rev01
PART A 24 Nov 2020
1) Runway and approach lighting,

2) Radio nav-aid availability,
3) RVR equipment availability, etc.
b) Aircraft status: check that required equipment for CAT II or CAT III
approach are operative as per SOP's. Confirm from Technical Log
no write-up during previous flights affects equipment required for
CAT II / CAT III operations.
c) Crew qualification and currency must be reviewed (both crew
member must be qualified and current).
Refer to chapter 5 and OM part D 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.
8.4.2.2 Approach Preparation
a) In addition to items normally covered by approach briefing for any
IFR arrival, CAT II/III checklist should also be reviewed to ensure
system status and to review procedures relating to possible auto
flight system down grading or malfunctions.
b) CAT II/III minimum should be set in the DH field of the MCDU PERF
APPR page. In case of CAT III without DH, pilot should enter “NO”
in the DH field.
c) All CAT II/III ILS approaches are stabilized approaches by 1,000ft
without exceptions. The aircraft should be in the landing
configuration by the FAP.
8.4.2.2.1 Aircraft Status
a) Check on A/C STATUS page that the required landing capability is
available.
b) 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.

Page 8 - 312
Iss05/Rev01
PART A 24 Nov 2020
8.4.2.2.2 Weather
Check weather conditions at destination and at alternates. Both TDZ and
MID and RVR values must be available for CAT II/III approaches. The
selected alternate must have weather conditions equal to or better than
CAT I.
8.4.2.2.3 Approach Ban
An instrument approach may be commenced regardless of the reported
RVR/VIS.
If the reported RVR/VIS is less than the applicable minimum the
approach shall not be continued:
a) Below 1000ft above the aerodrome; or
b) Into the final approach segment in the case where the DA/H or
MDA/H is more than 1000ft above the aerodrome.
Where the RVR is not available, RVR values may be derived by
converting the reported visibility in accordance with OM-A(…)
If, after passing 1000 ft above the aerodrome, the reported RVR/VIS falls
below the applicable minimum, the approach may be continued to DA/H
or MDA/H.
The approach may be continued below DA/H or MDA/H and the landing
may be completed provided that the visual reference adequate for the
type of approach operation and for the intended runway is established at
the DA/H or MDA/H and is maintained.
8.4.2.2.4 ATC Calls
a) 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.
b) Before the outer marker, RVR values from TDZ, MID and ROLLOUT
when required, must be transmitted. The approach chart will confirm
the required minimum values.
8.4.2.2.5 Seat Position
a) 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
Page 8 - 313
Iss05/Rev01
PART A 24 Nov 2020
is lower than intended, the already short visual segment is further

reduced by the cut-off angle of the glare shield or nose
b) 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/OM
c) The seat is correctly adjusted when the pilot's eyes are in line with
the red and white balls located above the glare shield
8.4.2.2.6 Use Of Landing Lights
a) At night in low visibility conditions, landing lights can be detrimental
to the acquisition of visual references.
b) Reflected light from water droplets or snow may actually reduce
visibility.
c) Landing lights should therefore normally be used in CAT II or CAT
III weather conditions.
8.4.2.2.7 CAT II / 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 (stabilized 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
8.4.2.3 Approach Procedures
Conduct approach in accordance with the procedures given in FCOM.

Page 8 - 314
Iss05/Rev01
PART A 24 Nov 2020
8.4.2.3.1 Task Sharing

a) The procedures given in FCOM for CAT II and CAT III approaches
make the best use of the automatic system of the aircraft.
b) The recommended task sharing for a CAT II / CAT III approach is
that CM1 is PF and CM2 is PM.
c) The workload is distributed in such a way that the PF primary tasks
are supervising and decision making, and the PM primary task is
monitoring operation of the automatic system.
8.4.2.3.2 Visual References
8.4.2.3.2.1 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.
a) CAT II Operations
1) 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.
2) A pilot may not continue an approach below the Category II
decision height unless visual reference containing a segment of
at least 3 consecutive lights being the center line of the
approach lights, or touchdown zone lights, or runway center line
lights, or runway edge lights, or a combination of these is
attained and can be maintained.
b) CAT III Operations
1) 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.
i. For CAT 3 SINGLE, with fail passive flight control systems,
a pilot may not continue an approach below the decision
height unless a visual reference containing a segment of at
Page 8 - 315
Iss05/Rev01
PART A 24 Nov 2020
least 3 consecutive lights being the centerline of the

approach lights, or touchdown zone lights, or runway
centerline lights, or runway edge lights, or a combination of
these is attained and can be maintained.
ii. For CAT 3 DUAL with fail-operational flight control systems
using a decision height a pilot may not continue an
approach below the Decision Height unless a visual
reference containing at least one centerline light is attained
and can be maintained.
2) If visual contact is lost after the minimum or if touch down
cannot be safely accomplished in the touch down zone, go-
around should be conducted in accordance with the Normal
Procedures detailed in the A320/321 FCOM PRO-NOR.
3) No attempt should be made to exit the runway other than at
specifically illuminated turn off points.
4) CM2 should report “Runway vacated” only when the aircraft is
clear of the CAT II/III sensitive area. Pilots should exercise care
when taxiing under conditions of significantly reduced visibility
to ensure that all ATC instructions regarding holding point(s),
runway crossings etc, are adhered to. If there is any doubt
about the situation, request ATC radar or marshalling
assistance.
8.4.2.3.2.2 CAT III Without DH
a) 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 – Airport operating minima).
b) It is nevertheless good airmanship to confirm aircraft position with
available visual references.
c) 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.
d) For Category III operations with no decision height there is no
requirement for visual contact with the runway prior to touchdown.

Page 8 - 316
Iss05/Rev01
PART A 24 Nov 2020
8.4.2.3.3 Loss Of Visual References

8.4.2.3.3.1 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 go-
around initiated below the MABH (Minimum Approach Break off Height),
whether auto or manual, may result in ground contact).
Note: If the touchdown occurs after GA is engaged the AP remains
engaged in that mode, and ATHR remains in TOGA. Ground
spoilers and autobrake are inhibited.
8.4.2.3.3.2 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.
8.4.2.3.3.3 Flight Parameters Deviation Calls
a) The calls would normally be made by the PNF and acknowledged
by the PM.
b) However, any crewmember who sees a deviation outside the limits
should make the appropriate call.
c) If any of these limits are exceeded approaching DH, a go-around
should be considered.
8.4.2.4 Failures And Associated Actions
8.4.2.4.1 General
a) In general, there are three possible responses to the failure of any
system, instrument or element during the approach.
1) CONTINUE the approach to the planned minima.
2) REVERT to higher minima and proceed to a new DH (above
1000ft).
3) GO AROUND and reassess the capability.
b) The nature of the failure and the point of its occurrence will
determine which response is appropriate.
c) 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.
Page 8 - 317
Iss05/Rev01
PART A 24 Nov 2020
d) Below 1000ft (and down to AH when in CAT III DUAL) the

occurrence of any failure implies a go-around, and a reassessment
of the system capability.
e) 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.
f) In CAT III DUAL, 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.
8.4.2.4.2 Abnormal Procedures
a) 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.
b) 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/OM.
c) The abnormal procedures can be classified into two groups:
1) Failures leading to a downgrading of capability as displayed on
FMA and ECAM with an associated specific audio warning
(triple click).
2) Failures that do not trigger a downgrading of capability but are
signalled by other effects (Flag, ECAM warning, amber caution
and associated audio warnings).
8.4.2.5 Effect of Failed or Downgraded Ground Equipment
Refer to 8.1.3.15

Page 8 - 318
Iss05/Rev01
PART A 24 Nov 2020
8.4.3 ATC Procedures

a) AWO operations require LVP special procedures for the ATC and all
services on the aerodrome (maintenance, security)
b) Main procedures to be established are:
1) Procedure for ATC to be quickly informed of all degradations in
ILS performance and to inform the pilot if necessary,
2) Procedure for ATC to be quickly informed of all degradations in
visual aids and to inform the pilot if necessary,
3) Procedure for the protection of the obstacle free zone (OFZ) by
the control of ground movements,
4) Procedure 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) Procedure for meteorological services,
6) Procedure for maintenance,
7) Procedure for security.
c) When RVR falls below 550 m or when the RVR/ceiling falls below
800 m/200Ft, or when the weather is expected to deteriorate rapidly
at airports with CAT II/III capability, “Low Visibility Procedures” are
introduced.
d) Under these procedures ILS sensitive areas are protected and ILS
separation standards are increased to 8 -10 NM. If the pre-
departure forecast indicates that low visibility procedures may be in
operation, extra fuel should be considered to provide for the
expected delays due to increased traffic congestion.
e) On first contact with the tower, pilot should advise ATC that the
aircraft is conducting a CAT II/III approach (as applicable). Pilot
should be advised either through the ATIS or ATC that “Low
Visibility Procedures” are in operation. If it is not the case, pilot
should request clearance for CAT II/III approach (as applicable).
f) Priority is given to aircraft with CAT II/III capability.
8.4.4 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
Page 8 - 319
Iss05/Rev01
PART A 24 Nov 2020
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
8.4.5 Continuous Monitoring
a) After obtaining the initial authorization of performing Low Visibility
Operations, reports of in-line service must constantly be provided to
the CAAV by the company every six months.
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
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.
8.4.6 Taxi
a) A taxi in RVR less than 400m is considered as a low visibility taxi. In
this case, high degree of attention is required. Crew shall comply
with following additional procedure:
b) Before taxi both pilots must review the applicable designated taxi
route, if available.
Page 8 - 320
Iss05/Rev01
PART A 24 Nov 2020
c) All checklists, flight control check and briefing shall be done when
the aircraft is stopped with parking brake ON.
d) Use all means to identify the Takeoff Runway (use of ILS…)
e) Single engine taxi is not applicable.
8.4.7 Low Visibility Take-Off (LVTO)
8.4.7.1 General
For a low visibility take-off (LVTO) with an aeroplane the following
provisions should apply:
a) For an LVTO with a runway visual range (RVR) below 400 m the
criteria specified in Table 1.A;
b) For an LVTO with an RVR below 150 m but not less than 125 m:
1) High intensity runway centre line lights spaced 15 m or less
apart and high intensity edge lights spaced 60 m or less apart
that are in operation;
2) A 90 m visual segment that is available from the flight crew
compartment at the start of the take-off run; and
3) The required RVR value is achieved for all of the relevant RVR
reporting points;
c) For an LVTO with an RVR below 125 m but not less than 75 m:
1) runway protection and facilities equivalent to CAT III landing
operations are available; and
2) the aircraft is equipped with an approved lateral guidance
system.

Page 8 - 321
Iss05/Rev01
PART A 24 Nov 2020
Table 1.a RVR vs. facilities
Facilities RVR (m) *, **

Day: runway edge lights and runway centre line 300
markings
Night: runway edge lights and runway end lights or
runway centre line lights and runway end lights
Runway edge lights and runway centre line lights 200
Runway edge lights and runway centre line lights TDZ, MID, rollout 150***
High intensity runway centre line lights spaced 15 m TDZ, MID, rollout 125***
or less and high intensity edge lights spaced 60 m or
less are in operation
Runway protection and facilities equivalent to CAT TDZ, MID, rollout 75

III landing operations are available and the aircraft is
equipped either with an approved lateral guidance
system or an approved HUD / HUDLS for take-off.
*: The reported RVR value representative of the initial part of the take-off
run can be replaced by pilot assessment.
**: Multi-engine aeroplanes that in the event of an engine failure at any
point during take-off can either stop or continue the take-off to a height
of 1 500 ft above the aerodrome while clearing obstacles by the required
margins.
***: The required RVR value to be achieved for all relevant RVRs
TDZ: touchdown zone, equivalent to the initial part of the take-off run
MID: midpoint
8.4.7.2 Low Visibility Take-off Requirements
a) Prior to performing a take-off with the weather conditions lower than
400m, the pilot shall have been properly qualified for low visibility
take-off as approved by CAAV.
b) Low visibility take off procedure is not applicable in stormy weather
condition.
c) No take-off shall be commenced if the RVR is below minimum
approved by CAAV.
Page 8 - 322
Iss05/Rev01
PART A 24 Nov 2020
8.4.7.3 Low Visibility Take-off Procedure

Refer to OMB 2.4.1.
8.4.8 Autoland Procedure
Autoland is permitted:
a) In CAT I or better weather condition, on following runways with a
CAT I ILS except for the following airports: VVPB, VVDL, VVBM
b) On all runways with a published CAT II/III ILS approach regardless
of location.
Regardless of weather condition, if auto land is performed, CAT II/III
procedure must be applied. Under CAT I or lower minima conditions ILS
critical areas are restricted, by ATC, from aircraft and vehicle operation
to ensure that there is no disturbance to the localizer and/or glideslope
signal which may be reflected in adverse autopilot inputs. Pilots are
cautioned to be vigilant for localizer and/or glideslope disturbances
when conducting an auto land in visual conditions as ATC protection of
ILS critical areas is not assured. Pilots should be prepared to
immediately disconnect the autopilot and take appropriate action should
unsatisfactory auto land performance occur.
Unless specified, there is no requirement to advise ATC that an Auto-
land is being conducted.
8.4.8.1 Aircraft Autoland Performance Monitoring
a) Following each satisfactory autoland an appropriate entry should be
made in the Technical Log whilst any unsatisfactory autoland must
be entered as a defect.
b) Autoland validity date must be indicated in the Tech Log
All aircraft must have completed a satisfactory autoland to be
approved for CAT II/III. The interval between two autolands may not
exceed;
1) For CAT II Approaches: 180 days;
2) For CAT III approaches: 30 days;
If the interval exceeds the required number of days a satisfactory
Autoland must be completed in CAT I or better weather conditions.
c) For an autoland to be classified as satisfactory it should meet the
following criteria:

Page 8 - 323
Iss05/Rev01
PART A 24 Nov 2020
1) from 500 ft to start of flare:

i. speed is maintained as specified in OMB ‘Speed Control’;
and
ii. no relevant system failure occurs;
2) from 300 ft to DH:
i. no excess deviation occurs; and
ii. no activation of the autoland warning light
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 the bank angle limit; and
• No rollout failure or deviation occurs.
8.4.8.2 Maintenance Procedures
a) In the event of an unsatisfactory entry in the DEFECTS field of the
Technical Log and rectification prior to the next flight is not carried
out, or an MEL is raised for a component which impacts upon
autoland capability, the applicable MEL will reflect that autoland is
not permitted. A yellow INOP placard will be installed adjacent to the
autopilot engagement switches.
b) Following rectification of defects affecting autoland the applicable
MEL will be amended to indicate that for the MEL to be removed the
aircraft must complete a satisfactory autoland. An entry ‘Autoland
satisfactory – remove MEL #’ must be made in the DEFECTS field
of the Technical Log.
8.4.8.3 Autoland Report
Whenever an autoland is completed, the flight crew shall submit in the E-
Journey log and submit Auto-Land Performance Form to
autoland@vietjetair.com for supervision.
Page 8 - 324
Iss05/Rev01
PART A 24 Nov 2020
For Actual CAT II/III Approaches tick “Actual”

For Autolands performed in CAT I or better weather condition tick
“Practice”
For autoland approaches which were discontinued due to Autoland
Warning light, an OSR must be completed.
Autoland validity will be monitored through Flight Data Monitoring. AIMS
will keeps records of the number of Autolands performed when item is
ticked in the E - Journey log.
8.4.9 Exterior Lights
a) Exterior lights should be used with caution in conditions of low
visibility due to glare that can cause a reduction in forward visibility.
b) Therefore taxi, takeoff, landing and strobe lights will not be used in
CAT II/III approaches.
c) Taxi, takeoff, landing and strobe lights should normally be turned off
at landing extension on approach. Taxi light should be turned on
again after aircraft has cleared the runway.
8.4.10 Pilot Incapacitation
If a pilot becomes incapacitated during a CAT II/III approach, it is
preferable for the other pilot to divert to an alternate airport with better
weather condition.

OPERATING PROCEDURES Page 8 - 325
EXTENDED RANGE OPERATIONS Iss05/Rev01

OPERATIONS MANUAL (ETOPS)/ EXTENDED DIVERSION
PART A TIME OPERATIONS (EDTO) 24 Nov 2020
8.5 EXTENDED RANGE OPERATIONS (ETOPS)/ EXTENDED DIVERSION

TIME OPERATIONS (EDTO)
VietJet does not conduct ETOPS/EDTO

OPERATING PROCEDURES Page 8 - 326
EXTENDED RANGE OPERATIONS Iss05/Rev01

OPERATIONS MANUAL (ETOPS)/ EXTENDED DIVERSION
PART A TIME OPERATIONS (EDTO) 24 Nov 2020

Page 8 - 327
USE OF MINIMUM EQUIPMENT AND Iss05/Rev00
OPERATIONS MANUAL CONFIGURATION DEVIATION LISTS
PART A 01 Aug 2020

LISTS
8.6.1 General
Reference: VAR 12.170, Appendix 1 TO VAR 10.023, VAR 10.160 (b)
a) The company shall provide for the use of the flight crew members,
maintenance personnel and persons assigned operational control
function during the performance of their duties, a MEL approved by
the CAAV.
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.
c) Each company may provide for the use of flight crew, maintenance
personnel and persons assigned operational control functions during
the performance of their duties a Configuration Deviation List (CDL)
specific to the aircraft type if one is provided and approved by the
State of Design.
d) An operations manual shall contain those procedures acceptable to
the Authority for operations in accordance with the CDL
requirements.
e) The PIC may not takeoff an aircraft with inoperative instruments or
equipment installed, except as authorized by the CAAV.
f) The inoperative instruments and equipment may not be:
1) Part of the VFR-day instruments and equipment prescribed in
VAR Part 6;
2) Required on the aircraft’s equipment list or the operations
equipment list for the kind of flight operation being conducted;
3) Required by VAR Part 6 for the specific kind of flight operation
being conducted; or
4) Required to be operational by an airworthiness directive;
5) To be eligible for these provisions, the inoperative instruments
and equipment shall be:
i. Determined by the PIC not to be a hazard to safe operation;
ii. Deactivated and placarded Inoperative; and

Page 8 - 328
PART A 01 Aug 2020
Note: If deactivation of the inoperative instrument or

equipment involves maintenance, it must be
accomplished and recorded in accordance with VAR
Part 4
iii. Removed from the aircraft, the cockpit control placarded
and the maintenance recorded in accordance with VAR
Part 4.
g) The following instruments and equipment may not be included in the
MEL:
1) Instruments and equipment that are either specifically or
otherwise required by the certification airworthiness
requirements and which are essential for safe operations under
all operating conditions.
2) Instruments and equipment required for operable condition by
an airworthiness directive, unless the airworthiness directive
provides otherwise.
3) Instruments and equipment required for specific operations.
Note: The required instruments and equipment for specific
operations are listed in VAR Part 6
h) Minimum Equipment List (MEL) and Configuration Deviation List
(CDL) are approved documents which provide VietJet with the
authority to operate aircraft with certain items, systems, equipment,
instruments or components inoperative or missing as it has been
demonstrated that an acceptable level of safety is maintained by
appropriate operating limitations, by the transfer of the function to
another operating component(s) or by reference to other instruments
or components providing the required information.
i) VietJet’s MEL is based on approved Master MEL (MMEL) for the
particular aircraft type and is also approved under VAR’s.
j) The Configuration Deviation List (CDL) is included in the Airplane
Flight Manual (AFM) and provides additional information to the MEL
for operation with defective components.
k) No pilots and no engineers and no dispatchers may allow or
participate in the operation of an aircraft unless these defects are
properly corrected or deferred in accordance with an approved MEL
or Manufacturer’s technical data prior to the flight.
l) Whilst operating within the limits of the MEL and CDL the aircraft is
deemed to be airworthy and capable of operating within the specified
environment (Refer to MEL preamble).
Page 8 - 329
PART A 01 Aug 2020
8.6.2 Aircraft Dispatch Criteria

a) An aircraft must not be dispatched with multiple MEL and CDL items
inoperative without the pilot-in-command having first determined that
any interface or interrelationship between inoperative systems or
components will not result in a degrading in the level of safety and/or
undue increase in crew workload.
b) The exposure to additional system failures during continued
operation with inoperative systems or components must also be
considered in determining that an acceptable level of safety is
maintained.
c) Irrespective of anything included in the MEL and CDL it remains the
pilot-in-command’s prerogative to require that items in the MEL and
CDL be made serviceable prior to dispatch, if in his opinion such
items are required for the safe operation of the flight.
d) VietJet's policy is that every effort be made to maintain 100%
serviceability with defect rectification being initiated at the first
practical opportunity.
8.6.3 MEL and CDL Documentation Procedures
Reference: APPENDIX 1 TO VAR 12.170 (h)(i)
a) In case of a defect requiring the implementation of a MEL,
engineering personnel will certify in the Technical Log adjacent to
the appropriate defect the MEL and CDL subject title, system and
item number together with any operational limitations.
b) At the completion of any engineering tasks associated with the
particular MEL item engineering personnel will placard the
inoperative instrument, switch, light, etc.
c) When applicable, operational flight plan, take-off and landing
performance and fuel requirement penalties must be taken into
account due to inoperative equipment or components.
d) When a MEL and CDL item is rectified, engineering personnel
should make an entry in the Technical Log identifying the item and
details of the rectification, including a statement that the MEL and
CDL item has been removed. Appropriate MEL placards must then
be removed from the cockpit.
e) Systems or equipment accepted as inoperative for a flight should be
placarded where appropriate and all such items should be noted in
the aircraft technical log to inform the flight crew and maintenance
personnel of the inoperative system or equipment.
Page 8 - 330
PART A 01 Aug 2020
f) Based on manufacturer’s MMEL, for a particular system or item of

equipment to be accepted as inoperative, it may be necessary to
establish a maintenance procedure, for completion prior to flight, to
de-activate or isolate the system or equipment. It may similarly be
necessary to prepare an appropriate flight crew operating procedure.
8.6.3.1 MEL/ CDL Application Process
Reference: VAR APPENDIX 10.170
8.6.3.1.1 MEL Usage
References: VAR 10.023
a) VietJet’s twin-engine aircrafts with inoperative instruments and
equipment installed shall not be allowed to take off 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.
3) The approved Minimum Equipment List must:
i. Be prepared in accordance with the limitations specified in
item g) – section 8.6.1 of this manual.
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.
c) The following instruments and equipment may not be included in the
Minimum Equipment List:
1) Instruments and equipment that are either specifically or
otherwise required by the airworthiness requirements under
Page 8 - 331
PART A 01 Aug 2020
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 VAR 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 VAR Part 4

Page 8 - 332
PART A 01 Aug 2020

Page 8 - 333
Iss05/Rev00
OPERATIONS MANUAL NON-REVENUE FLIGHTS
PART A 01 Aug 2020
8.7 NON-REVENUE FLIGHTS

8.7.1 Training Flights
8.7.1.1 General
a) Training flights are non-revenue base training flights for the purpose
of conducting post simulator aircraft take-off and landing experience
or such other purpose as approved by the Director Flight Operations.
b) Training flights shall be dispatched with the same pre-flight
documentation as is required for the dispatch of normal revenue
flights.
8.7.1.2 Crew Qualifications
a) Flight crew on board training flights must be in accordance with the
following:
1) The pilot-in-command of flight must be qualified and licensed as
a flight Instructor on the aircraft type concerned;
2) The pilot(s) under training must be released for flight training by
the Director Flight Operations, or his designate;
3) Additionally, there must be one other pilot (pilot-in-command or
co-pilot) qualified on the particular aircraft type to operate as an
inflight safety pilot with responsibilities for traffic surveillance,
monitoring ATC and to ensure that aircraft safety is not
compromised.
b) The pilot-in-command must retain overall responsibility for the
aircraft and must assume control of the aircraft if safety standards
are being infringed or the pilot under training demonstrates an
inability to safely control the aircraft.
8.7.1.3 Weather Conditions
Circuit and landing training flights can be conducted by day or night
under the following minimum weather conditions:
a) Visibility 4,000 m;
b) Ceiling 1,500 FT.

Page 8 - 334
Iss05/Rev00
OPERATIONS MANUAL NON-REVENUE FLIGHTS
PART A 01 Aug 2020
8.7.2 Test Flights

a) Flight crew shall not perform flight-test an aircraft except:
1) As authorized by the Authority; and
2) Conducted over open water or sparsely populated areas having
light traffic.
b) Test flights may be required to ascertain the airworthiness of an
aircraft or its systems at the request of the Engineering
Department. The Engineering Department will request a test flight
when required as part of the aircraft maintenance program for the
particular aircraft type or for some other specific requirement. The
carriage of passengers on test flights is prohibited. Only
engineering and maintenance personnel present for the purpose of
flight observation or of maintenance of the aircraft, including any
component installed on the aircraft, are permitted.
c) Test flights shall be dispatched with the same pre-flight
documentation as is required for the dispatch of normal revenue
flights.
8.7.3 Ferry Flights
A ferry flight is a non-revenue flight for the purpose of returning an
aircraft to base; positioning an empty aircraft; moving an aircraft to and
from a maintenance base.

Page 8 - 335
Iss05/Rev00
OPERATIONS MANUAL OXYGEN REQUIREMENTS
PART A 01 Aug 2020
8.8 OXYGEN REQUIREMENTS

8.8.1 General
a) The PIC shall ensure that breathing oxygen and masks are available
to crew members in sufficient quantities for all flights at such
altitudes where a lack of oxygen might result in impairment of the
faculties of crew members. Such equipment shall be checked and
reported back to PIC by cabin crew member, refer to CCM 2.4.1-
Safety Equipment Checks for details.
b) The PIC shall ensure that all flight crew members, when engaged in
performing duties essential to the safe operation of an aircraft in
flight, use breathing oxygen continuously at cabin altitudes
exceeding 700 hPa (10,000 ft) for a period in excess of 30 minutes
and whenever the cabin altitude exceeds 620 hPa (13,000 ft).
c) The PIC shall, in pre-departure duties, check all required
documentation include CMR, COA and CRS to ensure that breathing
oxygen and masks are available to passengers in sufficient
quantities for all flights at such altitudes where a lack of oxygen
might harmfully effect passengers.
d) Adequate breathing oxygen must be provided to the crew and
passengers for sustenance in case of depressurization, smoke or
toxic gas emission.
e) Description and use of the oxygen system and equipment are
indicated in the applicable OM.
f) The Cabin Crew Manual details the procedures where oxygen use
by cabin crew members is required.
8.8.2 Minimum Requirements For Supplemental Oxygen
Reference: VAR 10.205, VAR 10.175 (b)
a) If all occupants of cockpit seats are supplied from the flight crew
source of oxygen supply then they shall be considered as flight crew
members on cockpit duty for the purpose of oxygen supply. cockpit
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.

Page 8 - 336
Iss05/Rev00
PART A 01 Aug 2020
b) No Flight Crew member may commence a flight that is intended for

operations above an altitude of 700 hPa unless the minimum supply
of stored breathing oxygen carried on board the aircraft is for
pressurized aircraft: Which, if operated at flight altitudes at which the
atmospheric pressure is more than 376 hPa and cannot descend
safely within four minutes to a flight altitude at which the atmospheric
pressure is equal to 620 hPa, 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 PIC shall require all passengers to use oxygen continuously at
cabin pressure altitudes above 15,000 feet.
d) The following table sets out the minimum requirements for
supplemental oxygen for cockpit crew, cabin crew and passengers:
Supply for: Duration and cabin pressure altitude
Entire flight time when the cabin pressure

altitude exceeds 13 000 ft and entire flight
time when the cabin pressure altitude
1. All occupants exceeds
of cockpit seats on 10 000 ft but does not exceed 13 000 ft after
cockpit duty the first 30 minutes at those altitudes, but in
no case less than:
• 2 hours for aeroplanes certified to fly at
altitudes more than 25,000 FT (Note 2)
Entire flight time when the cabin pressure
altitude exceeds 13 000 ft and entire flight
time when the cabin pressure altitude
2. All required exceeds
cabin crew 10 000 ft but does not exceed 13 000 ft after
members the first 30 minutes at those altitudes, but in
no case less than:
• 2 hours for aeroplanes certified to fly at
altitudes more than 25,000 FT (Note 2)
3. 100% of 10 minutes or the entire flight time when
passengers cabin pressure exceeds 15,000 FT whichever
(Note 4) is the greater (Note 3)

Page 8 - 337
Iss05/Rev00
PART A 01 Aug 2020
Supply for: Duration and cabin pressure altitude

4. 30% of Entire flight time when cabin pressure altitude
passengers exceeds 14,000 FT but does not exceed 15,000
(Note 4) FT
5. 10% of Entire flight time when cabin pressure exceeds

passengers 10,000 FT but does not exceed 14,000 FT after
(Note 4) 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 aircraft's
maximum certified operating altitude ton10,000 FT in 10
minutes followed by 110 minutes at 10,000 FT.
Note 3: The required minimum supply of oxygen necessary for a
constant rate of descent from the aircraft's certified operating
altitude to 15,000 FT in 10 minutes.
Note 4: For the purpose of this table "passengers" means passengers
actually carried, including 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.
8.8.3 First Aid Oxygen
a) A pressurized 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
depressurization.
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.

Page 8 - 338
Iss05/Rev00
PART A 01 Aug 2020
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 liters Standard Temperature Pressure Dry
(STPD)/minute/person and shall be sufficient for the remainder of
the flight after cabin depressurization 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 liters per minute (STPD).
f) Means may be provided to decrease the flow to not less than 2 liters
per minute (STPD) at any altitude.
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) 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.
8.8.4 Use Of Supplemental Oxygen
a) Adequate breathing oxygen must be provided to the crew and
passengers for sustenance in case of depressurization, smoke or
toxic gas emission

Page 8 - 339
Iss05/Rev00
PART A 01 Aug 2020
b) A pilot-in-command shall ensure that flight crew members engaged

in performing duties essential to the safe operation of an aircraft in
flight use supplemental oxygen continuously whenever cabin
altitude exceeds 10,000 FT for a period in excess of 30 minutes and
whenever the cabin altitude exceeds 13,000 FT.
c) To operate a pressurized aircraft above 10000 ft, the quantity of
supplemental oxygen on board for sustenance must be established
for the most critical point of the flight from the standpoint of oxygen
need in case of depressurization.
d) If all occupants of cockpit seats are supplied from the flight crew
source of oxygen supply then they shall be considered as flight crew
members on cockpit duty for the purpose of oxygen supply. Cockpit
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.
8.8.5 Crew Protective Breathing Equipment
VietJet Air aircraft are equipped with protective breathing
equipment in accordance with certification requirements to protect the
eyes, nose and mouth for a period of not less than 15 minutes.
8.8.6 Quick Donning Type Oxygen Mask
The Pilot may not operate a pressurized aircraft at altitudes above 376
hPA (25,000 feet) unless there is available at each flight crew duty
station a quick donning type of oxygen mask that will readily supply
oxygen upon demand.

Page 8 - 340
Iss05/Rev00
PART A 01 Aug 2020

Page 8 - 341
EMERGENCY EVACUATION Iss05/Rev00
OPERATIONS MANUAL DEMONSTRATION
PART A 01 Aug 2020
8.9 EMERGENCY EVACUATION DEMONSTRATION

a) No person may use an aircraft type and model in commercial air
transport passenger-carrying operations unless there is acceptable
evidence that actual full capacity emergency evacuation was
successfully demonstrated in 90 seconds or less.
b) If a full capacity demonstration is not required, an operator may
operate an aircraft type and model in commercial air transport
passenger-carrying operations only after it has first demonstrated to
the CAAV that its available personnel, procedures and equipment
could provide sufficient open exits for evacuation in 15 seconds or
less.
c) The emergency evacuation demonstration shall include an
assessment of the adequacy of aircraft emergency procedures, crew
member emergency evacuation training and emergency equipment.

Page 8 - 342
EMERGENCY EVACUATION Iss05/Rev00
OPERATIONS MANUAL DEMONSTRATION
PART A 01 Aug 2020

Page 8 - 343
Iss05/Rev00
OPERATIONS MANUAL DITCHING DEMONSTRATION
PART A 01 Aug 2020
8.10 DITCHING DEMONSTRATION

No person may use a land plane in operations over areas where life rafts
are required equipment unless they have first demonstrated to the
Authority that it has the ability and equipment to efficiently carry out their
ditching procedures.

Page 8 - 344
Iss05/Rev00
OPERATIONS MANUAL DITCHING DEMONSTRATION
PART A 01 Aug 2020

Page 8 - 345
Iss05/Rev00
OPERATIONS MANUAL DRY LEASING AIRCRAFT
PART A 01 Aug 2020
8.11 DRY LEASING AIRCRAFT

a) An AOC holder may be approved by the CAAV to dry lease an
aircraft for the purpose of commercial air transportation provided
that the following conditions are met:
1) The AOC holder provides the CAAV with a copy of the dry
lease agreement to be executed;
2) The AOC holder has operational control of the aircraft during
the period of the lease;
3) Dispatch and/or flight watch functions are performed by the
AOC holder;
4) The flight and cabin crew members are trained, qualified and
scheduled by the AOC holder; and
5) The maintenance arrangements are acceptable to the CAAV.
b) The dry lease agreement shall be explicit concerning the:
1) Entity that has operational control, with the authority for
initiating and terminating flights;
2) Responsibility for crew training, qualification and scheduling;
3) Maintenance and servicing of aircraft, including the
Maintenance programme that will used;
4) Minimum Equipment List that will be used;

Page 8 - 346
Iss05/Rev00
OPERATIONS MANUAL DRY LEASING AIRCRAFT
PART A 01 Aug 2020

Page 8 - 347
Iss05/Rev00
OPERATIONS MANUAL WET LEASING AIRCRAFT
PART A 01 Aug 2020
8.12 WET LEASING AIRCRAFT

a) No person may 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 Authority.
b) No person may allow another entity or air operator to conduct wet-
lease operations on its behalf unless:
1) That air operator holds an AOC or its equivalent from a
Contracting State that authorizes those operations; and
2) The AOC holder advises the Authority of such operations and
provides a copy of the AOC under which the operation was
conducted.

Page 8 - 348
Iss05/Rev00
OPERATIONS MANUAL WET LEASING AIRCRAFT
PART A 01 Aug 2020

Page 8 - 349
Iss05/Rev00
OPERATIONS MANUAL ROUTES & AREAS OF OPERATION
PART A 01 Aug 2020
8.13 ROUTES & AREAS OF OPERATION

a) A company may conduct operations only along such routes and
within such areas for which:
1) Ground facilities and services, including meteorological
services, are provided which are adequate for the planned
operation.
2) The performance of the aircraft intended to be used is
adequate to comply with minimum flight altitude requirements.
3) The equipment of the aircraft intended to be used meets the
minimum requirements for the planned operation;
4) Appropriate and current maps and charts are available.
5) If two-engine aircraft are used, adequate aerodromes are
available with the time/distance limitations; and
b) No person may conduct commercial air transport operations on any
route or area of operation unless those operations and maintenance
are in accordance with item (a) in this section.

Page 8 - 350
Iss05/Rev00
OPERATIONS MANUAL ROUTES & AREAS OF OPERATION
PART A 01 Aug 2020

DANGEROUS GOODS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020
CHAPTER 9
DANGEROUS GOODS

DANGEROUS GOODS Iss05/Rev00
OPERATIONS MANUAL
PART A 01 Aug 2020

Page 9 - 1
DANGEROUS GOODS
Iss05/Rev00
PART A 01 Aug 2020
9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE

ON THE CARRIAGE OF DANGEROUS GOODS 5
9.1.1 Definitions 5
9.1.2 Applicability 10
9.1.3 General Prohibitions 12
9.1.4 Exceptions 12
9.1.5 Exemptions 14
9.1.6 Dangerous Goods carried by Passengers or Crew members 14
9.1.7 Dangerous Goods in VJC’s Property 14
9.1.8 Transport Dangerous Goods by Post 15
9.1.9 Dangerous Goods in Excepted Quantities 15
9.1.10 Other Limitations 15
9.1.11 Restriction transport dangerous goods to from State/airport 17
9.1.12 Transport Limits 17
9.1.12.1 Aircraft Limits 17
9.1.12.2 Limits and requirements with some Dangerous Goods 17
9.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS 19
9.2.1 For VietJet 19
9.2.2 For shipments 20
9.3 ACCEPTANCE, MARKING, LABELLING, HANDLING,
STOWAGE AND SEGREGATION OF DANGEROUS GOODS 21
9.3.1 Acceptance of Dangerous Goods 21
9.3.2 General Principles for Packing, Marking, Labelling, Handling and
Stowage of Dangerous Goods 22
9.3.3 Hazard Labels and Classification of Dangerous Goods 23
9.3.4 Handling Labels 29
9.3.5 Packing 32
9.3.6 Loading, Separation, Segregation and Securing of Dangerous

Page 9 - 2
DANGEROUS GOODS
Iss05/Rev00
PART A 01 Aug 2020
Goods 33
9.3.7 Incompatibility Table 36
9.3.8 Loading, Stowage & Securing of Radioactive Material 37
9.3.9 Cargo IMP Codes 41
9.4 NOTIFICATION AND REPORTING IN THE EVENT OF INCIDENT
OR ACCIDENT 43
9.4.1 Notification in the Event of an Incident or Accident 43
9.4.2 Reporting on DG and Accident and Incident 44
9.4.3 Reporting of Undeclared or Mis-declared Dangerous Goods 44
9.4.4 Information to Passengers and Other Persons 45
9.4.5 Notification to Captain (PIC) - NOTOC 45
9.5 PROCEDURES FOR RESPONDING TO EMERGENCY
SITUATIONS INVOLVING DANGEROUS GOODS 51
9.5.1 Emergency Response Guidance for Flight Crew Members and
Cabin Crew 51
9.5.1.1 In-Flight Information to ATC / Fire and Rescue 51
9.5.1.2 Emergency Response for Flight Crew 51
9.5.1.3 Emergency Response for Cabin Crew 51
9.5.2 Duties of Other Personnel 51
9.6 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW 53
9.6.1 Provisions for Dangerous Goods Carried by Passengers or Crew
53
9.6.2 Forbidden Goods 59
9.6.3 Security-Type Equipment 60
9.6.4 Mobility Aids 60
9.6.5 Fuel Cells Contained In Portable Electronic Devices 60
9.6.6 Special Provisions 60
9.7 TRAINING FOR HANDLING DANGEROUS GOODS 61

Page 9 - 3
DANGEROUS GOODS
Iss05/Rev00
PART A 01 Aug 2020
9.7.1 Training Requirements 61

9.7.2 Recurrent Training 61
9.7.3 Training Records 61
9.8 WEAPONS AND MUNITIONS OF WAR 63
9.8.1 Prohibition Against Carriage of Weapons 63
9.8.2 Handling Procedure 63

Page 9 - 4
DANGEROUS GOODS
Iss05/Rev00
PART A 01 Aug 2020

DANGEROUS GOODS Page 9 - 5
INFORMATION, INSTRUCTIONS Iss05/Rev00

OPERATIONS MANUAL
AND GENERAL GUIDANCE ON THE
PART A
CARRIAGE OF DANGEROUS
GOODS 01 Aug 2020
9.1 INFORMATION, INSTRUCTIONS AND GENERAL GUIDANCE ON THE

CARRIAGE OF DANGEROUS GOODS
Reference: VAR Part 18
9.1.1 Definitions
Reference VAR 18.003, 18.033(b) 18.113(b)(1)
a) Acceptance Check List: 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.
b) Accident: 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 such persons have
disembarked, in which:
1) a person is fatally or seriously injured as a result of:
i. being in the aircraft, or;
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;
iv. inflicted by other persons, or;
v. when the injuries are to stowaways hiding outside the areas
normally available to the passengers and crew; or
2) the aircraft sustains damage or structural failure which:
i. adversely affects the structural strength, performance or
flight characteristics of the aircraft, and
ii. would normally require major repair or replacement of the
affected component, except for engine failure or damage,
when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips,
antennas, tires, brakes, fairings, small dents or puncture
holes in the aircraft skin; or
3) The aircraft is missing or is completely inaccessible.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
Note 1: For statistical uniformity only, an injury resulting in death

within thirty days of the date of the accident is classified as
a fatal injury by ICAO.
Note 2: An aircraft is considered to be missing when the official
search has been terminated and the wreckage has not been
located.
c) Approval: For the purposes of compliance with VAR, as specified in
the ICAO Doc 9284 Technical Instructions, an authorization issued
by the CAAV for the transport of dangerous goods by air which would
normally be forbidden.
d) Cargo Aircraft: Any aircraft, other than a passenger aircraft, which is
carrying goods or property.
e) 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.
f) Dangerous Goods: Articles or substances which are capable of
posing a hazard to health, safety, property or the environment when
transported by air and which are classified according to the
International Civil Aviation Organization Technical Instructions for the
Safe Transport of Dangerous Goods by Air.
g) 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 or environmental
damage.
h) 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 or environmental 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 jeopardizes the aircraft or its occupants is also deemed to
constitute a dangerous goods incident.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
i) Dangerous Goods in Limited Quantities: It is recognized that limited

quantities of dangerous goods present a reduced hazard during
transport and can therefore safety be carried on board, in good quality
packaging of the types specified. Limited quantities of dangerous
goods may only be carried in accordance with the applicable
limitations and provisions. Only dangerous goods which are permitted
on passenger aircraft and which meet the criteria of certain classes,
divisions and packaging groups, may be carried under these
provisions for dangerous goods in limited quantities. (Doc 9284-
AN/905, Chapter 4).
j) Dangerous Goods Transport Document: A document which is
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. The document bears a
signed declaration indicating that the dangerous goods are fully and
accurately described by their proper shipping names and UN/ID
numbers (if assigned) and that they are correctly classified, packed,
marked, labeled and in proper condition for transport.
k) Designated postal operator: Any governmental or non-governmental
entity officially designated by a Universal Postal Union (UPU)
member country to operate postal services and to fulfil the related
obligations arising from the acts of the UPU Convention on its territory
l) Exemption: For the purposes only of compliance with this Subpart,
an authorization referred to in the Technical Instructions and issued
by all the authorities concerned, providing relief from the
requirements of the Technical Instructions.
m) Fissile material: Uranium-233, uranium-235, plutonium-238,
plutonium-239, plutonium-241 or any combination of these. Irradiated
natural and depleted uranium and natural uranium or depleted
uranium which has been irradiated in thermal reactors only, are not
included under this definition.
n) Freight Container: Freight container in the case of radioactive
material transport. An article of transport equipment designed to
facilitate the transport of packaged goods by one or more modes of
transport without intermediate reloading, which is of a permanent
enclosed character, rigid and strong enough for repeated use, and
must be fitted with devices facilitating its handling, particularly in
transfer between aircraft and from one mode of transport to another.

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
In addition, a small freight container is that which has an internal

volume of not more than 3 m3. A large freight container is that which
has an internal volume of more than 3 m3. For the transport of
radioactive material, a freight container may be used as a packaging.
o) Handling Agent: A person, organization or enterprise engaged in or
offering services to an air operator.
p) IATA Dangerous Goods Regulations: It is the International Air
Transport Association's (IATA) latest issue of Dangerous Goods
Regulations based on the requirements of Annex 18 to the
Convention on International Civil Aviation (Chicago, 1944) and the
associated Technical Instructions for the Safe Transport of
Dangerous Goods by Air. Annex 18 to the Chicago Convention and
the associated Technical Instructions for the Safe Transport of
Dangerous Goods by Air are recognized as the sole authentic legal
source material in the air transport of dangerous goods.
Consequently, any additional or explanatory material added by IATA
does not form part of the authentic text of the ICAO Technical
Instructions and does not have the same legal force.
q) ID number: A temporary identification number for an item of
dangerous goods which has not been assigned a UN number.
r) Incident: An occurrence, other than an accident, associated with the
operation of an aircraft which affects or could affect the safety of
operation.
s) Incompatible: Describing dangerous goods which, if mixed, would be
liable to cause a dangerous evolution of heat or gas or produce a
corrosive substance.
t) Mass Explosion Hazard: An explosion which effects almost the entire
load virtually instantaneously.
u) 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. (Note: A unit load device is not included in
this definition.)
v) Package: The complete product of the packing operation consisting
of the packaging and its content prepared for transport.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
w) Packaging: One or more receptacles and any other components or

materials necessary for the receptacles to perform their containment
and other safety functions.
x) Packing Groups: For packing purposes, dangerous goods of all
classes, other than Class 1, 2 and 7, and Divisions 5.2 and 6.2, have
been divided among three packing groups, according to the degree
of danger they present.
y) 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.
z) Serious Injury: An injury which is sustained by a person in an accident
and which:
1) Requires hospitalization for more than 48 hours, commencing
within seven days from the date that the injury was received;
or;
2) Results in a fracture of any bone (except simple fracture of
fingers, toes or nose); or
3) Involves lacerations which cause severe hemorrhage, nerve,
muscle or tendon damage; or
4) Involves injury to any internal organ; or
5) involves second or third degree burns, or any burns affecting
more than 5% of the body surface; or
6) Involves verified exposure to infectious substances or injurious
radiation.
aa) State of Origin: The State in the territory of which the consignment is
first to be loaded on an aircraft.
bb) Technical Instructions: The latest effective edition of the Technical
Instructions for the Safe Transport of Dangerous Goods by Air,
including the Supplement and any Addendum, approved and
published by decision of the Council of the International Civil Aviation
Organization. (ICAO Doc 9284–AN/905). The abbreviated term
"Technical Instructions" is used in VietJet flight safety documentation
system.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
cc) 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.
dd) Unit Load Device: Any type of freight container, aircraft container,
aircraft pallet with a net, or aircraft pallet with a net over an igloo.
(Note: an overpack is not included in this definition; for a container
containing radioactive materials see the definition for freight
container.)
ee) States Concerned: Shall be the States of Origin, Operator, Transit,
Overflight and Destination.
ff) State of Destination: The State in the territory of which the
consignment is finally to be unloaded from an aircraft
gg) State of Registry: The State on whose register the aircraft is entered
hh) State of Overflight: An overflight is the passage of an aircraft from
one country over another country's territory.
ii) State of Operator: The State in which the operator’s principal place of
business is located or, if there is no longer such a business, the
operator’s permanent residence.
jj) Procedure: Procedures describe a process, while a wwork instruction
describe how to perform the conversion itself. Process descriptions
include details about the inputs, what conversion takes place (of
inputs into outputs), the outputs, and the feedback necessary to
ensure consistent results.
9.1.2 Applicability
VAR 18.001(a)(1)(b)(2)(c), 18.057(a)(1)(2)(3)(b), 18.060(a)(1)(2)(3)
a) All personnel involved with Dangerous goods transportation of
VietJet, whether relating to a domestic or international operation
under requirements for aircraft operation in commercial air transport
shall ensure to comply with the following regulations:
1) The relevant chapters of the VietJet Operations manuals relating
to Dangerous goods; provisions in this Dangerous Goods
Manual of VJC (DGM); other relating regulations and their
updates/amendments;


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
2) ICAO regulation on safe transport of dangerous goods by air:

Annex 18 of Chicago Convention and current Technical
Instructions for the Safe Transport of Dangerous Goods by Air -
Doc 9284-AN/905 and their updates/amendments;
3) Current IATA Dangerous Goods Regulations and its
updates/amendments; IATA Ground Handling Manual (IGOM),
IATA Cargo Handling Manual (ICHM);
4) Law/regulations of the Socialist Republic of Vietnam: Vietnam
Aviation Law; Aviation Requirements issued by Ministry of
Transportation; latest regulation on dangerous goods transport
issued by the CAAV and their updates/amendments;
5) Regulations on dangerous goods transport of aviation authority
of en-route State;
6) Where dangerous goods are to be transported outside the
territory of Vietnam, VietJet 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;
7) Any instructions or limitations contained in the Technical
Instructions for the carriage of dangerous goods on passenger
or cargo aircraft, as therein defined shall for the purpose of this
Part be interpreted as applying also to the carriage of such goods
beneath passenger or cargo aircraft.
The Pilot-in-command and other crew members shall only perform
their duties and responsibilities associated with dangerous goods if
they conform to the requirements of these regulations and complete
the applicable initial and continuation dangerous goods training
program.
b) In case the above regulations have different provisions, more
restricted provisions shall be applied for safety reasons.
c) In case operation of leased aircraft, if the owner’s regulations are
more restrictive than the above regulations, these shall be applied for
the aircraft.
d) Performers: persons and entities that pack, label, and ship dangerous
goods, VietJet’s staff and the persons and entities performing duties
on their behalf.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.1.3 General Prohibitions

Reference VAR 18.007
VJC shall NOT transport the following dangerous goods under any
circumstances unless exempted as specified in section 9.1.5 this manual:
a) Articles and substances that are specifically identified by name or by
generic description in the TI, DGR as being forbidden for transport by
air under any circumstances;
b) Articles and substances that are specifically identified by name or by
generic description in the TI, DGR as being forbidden for transport by
air under normal circumstances or infected live animal;
c) Articles and substances that are classified as dangerous goods
excepted in compliance with regulations in section 9.1.2 and the
detailed specifications and procedures provided in the TI, DGR;
d) With respect to any goods which employees of VJC or handling
agents know or ought to know or suspect to be dangerous goods, that
employee shall not, without determining and complying with the
restrictions regarding carriage by air:
1) Take or cause it to be taken onboard;
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.
e) Dangerous goods that VJC does not accept for carriage as specified
in sections 9.1.6, 9.1.8, 9.1.9, 9.1.10 this manual
9.1.4 Exceptions
Reference: VAR 18.023; VAR 18.025; VAR 18.027(a)(b)(c).
Except for information provided to VJC’s employees, the provisions of the
TI, DGR do not apply to dangerous goods carried by an aircraft where the
dangerous are:
a) Dangerous goods classified in the TI, DGR provided that the
dangerous goods do not exceed the appropriate quantity limitations
specified therein and such other conditions as are specified therein
are complied with.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
b) Dangerous goods carried by passengers or crew members in

compliance with the provisions of the TI, DGR and as specified in
Chapter 4 - Dangerous goods carried by passenger or crew this
manual.
c) Dangerous goods which are required to be aboard the aircraft:
1) In accordance with the pertinent airworthiness requirements and
operation regulations; or
2) For those specialized purposes identified in the TI, DGR;
d) Dangerous goods provided they are:
1) Carried as catering or cabin service supplies;
2) Carried for use in flight as veterinary aid or as a humane killer for
animal. VJC does not carry animal;
3) 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 -
VJC does not carry gas cylinder;
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 - VJC does not carry wet cell battery; and
iv. Proper provision is made to stow and secure all the
equipment during take-off and landing and at all times when
deemed necessary by the pilot-in-command in the interest
of safety.
Where articles or substances intended as replacements for those
described in items c) and d) of this section or which have been removed
or the replacement are carried on an aircraft, they shall be transported in
accordance with the provisions of regulations in section 9.1.2 this manual.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.1.5 Exemptions
a) VJC shall not transport on an aircraft the dangerous goods listed in
items b) and b) of section 9.1.3 unless exempted by the States
concerned in accordance with the provisions of the TI, DGR and
under an approval issued by the State of Origin.
b) In cases of extreme urgency or when other forms of transport are
inappropriate or full compliance with the prescribed requirements is
contrary to the public interest, the CAAV and other States concerned
may grant exemptions from the provisions of ICAO Annex 18
provided that in such cases every effort shall be made to achieve an
overall level of safety in transport which is equivalent to the level of
safety provided by the requirements of Part 18 Aviation Requirements
and ICAO Annex 18.
c) For the purpose of exemption, “States concerned” shall be Vietnam,
the State of Origin, Transit, Overflight and Destination.
9.1.6 Dangerous Goods carried by Passengers or Crew members
VJC shall NOT transport dangerous goods carried by passengers or crew
members unless in compliance with the provisions of the TI, DGR and as
specified in Section 9.6 - Dangerous goods carried by passenger or crew
this manual.
9.1.7 Dangerous Goods in VJC’s Property
The provisions of the TI, DGR do not apply to dangerous goods in VJC’s
property as follow:
a) Aircraft equipment which is required to be aboard the aircraft in
accordance with pertinent airworthiness requirements and operation
regulations or that are authorized by the CAAV to meet special
requirements: life-jackets, evacuation slide, oxygen generators,
extinguishers, etc.
b) Consumer goods such as aerosols, alcoholic beverages, perfumes,
etc. carried aboard an aircraft for use or sale during the flight;
c) Carbon dioxide, solid (Dry ice) for use in food or beverage service
aboard the aircraft;


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
d) Battery-Powered Electronic Equipment such as information managed

devices of crew member, personal entertainment devices, credit card
readers containing lithium metal or lithium ion cells or batteries and
spare lithium batteries for such devices. Spare lithium batteries must
be individually protected to prevent short circuits when not in use.
9.1.8 Transport Dangerous Goods by Post
Reference: VAR 18.113(d)
VietJet shall NOT accept for carriage dangerous goods by post except for
the below followings under provisions of the TI, DGR and through the
designated postal operators. Designated postal operator must have the
procedure for controlling the introduction of dangerous goods in mail into
air transport are subject to review and approval by the civil aviation
authority of state where the mail is accepted.
VietJet only accepts below dangerous goods by post when it meets
requirements in IATA DGR 2.4.4 and this sub-section:
a) Lithium ion batteries contained in equipment UN3481 meeting the
provisions of Section II of Packing Instruction 967. No more than four
(4) cells or two (2) batteries may be mailed in any single package;
b) Lithium metal batteries contained in equipment UN3091 meeting the
provisions of Section II of Packing Instruction 970. No more than four
(4) cells or two (2) batteries may be mailed in any single package.
9.1.9 Dangerous Goods in Excepted Quantities
VJC shall NOT accept for carriage dangerous goods in excepted
quantities under provisions of the TI, DGR, except for radioactive
materials in empty packaging (UN2908-Radioactive material, excepted
package-empty packaging; UN2911- Radioactive material, excepted
package-instruments).
9.1.10 Other Limitations
VJC shall NOT accept for carriage dangerous goods as classified in the
TI, DGR as following:
a) Dangerous goods of Packing Group I;
b) Class 1 - Explosives; including explosives in baggage as regulated in
IATA DGR 2.3;


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
c) Division 2.1 - Flammable gases and Division 2.3 -Toxic gases (except
Company Material Aircraft Parts and supplies);
d) Division 4.3 - Substances which, in contact with water, emit
flammable gases
e) Class 7 - Radioactive Material, except below radioactive material
which met below requirements:
• intended for use in medical research or medical diagnosis and
treatment; and
• approved by CAAV (assigned in IATA DGR Appendix D2) for
import, transit Vietnam by air transport.
1) UN 2908 Radioactive Material, excepted package - empty
packaging;
2) UN 2911 Radioactive Material excepted package - instruments;
and
3) Radioactive Material in Type A package with Transport Index not
exceeding 3.0 each package.
f) Class 8 - UN2794 Batteries, wet, filled with acid will not accept for
carriage, except shipment requested by VietJet Technical
Department for VietJet’s aircraft repair, maintenance.
g) Class 9 – Yeast Active; Polymeric Beads, expandable.
h) Lithium battery: damaged or be returned to the manufacturer.
i) Electric devices contain damaged Lithium battery or electric devices
contain Lithium battery which is listed to be returned to the
manufacturer.
j) Below articles (according to the notice of CAAV 4747/TB-CHK dated
29th Oct 2019:
1) All Galaxy Note 7 (manufacturer: Samsung)
2) Macbook Pro 15 inch is produced and consumed from
September 2015 to February 2017 (manufacturer: Apple Inc).
Serial number could be checked on Apple’s website
http://support.apple.com/15-inch-macbook-pro-battery-recall
and follow Apple’s instruction to identify which Macbook Pro 15
inch is affected.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
Above restriction is not applied for electric devices contain damaged

Lithium battery, but such damaged lithium battery is changed by the
manufacturer and is not in the list to be returned to the manufacturer.
9.1.11 Restriction transport dangerous goods to from State/airport
Some states require the carrier has a specific permission for transport
dangerous goods to/from airports in China, Hong Kong, Singapore,
Malaysia, Indonesia, Myanmar, Cambodia and some airport in Vietnam
have not met requirements in handling dangerous goods (refer to the List
of States/Airport when accepting DG in Appendix 01 of Dangerous Goods
Manual).
The notice about validity of permission is advised to VJC stations.
VJC stations inform to relating departments of VJC and inform to CHA.
Reservation office, CHA must check the validity of permit for transport
dangerous goods to/from those airports in the updated notice before
confirming booking whole itinerary, acceptance/handling for flight to/from
those airports.
9.1.12 Transport Limits
9.1.12.1 Aircraft Limits
VJC can accept for carriage dangerous goods on aircrafts equipped with
ULDs or bulk loading” (For VJ Bulk loading aircraft)
Aircrafts acceptable for carriage dangerous goods as listed in Appendix
02 of Dangerous Goods Manual.
9.1.12.2 Limits and requirements with some Dangerous Goods
a) Explosives
VJC does not accept explosives
b) Magnetized material
Only accept for carriage magnetized materials as classified in the TI,
DGR with field strengths causing a compass deflection of more than
2 degrees at a distance of 2.1m but not more than 2 degrees at a
distance of 4.6 m (equivalent to 0.418 A/m or 0.00525 Gauss
measured at a distance of 4.6m) and the total net weight of above
magnetized materials is not over 2,000 kgs each flight.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
c) Dry Ice
Volume Maximum
Aircraft Cargo
(cu. Ventilation of Dry Ice Packing condition
type Hold
Feet) (Kgs)
For a small package

A320-200 AFT/BULK 1008 YES 250
of 2.25 kg
For a large package
500
of 45 kg
For a small package

A321-200 AFT/BULK 1181 YES 252
of 2.25 kg
For a large package
504
of 45 kg
FWD: forward hold (compartment 1,2);

AFT: after hold (compartment 3, 4);
BULK: loose (compartment 5).
Note: Maximum of Dry Ice is applicable to the aircraft cargo
compartment equipped with ventilation system (see Appendix
of Dangerous Good Manual).
d) Motorcycles: only accept for carriage when:
1) Fuel tank is completely empty of fuel;
2) Wet batteries must be removed from motorcycle and packed
separately, refer and comply with 9.1.10 this manual if it is
UN2794;
3) Exposed terminals of dry batteries must be disconnected and
protected;
4) The tires are deflated.
e) Engine, machinery and vehicle which are used or tested and
assigned as UN3528, UN3529, UN3530, UN3166 can be treated as
non-DG according to Special Provision A70 DGR if the shipper
provide valid cleaning certificate

Page 9 - 19
DANGEROUS GOODS
POLICY ON THE TRANSPORT OF Iss05/Rev00
OPERATIONS MANUAL DANGEROUS GOODS
PART A 01 Aug 2020
9.2 POLICY ON THE TRANSPORT OF DANGEROUS GOODS

Reference: VAR 18.010, 18.045(a)(b)
Dangerous Goods are articles or substances which are capable of posing
a hazard to health, safety, property or the environment and which are
shown in the list of dangerous goods in the current edition of the IATA
Dangerous Goods Regulations (DGR).
Dangerous goods include all types of explosives, gases, flammable
liquids, flammable solids, oxidizing substances and organic peroxides,
toxic and infectious substances, radioactive material, corrosives and
substances and articles that present a danger not covered by other
classes.
The transportation of dangerous goods includes:
• All stations forming part of the transport within the transport chain
(even if these operations are not performed by the carrier itself).
• Acceptance and delivery of the goods
• The temporary storage in the course of transportation
• Loading and unloading
9.2.1 For VietJet
a) VietJet ensures not to carry or load or suspend dangerous goods
unless:
1) VietJet is granted or with the written authorization of CAAV or
approved by CAAV;
2) VietJet is granted with permit for dangerous goods transport by
concerned aviation authorities (if applicable);
3) In accordance with the Technical Instructions and any conditions
specified therein.
4) In cases when specifically provided for in the Technical
Instructions, the CAAV and relevant other States concerned may
grant an approval provided that in such instances an overall level
of safety in transport which is equivalent to the level of safety
provided for in the Technical Instructions is achieved.
b) VietJet ensures to comply with the process and procedures for AOC
which is defined in Part 12 and 18 of the VAR.

Page 9 - 20
DANGEROUS GOODS
POLICY ON THE TRANSPORT OF Iss05/Rev00
PART A 01 Aug 2020
c) VietJet ensures that staff, accepting dangerous goods for

transportation on VietJet’s aircrafts is trained accordingly.
d) VietJet ensures to fulfill all its responsibilities set forth in this section
and detailed in Dangerous Goods Manual.
e) VietJet shall comply with dangerous goods security measures to
minimize theft or misuse of dangerous goods that may endanger
persons, property or the environment and ensure that its employees
comply with those measures.
9.2.2 For shipments
Reference VAR 18.103 (a)(b)(1)(2)(3)(c)
Dangerous goods accepted for transportation shall be properly classified,
documented, certificated, described, packaged, marked, labeled and in a
fit condition for transport in accordance with Technical Instructions as
provided in the Dangerous Goods Manual.

ACCEPTANCE, LABELLING, Iss05/Rev00

OPERATIONS MANUAL
HANDLING, STOWAGE AND
PART A
SEGREGATION OF DANGEROUS
GOODS 01 Aug 2020
9.3 ACCEPTANCE, MARKING, LABELLING, HANDLING, STOWAGE AND

SEGREGATION OF DANGEROUS GOODS
9.3.1 Acceptance of Dangerous Goods
Reference: VAR 18.030, 18.044, 18.045(f)(g), 18.075(a)(1)(2)(3),
18.113(a)(b)(c)
a) Dangerous goods are only accepted by persons having a valid
dangerous goods certificate.
b) VietJet 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.
c) VietJet upon acceptance of dangerous goods shall conduct an
inspection of the consignment of dangerous goods intended for
transportation by air. Before dangerous goods are accepted for air
transport, an acceptance check shall be carried out by using the
dedicated acceptance checklist of VietJet or IATA Dangerous Goods
Checklist for a Non-Radioactive Shipment or IATA Dangerous Goods
Checklist for a Radioactive Shipment in accordance with the
Technical Instructions. The person conducting the inspection on
behalf of VietJet shall complete a checklist specifically designed for
this purpose, to ensure that:
1) Packaging, overpacks and the relevant freight container are not
damaged and/or leaking;
2) They are correctly marked and labeled and that the relevant
dangerous goods transport documents have been completed
correctly according to the IATA Dangerous Goods Regulations
and the ICAO Technical Instructions; and
3) Not to be forbidden for transport by air;
4) Accompanied by a properly executed dangerous goods transport
document.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.3.2 General Principles for Packing, Marking, Labelling, Handling and

Stowage of Dangerous Goods
Reference: VAR 18.045 (c)(k)(l), 18.077(a)(b)(1)(2), 18.083 (a),
18.095(a), 18.097(b), 18.117(a), 18.127(a)(1)(2)(3),
18.130(a), 18.137(a)(b)(c)
a) The packaging, marking, labelling and rules/instructions for
dangerous goods transportation in passenger or cargo aircraft
specified in the IATA Dangerous Goods Regulations and as provided
for in the Technical Instructions shall be applied. In case of incorrect
or defective label and/or packaging, the dangerous goods shall not
be loaded onboard a VietJet aeroplane.
b) The markings and documentation relating to transport of Dangerous
Goods by Air shall be in English.
1) Additional markings may be in the language required by the
State of Origin; and/or
2) Any other form of expression for universal use as outlined in the
Technical Instructions.
c) The shipper or other organization performing functions involving the
safe transportation of dangerous good by air is responsible for all
necessary marking and labelling of each package and each overpack
containing dangerous goods, in compliance with IATA Dangerous
Goods Regulations and as provided for in the Technical Instructions.
d) Dangerous goods must not be carried in the cabin occupied by
passengers or on the flight deck, except as permitted in Subchapter
9.6 this manual.
e) Dangerous goods bearing the ‘Cargo Aircraft Only’ label shall not be
carried on a passenger aircraft.
f) For a Cargo Only Aircraft, items labelled Cargo Aircraft Only shall be
loaded so that the PIC and other authorized personnel can:
1) See, handle and if size and weight permit, separate such
packages from other cargo in flight.
g) The pilot-in-command and VietJet shall ensure that any hazardous
contamination found on an aircraft as a result of leakage or damage
to dangerous goods is removed without delay.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
h) Leaking or damaged packages, overpacks or freight containers may

not be loaded onto an aeroplane.
i) An aeroplane which has been contaminated by radioactive materials
must be taken out of service immediately. It should not be returned
into 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. Attention must be paid to packing groups.
j) When a package containing dangerous goods is found on an
aeroplane that appears to be damaged or leaking, it shall be removed
from the aeroplane and shall be inspected to ensure that it is in a
proper condition for transport and that no damage or contamination
has occurred to the aeroplane or its load.
k) Liquids must be loaded in an upright position.
l) Additional state regulations and variations must be adhered to.
m) Segregations of dangerous goods table and incompatibility table shall
be adhered to.
n) For detailed information on labelling, handling and stowage of
dangerous goods refer to Dangerous Goods Manual and Ground
Operations Manual.
9.3.3 Hazard Labels and Classification of Dangerous Goods
Reference VAR 18.080 (a)
Classification of an article or substance of dangerous goods shall be in
accordance with:
a) Class 1: Explosives
1) Division 1.1: Articles and substances having a mass explosion
hazard. (Cargo IMP Code: REX, RCX, RGX as applicable)
2) Division 1.2: Articles and substances having a projection hazard
but not a mass explosion hazard. (Cargo IMP Code: REX, RCX,
RGX as applicable)
3) Division 1.3: Articles and substances having a fire hazard, a
minor blast hazard and/or a minor projection hazard but not a
mass explosion hazard. (Cargo IMP Code: REX, RCX, RGX as
applicable)


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
4) Division 1.4: Articles and substances presenting no significant

hazard. (Cargo IMP Code: RXB, RXC, RXD, RXE, RXG, RXS,
as applicable)
5) Division 1.5: Very insensitive substances having a mass
explosion hazard. (Cargo IMP Code: REX)
6) Division 1.6: Extremely insensitive articles which do not have a
mass explosion hazard. (Cargo IMP Code: REX)
7) Examples of explosives include, but are not limited to:

ammonium nitrate-fuel oil mixture, ammonium perchlorate,
ammunition, fireworks, black powder/gun powder, blasting caps,
photo flash bombs, primer cord, flares, fuses, grenades, hexolite,
lead azide (wetted), mines, model rocket motors, nitrocellulose,
nitroglycerin, desensitized, picrite, octonal, primers, RDX, signal
devices, toy caps, tracers (for ammunition), trinitrotoluene (TNT
or dynamite).
Note 1: Transportation of explosives by air is normally forbidden.
Most of the explosives can be carried by cargo aircraft
only due to the risks they pose. Certain explosives can
be carried by passenger aircraft when applicable rules
are observed.
Note 2: Only explosives in Division 1.4, compatibility group S are
permitted on a passenger aircraft. Only explosives in
Division 1.3, compatibility groups C and G and Division
1.4, compatibility groups B, C, D, E, G and S are
permitted on a cargo aircraft. For detailed information
refer to VietJet Airlines Dangerous Goods Manual.
b) Class 2: Gases
1) Division 2.1 Flammable gas (Cargo IMP Code: RFG)
2) Division 2.2 Non-flammable, non-toxic gas (Cargo IMP Code:
RNG or RCL)


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
3) Division 2.3: Toxic gas (Cargo IMP Code: RPG)
Division 2.1 Division 2.2 Division 2.3
4) This class comprises compressed gases; liquefied gases;

dissolved gases; refrigerated liquefied gases; mixtures of one or
more gases with one or more vapours of substances of other
classes; articles charged with a gas, and aerosols. For detailed
information refer to VietJet Airlines Dangerous Goods Manual.
c) Class 3: Flammable Liquids
1) This class has no subdivisions. It comprises liquids or mixtures
of liquids or liquids containing solids in solution or in suspension
(for example paints, varnishes, lacquers, etc., but not including
substances otherwise classified on account of their dangerous
characteristics) which give off a flammable vapour at
temperatures of not more than 60°C (140°F) closed-cup test or
not more than 65.6°C (150°F) open-cup test normally referred to
as the flash point.(Cargo IMP Code: RFL)
2) Examples of flammable liquids include but are not limited to:

acetone, acrylonitrile, alcohols, aldehydes, amyl nitrate and
nitrite, benzene, carbon disulfide, some cleaning compounds,
diesel fuel, esters, methyl ethyl ketone (mek), some flavorings,
some amines, some silines, dimethyl formamide (dmf), fuel oil,
gasoline, hexanes, liquid hydrocarbons, kerosene, ketones,
octanes, perfumes, petroleum oil, some resin solutions, rubber
solution, shale oil, tars.

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
d) Class 4: Flammable Solids

1) Division 4.1 Flammable solids. (Cargo IMP Code: RFS)
2) Division 4.2 Substances liable to spontaneous combustion.
(Cargo IMP Code: RSC)
3) Division 4.3 Substances which, in contact with water, emit
flammable gases (Dangerous when wet). (Cargo IMP Code:
RFW)
Division 4.1 Division 4.2 Division 4.3

4) Examples for flammable solids include, but are not limited to:
matches, nitrocellulose membrane filters, pentaborane, silicon
powder, wetted explosives, sulfur, wetted titanium powder, zinc
resinate, naphthalene.
5) Examples for spontaneously combustible solids include but are
not limited to: activated carbon, lithium alkyds, barium,
phosphorus, anhydrous potassium sulfide, oily rags, seed cake,
anhydrous sodium sulfide, butyl lithium.
6) Examples of dangerous when wet solids include, but are not
limited to: alkaline earth metal alloys, aluminyum powder,
calcium hydride, calcium, calcium carbide, magnesium, lithium,
sodium, sodium borohydride.
e) Class 5: Oxidising Substances & Organic Peroxide
1) Division 5.1: Oxidising substances. (Cargo IMP Code: ROX)
2) Division 5.2: Organic peroxide. (Cargo IMP Code: ROP)
Division 5.1 Division 5.2


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
3) Examples of oxidisers and organic peroxides include but are not

limited to: many fertilizers, chlorates, chlorites, nitrates,
perchlorates, perchlorites, persulfates, permanganates,
peroxides, chemical oxygen generators, sodium superoxide, and
pool chemicals.
f) Class 6: Toxic and Infectious Substances
1) Division 6.1: Toxic substances. (Cargo IMP Code: RPB)
2) Division 6.2: Infectious substances. (Cargo IMP Code: RIS)
Division 6.1 Division 6.2

3) Examples of toxic and infectious substances include but are not
limited to: some pesticides, barium compounds, phenol,
acrylamide, chloroform, cresols, aniline, cyanides, mercury
compounds, arsenic, nicotine, xylenols, tear gas, vanadium
compounds, sodium azide, cultures, regulated medical waste,
patient specimens, and biological products.
g) Class 7: Radioactive Material
1) Radioactive material means any material containing
radionuclides where both the activity concentration and the total
activity in the consignment exceed the values specified in IATA
Dangerous Goods Regulations. Radioactive materials are
classified into 3 groups depending on their Transport Index (TI)
values:
i. Category I (TI:0, Cargo Imp Code: RRW)
ii. Category II (TI:0.1-1.0, Cargo Imp Code: RRY)
iii. Category III (TI:11.-10 Cargo Imp Code: RRY)
Category I Category II Category III Critically Safety

Index Label

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
h) Class 8: Corrosives
1) Substances which by chemical action can cause severe damage
when in contact with living tissue or, in the case of leakage will
materially damage or even destroy, other goods or the means of
transport. (Cargo IMP Code: RCM)
2) Examples of corrosives include, but not limited to: Acetic acid,

Sulfuric acid, Nitric acid, Hydrochloric acid, Perchloric acid (<
50%), Hydrofluoric acid, Ferric chloride, Formaldehyde, Gallium,
Hypochlorite solutions, Chromic acid, Maleic anhydride,
Mercury, Soda lime, Sodium hydroxide (lye), Ammonium
hydroxide, Ethanolamine, Potassium hydroxide, Mercury.
i) Class 9: Miscellaneous Dangerous Goods
1) Articles and substances, which cannot be placed under other
classes but present a danger during air transport. Aviation
Regulated Solid or Liquid, Magnetized Material, Elevated
Temperature Substances, Environmentally Hazardous
Substances, Genetically Modified Micro-Organisms (GMMOs) or
Genetically Modified Organisms (GMOs) are included in this
class. (Cargo IMP Code: RMD or ICE, RLI, RLM, RSB (polymeric
beads and plastics moulding compound subject to Packing
Instruction 957), as applicable)


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
2) Examples of this class include, but are not limited to: air bag
inflators, asbestos, carbon dioxide, solid (dry ice), consumer
commodity, chemical and first aid kits, life-saving appliances,
engines, environmentally hazardous substances, internal
combustion, vehicles (flammable gas powered), vehicles
(flammable liquid powered), polymeric beads, battery-powered
equipment or vehicles, zinc dithionite.
9.3.4 Handling Labels
Reference VAR 18.095, 18.097
VietJet shall ensure unless otherwise provided for in the Technical
Instructions, each package, overpack and freight container of dangerous
goods shall be labelled with the appropriate labels as follows;
a) Magnetized Materials:
“Magnetized Material” labels must be used on packages containing

material with a high magnetic field strength. (Cargo IMP Code: MAG)
b) Cargo Aircraft Only:
Must be on packages which have been prepared according to an

“ICAO” – Packing Instruction or on packages where the net quantity
exceeds the limits which would be permitted for passenger aircraft.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
c) Cryogenic Liquid Labels:
Must be used in addition to the Non-Flammable Gas hazard label on

packages and overpacks containing cryogenic liquids.
d) Keep Away From Heat Labels:
Must be used on packages containing self-reactive substances in

division 4.1 or organic peroxides in division 5.2.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
e) “Package Orientation” (This way up) Labels:
f) Must be used on combination packages and overpacks containing

liquid dangerous goods, excluding packages containing flammable
liquids in inner packaging of 120 ml or less infectious substances in
primary receptacles not exceeding 50 ml or radioactive material. At
least two labels must be affixed (on opposite sides.) Single packaging
does not need to show arrows.
g) “Battery Powered Wheelchair and Mobility Aid Label”
h) Dangerous Goods in Excepted Quantities Labels:

1) Some dangerous goods in very small quantities may be
transported under a simplified procedure. Dangerous goods in
excepted quantities are not permitted in or as checked or carry-
on baggage nor in the mail. They can be carried:
i. Without the dangerous goods markings, hazard labels and
shipper’s declaration.

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
ii. No entry in the NOTOC.

iii. No use of dangerous goods loads information codes.
iv. No restrictions concerning incompatibilities.
v. To be handled like normal cargo.
vi. UN specification packaging is not required.
vii. Completed handling label must be affixed.
i) Lithium Battery Label:

1) The label is placed for “Lithium ion battery” and/or “Lithium metal
battery” (Cargo IMP Code: ELI or ELM), as applicable
9.3.5 Packing
Reference VAR 18.045(j) 18.085 (a)(b)(c)(d), 18.087 (a), 18.090(a)(b),
18.093(a)(b)
VietJet ensures to take all reasonable measures to ensure that 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.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
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
e) Packagings for which retention of a liquid is a basic function, shall be
capable of withstanding, without leaking, the pressure stated in the
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.
g) Cushioning and absorbent materials shall not react dangerously with
the contents of the packagings.
h) 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.
i) If the nature of former packaging contents shall be treated according
to the hazard they constitute.
j) No harmful quantity of a dangerous substance shall adhere to the
outside of packages.
9.3.6 Loading, Separation, Segregation and Securing of Dangerous Goods
Reference VAR 18.117(a), 18.120(b)(1)(2), 18.123(a), 18.133(a)(b)
a) Passenger Cabin and Flight Deck: VietJet ensures that dangerous
goods are not carried in an aircraft cabin occupied by passengers or
on the flight deck, unless otherwise specified in the Technical
Instructions.
b) Cargo Compartments: VietJet ensures that dangerous goods are
inspected, loaded, segregated, stowed and secured on an aircraft as

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
specified in the Technical Instructions and other regulations in the

section 9.1.2 of this manual. Any packages/ULDs contain dangerous
goods and ULDs contain radioactive material are inspected to
discover the leakage, damage before loading into the aircraft and only
load the packages/ULDs contain dangerous goods into the aircraft
unless those the packages/ULD have been inspected and found free
from any evidence of leakage or damage.
c) Packages containing dangerous goods which might react
dangerously one with another shall not be stowed on an aircraft next
to each other or in a position that would allow interaction between
them in the event of leakage;
d) Packages of toxic and infectious substances shall be stowed on an
aircraft in accordance with regulations;
e) To maintain acceptable segregation between packages containing
Dangerous Goods having different hazards, the segregation
requirements shown in the table below must be observed.
f) The following table shows which classes of Dangerous Goods must
be segregated from each other. An “X” at the intersection of a row
and column indicates that packages containing these classes of
dangerous goods may not be stowed next to or in contact with each
other, or in a position which would allow interaction in the event of
leakage of the contents. Thus, a package containing Class 3
dangerous goods may not be stowed next to or in contact with a
package containing Division 5.1 dangerous goods. Packages
containing dangerous goods with multiple hazards in the class or
divisions which require segregation in accordance with the above
table need not be segregated from other packages bearing the same
UN number.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
Class or Division
Hazard Animals
Label 1 2 3 4.2 4.3 5.1 5.2 6 8 Foodstuffs
Or feeds
Note Note Note Note Note Note Note Note
1
1 2 2 2 2 2 2 2
Note
2
2
Note
3 X
2
Note
4.2 X
2
Note
4.3 X
2
Note
5.1 X X
2
Note
5.2
2
6 Note 3
Note
8 X
2
Animals
Note
Foodstuffs
3
Or feeds
Note 1: See the table below detailing the separation of explosive substances and
articles.
Note 2: This class or division must not be stowed together with explosives other
than those in Division 1.4, Compatibility Group S.
Note 3: Substances of Class 6 (toxic and category A infectious substances) and
substances requiring a subsidiary risk “Toxic” label must not be carried in
the same compartment of an aircraft with animals, substances marked as
or known to be foodstuffs, feeds or other edible substances intended for
consumption by humans or by animals, unless either the toxic or category
A infectious substances and the foodstuffs or animals are loaded in
separate unit load devices and when stowed aboard the aircraft the unit
load devices are not adjacent to each other, or the toxic or category A
infectious substances are loaded in one closed unit load device and the
foodstuffs or animals are loaded in another closed unit load device.
Note 4: Division 4.1 and Classes 6, 7 and 9 are not included in table 9.3.A as they
do not require segregation from other classes of dangerous goods.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.3.7 Incompatibility Table

Reference VAR 18.123(a)
This table is used as special loads segregation table for loading, unloading
and temporary stowage
Note: For exceptions refer to Subchapter 9.6


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.3.8 Loading, Stowage & Securing of Radioactive Material

Reference VAR 18.125 (a)(b)(c)
a) Radioactive materials are articles or substances which
spontaneously and continuously emit ionizing radiation, which can be
harmful to the health of humans and animals and can affect
photographic or X-Ray film. Whilst packagings used for the transport
of radioactive material must provide protection from radiation, there
is likely to be residual activity from packages offered for air transport.
b) A Transport Index (TI) is a number which represents the level of
radiation at a distance of 1 meter, assigned to a single package,
overpack or freight container. The TI is used to provide control over
radiation exposure, to determine categories of radioactive material for
the purposes of labelling, declaration, etc. to determine whether
transport under exclusive use is required and to determine spacing
requirements during storage and transport. The TI for each overpack
or freight container must be determined as either the sum of the
transport indices of all the packages contained, or by direct
measurement of radiation level.
c) Separation From Persons:
Categories II — Yellow and III — Yellow packages, overpacks or
freight containers must be separated from persons. The minimum
separation distances in the following table that are to be applied are
based upon the sum of TIs and these distances are from the surface
of the packages, overpacks or freight containers to the nearest inside
surface of the passenger cabin or flight deck partitions or floors,
irrespective of the duration of the carriage of the radioactive material.
If the packages, overpacks or freight containers are separated into
groups, the minimum distance from the nearest inside surface of the
passenger cabin or flight deck partitions or floors to each group is the
distance applicable to the sum of the TIs within the individual groups,
provided that each group is separated from each other group by at
least three times the distance applicable to the one that has the larger
sum of TIs.
Alternative separation distances apply when radioactive material is
being carried by a cargo aircraft and in those circumstances the
minimum distances must be applied as above and also to any other
areas occupied by persons. Whether carried on a passenger or cargo
aircraft, in accordance with the practice of keeping exposure to

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
radiation as low as reasonably achievable, separation distances

should be extended whenever feasible.
d) Separation From Other Radioactive Packages:
The minimum distance between two radioactive packages is three
times the minimum distance needed for the package with the highest
TI.
e) Example:
Package 1- TI: 5.5- the minimum distance required from the upper
surface of the package to the ceiling of compartment is 1.15m (refer
to the TI table below). If the height of the package is 50 cm, then a
compartment height of 1.65m (1.15+0.5) is needed.
Package 2- TI: 4.2- the minimum distance required from the upper
surface of the package to the ceiling of compartment is 1 m. Since
package 1 has the greater TI, the minimum distance between these
two packages shall be 3.45m (3x1.15).
f) Refer to the relevant AFM or LS.73.010 Dangerous Goods
Procedures and Guidelines for compartment heights.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
Table 1: Transportation index table
Cargo Aircraft Only
Total sum of Minimum distance Total sum of Minimum distance

transport indexes (meters) transport indexes (meters)
0.1– 1.0 0.30 50.1– 60.0 4.65
1.1– 2.0 0.50 60.1– 70.0 5.05
2.1– 3.0 0.70 70.1– 80.0 5.45
3.1– 4.0 0.85 80.1– 90.0 5.80
4.1– 5.0 1.00 90.1 – 100.0 6.10
5.1– 6.0 1.15 100.1– 110.0 6.45
6.1– 7.0 1.30 110.1– 120.0 6.70
7.1– 8.0 1.45 120.1– 130.0 7.00
8.1– 9.0 1.55 130.1– 140.0 7.30
9.1 – 10.0 1.65 140.1– 150.0 7.55
10.1– 11.0 1.75 150.1– 160.0 7.80
11.1– 12.0 1.85 160.1– 170.0 8.05
12.1– 13.0 1.95 170.1– 180.0 8.30
13.1– 14.0 2.05 180.1– 190.0 8.55
14.1– 15.0 2.15 190.1– 200.0 8.75
15.1– 16.0 2.25 200.1– 210.0 9.00
16.1– 17.0 2.35 210.1– 220.0 9.20
17.1– 18.0 2.45 220.1– 230.0 9.40
18.1– 20.0 2.60 230.1– 240.0 9.65
20.1– 25.0 2.90 240.1– 250.0 9.85
25.1– 30.0 3.20 250.1– 260.0 10.05
30.1– 35.0 3.50 260.1– 270.0 10.25
35.1– 40.0 3.75 270.1– 280.0 10.40
40.1– 45.0 4.00 280.1– 290.0 10.60
45.1– 50.0 4.25 290.1– 300.0 10.80


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
g) Separation From Live Animals:

freight containers must be separated from live animals by a distance
of at least 1 meters.
h) Separation From Undeveloped Photographic Film:
freight containers must be separated from undeveloped photographic
films or plates. The minimum separation distances to be applied from
the surface of the packages, overpacks or freight containers to the
surface of the packages of undeveloped photographic films or plates
are as follows:
Duration of carriage
Total sum of
transport 2 Hours 2-4 4-8 8-12 12-24 24-48
indexes or less hours hours hours
hours hours
1 0.4 0.6 0.9 1.1 1.5 2.2
2 0.6 0.8 1.2 1.5 2.2 3.1
3 0.7 1.0 1.5 1.8 2.6 3.8
4 0.8 1.2 1.7 2.2 3.1 4.4
5 0.8 1.3 1.9 2.4 3.4 4.8
10 1.4 2.0 2.8 3.5 4.9 6.9
20 2.0 2.8 4.0 4.9 6.9 10.0
30 2.4 3.5 4.9 6.0 8.6 12.0
40 2.9 4.0 5.7 6.9 10.0 14.0
50 3.2 4.5 6.3 7.9 11.0 16.0
Note: The above table is calculated so that the radiation dose

received by the films does not exceed 0.1 mSv (10 mrem).
i) The means of securing packages or overpacks must adequately
ensure that minimum separation distances are maintained at all
times.


OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
9.3.9 Cargo IMP Codes

AVI- Live animals
CAO- Cargo Aircraft Only
DGD- Shipper’s Declaration for Dangerous Goods
EAT- Foodstuffs
FIL- Undeveloped films/Unexposed films
ICE- Carbon dioxide, solid (dry ice)
IMP- Interline Message Procedure
HUM- Human remains
MAG- Magnetized Material
LHO- Live Human Organ
PEA- Huntings trophies, skin and all articles made from or
containing parts of species listed in CITES
PEF- Flowers
PEM- Meat
PEP- Fruits and vegetables
PER- Perishables
PES- Seafood/Fish for human consumption
RCL- Cryogenic Liquid
RCM- Corrosive
RCX- Explosive 1.3C
RDS- Infectious substances in Category B (UN 3373)
REQ- Dangerous Goods in Excepted Quantities
REX- To be reserved for normally forbidden Explosives, Div 1.1, 1.2,
1.3, 1.4F, 1.5 and 1.6
RFG- Flammable Gas
RFL- Flammable Liquid
RFS- Flammable Solid

OPERATIONS MANUAL
PART A
GOODS 01 Aug 2020
RFW- Dangerous When Wet

RGX- Explosives 1.3G
RIS- Infectius Substance in Category A(UN 2814 or UN 2900)
RMD- Miscellaneous Dangerous Goods
RNG- Non-Flammable, Non-toxic Gas
ROP- Organic Peroxide
ROX- Oxidizer
RPB- Toxic substance
RPG- Toxic Gas
RRE- Excepted Packages of Radioactive Material
RRW-Radioactive Material Category I-White
RRY- Radioactive Material Categories II-Yellow and III-Yellow
RSB- Polymeric Beads
RSC- Spontaneously Combustible
RXB- Explosives 1.4B
RXC- Explosives 1.4C
RXD- Explosives 1.4D
RXE- Explosives 1.4E
RXG- Explosives 1.4G
RXS- Explosives 1.4S
VAL- Valuable cargo
XPS- Cargo carried at higher rates

SPECIAL NOTIFICATION
Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
9.4 NOTIFICATION AND REPORTING IN THE EVENT OF INCIDENT OR

ACCIDENT
Reference: 18.157
9.4.1 Notification in the Event of an Incident or Accident
a) On ground:
If it is noticed on board of an aircraft during loading or off-loading
procedures that dangerous goods shipments are damaged or their
contents are leaking, the ramp agent must immediately notify the:
1) Commander
2) Cargo Department
3) Station Manager (if any)
In addition, NOC (Network Operations Center) must be informed
immediately by the station or alternatively by the flight crew if any of
the following apply:
• Dangerous goods are leaking in the aircraft
• Persons are injured
• The environment is endangered or contaminated
• Dangerous goods are involved in fire or explosion.
If this case state UN number and packing group involved - to be taken
from the NOTOC.
b) In – flight
If the crew members identify a damaged or undeclared dangerous
goods piece they must immediately notify to PIC.
In case of an emergency, the PIC must inform ATC about the
dangerous goods on board.
c) For those dangerous goods for which a Dangerous Goods Transport
Document is required, the PIC of an aeroplane carrying such goods
must be provided with information, which can be used on board to
assist in planning the response to an emergency arising in-flight
involving the dangerous goods.

Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
9.4.2 Reporting on DG and Accident and Incident

a) In the event of an accident or serious incident, VietJet aircraft carrying
dangerous goods as cargo must provide information, without delay,
to emergency services responding to the accident or serious incident
about the dangerous goods on board, as shown on the information to
the PIC. As soon as possible, VietJet must also provide this
information to the appropriate authorities of Vietnams CAAV and the
State in which the accident or serious incident occurred following
reporting procedure in SMSM 5.4.4.
b) In the event of an incident, the VietJet aircraft carrying dangerous
goods as cargo must, if requested to do so, provide information,
without delay, to emergency services responding to the incident and
to the appropriate authority of the State in which the incident occurred
about the dangerous goods on board, as shown on NOTOC.
c) In addition, VietJet shall ensure that for dangerous goods transported
on aircraft, appropriate information is immediately available at all
times (24 hours per day) for use in emergency response to
accidents/incidents involving those dangerous goods at a well
distributed contact at VietJet internally.
9.4.3 Reporting of Undeclared or Mis-declared Dangerous Goods
Reference: VAR 18.045 (q) (1,2,3,4,5,6,7,8)
VietJet must report to the CAAV, when any occasion of the following is
discovered in cargo or mail:
a) Undeclared or mis-declared dangerous goods;
b) Mis-declared dangerous goods;
c) Mistakes of classification, labelling, packaging or storage;
d) Mistakes of aircraft loading and segregation;
e) Damage or leakage which caused contamination;
f) Failure to inform the PIC about Dangerous Goods carried on the
aircraft;
g) Any inflight incident related to Dangerous Goods;
Such a report must be made to the appropriate authorities of the State of
the operator and the State in which this occurred, and must include the
details as required by the Technical instructions, and the actions taken to
rectify the occurrence.
Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
VietJet must also report any occasion when dangerous goods not
permitted as checked or carry-on baggage and on their person are
discovered.
9.4.4 Information to Passengers and Other Persons
For information provided to passengers and other persons regarding
carriage of dangerous goods, refer to VietJet’ Dangerous Goods Manual.
9.4.5 Notification to Captain (PIC) - NOTOC
a) CHA issues NOTOC as regulated in the TI and DGR, and then
transfer to GHA to provide information of dangerous goods to the
Pilot-in-command and provide personnel with responsibilities for
operational control of the aircraft (e.g. the flight operations officer,
flight dispatcher, or designated ground personnel responsible for
flight operations) with the same information that is required to be
provided to the pilot-in-command (e.g. a copy of the written
information provided to the pilot-in-command) not late than 30
minutes before estimated time of departure.
b) Minimum two copies of the NOTOC and an extra copy for every
additional leg shall be handed over to the PIC. A copy of the NOTOC
form will be retained at each destination aerodrome, which will be
presented to the station representative by the PIC upon arrival. If
there is no change regarding to location, quantity or contents to
special loads at destination aerodromes, the prepared NOTOC will
be valid and special load information will be transferred to the load
sheet. If there is a change, then a new NOTOC shall be prepared
according to original NOTOC and changes made. The load sheet
shall reflect the new special loads information. In case the PIC
changes during the transit stop, the NOTOC forms shall be
transferred to the incoming flight crew members. If the crew members
do not meet, the hand over shall be accomplished by the station
representative.
c) The NOTOC form must be handed over to the PIC in due time prior
to departure in order to ensure that the takeoff of the aircraft is not
delayed because of additional checks to be made by the PIC if he
deems necessary. NOTOC shall include information which specifies
at least the following:

Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
• Station of loading;
• Fight number; Flight date (dd, mm, yy);
• Aircraft Registration;
• Prepared by;
• Unloading station;
• AWB number;
• Proper shipping name, supplemented with the technical name is
appropriate and UN or ID number;
• The class or division and subsidiary risk (if any) corresponding
to the hazard label applied; for the dangerous goods in class 1,
the compatibility group must be shown;
• Packing group as applicable; Number of packages;
• For non-radioactive material: Net quantity or gross weight of
each package. For radioactive material: category, transport
index and dimension of each radioactive material package;
• Codes following IMP of IATA; Emergency Response Guide
(ERG); ULD/package number contain dangerous goods;
• Position of load ULDs/aircraft cargo compartments contain
dangerous goods on the aircraft (filled in by GHA);
• Dangerous goods transported under State Exemption (if
applicable);
• Loading supervisor’s name and signature;
• Captain’s name and signature.
Note 1: This includes information about dangerous goods loaded at
a previous departure point and which are to be carried on
the subsequent flight.
Note 2: Acceptable manual corrections on the NOTOC forms are the
change of aircraft registration number, loaded position of
cargo and DRY ICE quantity of catering in hold which are
made and signed by the operations coordinators.

Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
d) The written information provided to the PIC must be readily available

to him during flight. The information to the PIC must also include
confirmation that there is no evidence that any damaged or leaking
packages have been loaded on the aircraft.
e) A legible copy of the information to the PIC must be retained on the
ground. The NOTOC must be signed by the pilot-in-command,
indicating that he has received the information.
The copy, or the information contained in it must be readily accessible
to the airport of last departure and next scheduled arrival, until after
the flight to which the information refers. In the event of the
information to the pilot-in-command being of such a size as to make
in-flight radiotelephony transmission impracticable in an emergency
situation, a summary of the information should also be provided by
VietJet, containing at least the quantities and class or division of
dangerous goods in each cargo compartment.
The following substances and articles are classified as dangerous
goods but are not required to be shown on the NOTOC:
UN Number Item
n/a Dangerous goods in excepted quantities
Magnetized Material
UN 2807 Note: Magnetized Material transported under an
approval may be required to appear on the NOTOC
Radioactive material, excepted package - empty

UN 2908
packaging
Radioactive material, excepted package-articles

UN 2909 manufactured from depleted uranium or natural thorium
or natural uranium
Radioactive material, excepted package-limited quantity

UN 2910
of material

Iss05/Rev00
OPERATIONS MANUAL
REQUIREMENTS WHEN
PART A
DANGEROUS GOODS ARE
CARRIED 01 Aug 2020
Radioactive material, excepted package-instruments or

UN 2911
articles
Lithium metal batteries contained in equipment (including

UN 3091 lithium alloy batteries) when meeting the requirements of
Section II of Packing Instruction 970
Lithium metal batteries packed with equipment (including

UN 3091 lithium alloy batteries) when meeting the requirements of
Section II of Packing Instruction 969
Articles, pressurized, hydraulic containing non-

UN 3164 flammable gas when meeting the requirements of
Packing Instruction 208 (a)
Articles, pressurized, pneumatic containing non-

UN 3164 flammable gas when meeting the requirements of
Packing Instruction 208 (a)
Genetically modified micro-organisms or Genetically

UN 3245
modified organisms
UN 3373 Biological substance, Category B
Lithium ion batteries contained in equipment (including

UN 3481 lithium polymer batteries) when meeting the
requirements of Section II of Packing Instruction 967
Lithium ion batteries packed with equipment (including

UN 3481 lithium polymer batteries) when meeting the
requirements of Section II of Packing Instruction 966

Page 9 - 49
SPECIAL LOAD NOTIFICATION TO
Iss04/Rev07
CAPTAIN (NOTOC)
OPERATIONS MANUAL
PART A 09 Jun 2020

Page 9 - 50
SPECIAL LOAD NOTIFICATION TO
Iss04/Rev07
CAPTAIN (NOTOC)
OPERATIONS MANUAL
PART A 09 Jun 2020

PROCEDURES FOR RESPONDING Iss05/Rev00

OPERATIONS MANUAL TO EMERGENCY SITUATIONS
PART A
INVOLVING DANGEROUS GOODS 01 Aug 2020
9.5 PROCEDURES FOR RESPONDING TO EMERGENCY SITUATIONS

INVOLVING DANGEROUS GOODS
9.5.1 Emergency Response Guidance for Flight Crew Members and Cabin
Crew
Reference VAR 18.137(a)(b)(c), 18.150(b)
9.5.1.1 In-Flight Information to ATC / Fire and Rescue
If an in-flight emergency occurs and the situation permits, the PIC has to
inform the appropriate ATC unit of any dangerous goods on board an
aircraft. This information should include the proper shipping name and/or
UN/ID number, the class/division and for class 1 the compatibility group,
any identified subsidiary risk(s), the quantity and the location on board the
aircraft.
Whenever possible, the Notification to Fire Brigade (NOTOF) should be
transmitted to FIRE + RESCUE via frequency. The NOTOF is an
emergency information message providing details to ATC and Fire &
Rescue Organizations concerning passengers on board, remaining fuel
and dangerous goods loaded to the aircraft. When it is not considered
possible to transmit the NOTOF or to include all the information in the
verbal transmission, those parts thought most relevant in the
circumstances should be given to the controller.
9.5.1.2 Emergency Response for Flight Crew
Refer to DGM Chapter 6, item 6.1.1.
9.5.1.3 Emergency Response for Cabin Crew
Refer to DGM Chapter 6, item 6.1.2.
9.5.2 Duties of Other Personnel
For information on duties of other personnel refer to VietJet Dangerous
Goods Manual and Ground Operations Manual.

PROCEDURES FOR RESPONDING Iss05/Rev00

OPERATIONS MANUAL TO EMERGENCY SITUATIONS
PART A
INVOLVING DANGEROUS GOODS 01 Aug 2020

Page 9 - 53
DANGEROUS GOODS
DANGEROUS GOODS CARRIED BY Iss05/Rev00
OPERATIONS MANUAL PASSENGER OR CREW
PART A 01 Aug 2020
9.6 DANGEROUS GOODS CARRIED BY PASSENGER OR CREW

Reference VAR 18.045(k); 18.117; IATA DGR 2.3
9.6.1 Provisions for Dangerous Goods Carried by Passengers or Crew
VietJet does not accept dangerous goods to be carried in or as
passengers or crew checked or carry-on baggage, except as otherwise
provided follow:
Pilot in Command must be informed of the location
Permitted in or as carry-on baggage
Permitted in or as checked baggage
The approval of the Airline is required *
Alcoholic beverages, when in retail packaging, containing

more than 24% but not more than 70% alcohol by volume, in NO YES YES NO
receptacles not exceeding 5 L, with a total net quantity per
person of 5 L. Refer to local customs for more restrictive
limitations.
Ammunition (cartridges for weapons), securely packaged FORBIDDEN

(in Div. 1.4S, UN 0012 or UN 0014 only).
Avalanche rescue backpack, one (1) per person, containing

a cartridge of compressed gas in Div. 2.2. May also be
equipped with a pyrotechnic trigger mechanism containing no
more than 200 mg net of Div. 1.4S. The backpack must be YES YES YES NO
packed in such a manner that it cannot be accidentally
activated. The airbags within the backpacks must be fitted with
pressure relief valves.
Baggage with installed lithium batteries: non-removable

batteries exceeding 0.3g lithium metal or 2.7Wh. FORBIDDEN
Baggage with installed lithium batteries:

- Non-removable batteries: Batteries must contain no NO YES YES NO
more than 0.3g lithium metal or for lithium ion must not
exceed 2.7 Wh.
- Removable batteries: Batteries must be removed if
baggage is to be check-in. Removed batteries must be
carried in the cabin.
Batteries spare/loose, including lithium metal or lithium

ion cells or batteries, for portable electronic devices must be
carried in carry-on baggage only. For lithium metal batteries
the lithium metal content must not exceed 2g and for lithium ion NO NO YES NO
batteries the Watt-hour rating must not exceed 100Wh. Articles
which have the primary purpose as a power source, e.g. power
banks are considered as spare batteries. These batteries must

Page 9 - 54
DANGEROUS GOODS
PART A 01 Aug 2020
be individually protected to prevent short circuits. Each person

is limited to a maximum of 10 spare batteries in VJ’s flight.
Camping stoves and fuel containers that have contained a

flammable liquid fuel, with empty fuel tank and/or fuel
container (camping stoves and fuel containers for camping
stoves that have contained a flammable liquid fuel may be
carried provided the fuel tank of the camping stove and/or fuel YES YES NO NO
container has been completely drained of all liquid fuel and
action has been taken to nullify the danger. To nullify the
danger, the empty fuel tank and/or container must be allowed
to drain for at least 1 hour, the fuel tank and/or container must
then be left uncapped for a minimum of 6 hours to allow any
residual fuel to evaporate.
Chemical Agent Monitoring Equipment, when carried by staff

members of the Organization for the Prohibition of Chemical YES YES YES NO
Weapons on official travel. Chemical Agent Monitoring
Equipment i.e. chemical agent monitor (CAM) and/or rapid
alarm and identification device monitor (RAID-M).
- Instruments containing radioactive material not
exceeding the activity limits specified in Table 2-14 of
Doc 9284.
- Securely packed and without lithium batteries
- Carried by staff members of the Organization for the
Prohibition of Chemical Weapons (OPCW) on official
travel.
Disabling devices such as CS, mace, pepper spray, etc.

containing an irritant or incapacitating substance are forbidden FORBIDDEN
on the person, in checked and carry-on baggage.
Dry ice (carbon dioxide, solid), in quantities not exceeding

2.5kg per person when used to pack perishables not subject to
these Regulations in checked or carry-on baggage, provided
the baggage (package) permits the release of carbon dioxide YES YES YES NO
gas, Checked baggage must be marked “dry ice” or “carbon
dioxide, solid” and with the net weight of dry ice or indication
that there is 2.5 kg or less dry ice.
E-cigarettes (including e-cigars, e-pipes, other personal

vaporizers) containing batteries must be individually protected NO NO YES NO
to prevent accidental activation.
Electro shock weapons (e.g. Tasers) containing dangerous

goods such as explosives, compressed gases, lithium FORBIDDEN
batteries, etc. are forbidden in carry-on baggage or checked
baggage or on the person.

Page 9 - 55
DANGEROUS GOODS
PART A 01 Aug 2020
Fuel cells and spare fuel cartridges powering portable NO NO YES NO

electronic devices (e.g. cameras, cellular phones, laptop
computers and camcorders),
Portable Electronic Devices such as camera, mobile phones.
Laptop, video camera containing fuel cells
a) Fuel cells may only contain flammable liquids, corrosive
substances, liquefied flammable gas, water-reactive
substances or hydrogen in metal hydride;
b) Refueling of fuel cells on board an aircraft is not
permitted except that the installation of a spare cartridge
is allowed;
c) Fuel cells containing fuel are permitted in carry-on
baggage only
Note: See below section in this Manual: Fuel Cells Contained
in Portable Electronic Devices for details.
Spare fuel cell cartridges NO YES YES NO

a) Fuel cell cartridges may only contain flammable liquids,
corrosive substances, liquefied flammable gas, water-
reactive substances or hydrogen in metal hydride;
b) Refueling of fuel cells on board an aircraft is not
permitted except that the installation of a spare cartridge
is allowed;
c) No more than two spare fuel cell cartridges may be
carried in checked baggage, carry-on baggage, or on
the person
Note: See below section in this Manual: Fuel Cells Contained
in Portable Electronic Devices for details.
Gas cartridges, small, non-flammable containing carbon

dioxide or other suitable gas in Division 2.2 Up to two (2) small
cartridges fitted into a self-inflating safety device such as a
lifejacket or vest. Not more than one (1) device per passenger YES YES YES NO
and up to two (2) small cartridges per person, not more than
(4) cartridges up to 50 mL water capacity for other devices. The
personal safety device must be packed in such a manner that
it cannot be accidently activated.
Gas cylinders non-flammable, non-toxic worn for the

operation of mechanical limbs. Also, spare cylinders or a NO YES YES NO
smaller size if required to ensure an adequate supply for the
duration of the journey.
Hair curlers containing hydrocarbon gas, up to one (1) per

passenger or crew member, provided the safety cover is NO YES YES NO
securely fitted over the heating element. These hair curlers
must not be used on board the aircraft at any time. Gas refills
for such curlers is not permitted in checked or carry-on
baggage.

Page 9 - 56
DANGEROUS GOODS
PART A 01 Aug 2020
Heat producing articles such as underwater torches (diving

lamps) and soldering irons, Battery –powered equipment
capable of generating extreme heat, which would cause a fire
if activated, e.g. underwater high-intensity lamps. The heat
producing component and the battery are isolated from each YES YES YES NO
other by the removal of the heat producing component, the
battery or another component, e.g. fuse. Any battery that has
been removed must be protected against short circuit.
a) The heat producing component and the battery are
isolated from each other by the removal of the heat
producing component, the battery or another component,
e.g. fuse.
b) Any battery that has been removed must be protected
against short circuit (by placement in the original retail
packaging or by otherwise insulating terminals, e.g. by
taping over exposed terminals or placing each battery in a
separate plastic bag or protective pouch).
Insulated packaging containing refrigerated liquid

nitrogen (dry shipper), fully absorbent in a porous material NO YES YES NO
containing only non-dangerous goods.
Internal combustion or fuel cell engines

In checked baggage only, internal combustion or fuel cell NO YES NO NO
engines being carried separately or incorporated into a
machine or other apparatus.
Note: See Special Provision A70 for details.
Lithium Batteries: Security-type equipment containing

lithium batteries complies with the section Security type YES YES NO NO
equipment may be carried as checked baggage only.
Note: See below section Security type equipment for details.
Lithium Batteries: Portable electronic devices containing

lithium metal or lithium ion cells or batteries, including
medical devices such as portable oxygen concentrators (POC)
and consumer electronics such as cameras, mobile phones, NO YES YES NO
laptops and tablets, when carried by passengers or crew for
personal use. Batteries must not exceed 2g for lithium metal
batteries and 100 Wh for lithium ion batteries.
Devices containing lithium metal batteries with the lithium
content not exceeding 2g or lithium ion batteries with a watt-
hour rating not exceeding 100Wh
a) Devices on carry-on baggage is encouraged
b) Each person is limited to a maximum of 15 PED
c) Devices in checked baggage must be completely
switched off and must be protected from damage.

Page 9 - 57
DANGEROUS GOODS
PART A 01 Aug 2020
Lithium batteries, spare/loose with a Watt-hour rating

exceeding 100Wh but not exceeding 160 Wh for consumer
electronic devices and PMED or with a lithium content
exceeding 2g but note exceeding 8g for PMED only. Maximum YES NO YES NO
of two spare batteries in carry-on baggage only. These
batteries must be individually protected to prevent short
circuits.
Lithium battery-powered electronic devices. Lithium ion

batteries for portable (including medical) electronic devices, a YES YES YES NO
Wh rating exceeding 100Wh but not exceeding 160 Wh. For
portable medical electronic devices only, lithium metal
batteries with a lithium content exceeding 2g but not exceeding
8g.
Matches, Safety (one small packet) or a small cigarette

lighter that does not contain unabsorbed liquid fuel, other than
liquefied gas, intended for use by an individual when carried on
the person. Lighter fuels and lighter refills are not permitted on NO NO ON NO
one’s person or in checked or carry-on baggage. ONE’S
PERSO
Note: “Strike anywhere” matches, “Blue flame” or “Cigar” N
lighters are forbidden.
Mobility Aids: Battered-powered wheel chairs or other similar

mobility devices with non-spillable wet batteries or with YES YES NO NO
batteries which comply with Special Provision A123 or A199
a) Non - spillable batteries must comply with Special
Provision A67 or the vibration and pressure differential
tests of Packing Instruction 872.
b) It is recommended that passengers make advance
arrangements with each operator.
Note: See below section about Mobility aids with Non-spillable
wet batteries or with Batteries that comply with Special
Provision A123 or A199 for details.
Mobility Aids: Battery-powered wheelchairs or other similar

mobility devices with spillable batteries or with lithium batteries. YES YES NO YES
a) The pilot-in-command must be informed of the location of
a wheelchair or mobility aid with an installed battery or the
location of a packed batter.
b) It is recommended that passengers make advance
arrangements with each operator.
Note: See below section about Mobility aids with Spillable
batteries and Mobility aids with Lithium batteries for details.
Mobility Aids: battery-powered mobility aids with lithium ion

batteries (collapsible), lithium-ion battery must be removed YES NO YES YES
and carried in the cabin. Where a battery-powered wheelchair
or other similar mobility aid is specifically designed to allow it
battery(ies) to be removed by the user (e.g. collapsible).

Page 9 - 58
DANGEROUS GOODS
PART A 01 Aug 2020
- The pilot-in-command must be informed of the location of

a wheelchair or mobility aid with an installed battery or the
location of a packed batter
- It is recommended that passengers make advance

arrangements with each operator
A passenger may carry a maximum of one spare lithium ion
battery not exceeding 300Wh or two spare battery each not
exceed 160 Wh.
Non-radioactive medicinal or toiletry articles (including

aerosols) such as hair sprays, perfumes, colognes and NO YES YES NO
medicines containing alcohol; and
Non-flammable, non-toxic aerosols in Division 2.2, with no

subsidiary risk, for sporting or home use. The total net quantity
of all above mentioned articles must not exceed 2 kg or 2 L and
the net quantity of each single article must not exceed 0.5 kg NO YES YES NO
or 0.5 L. Release valves on aerosols must be protected by a
cap or other suitable means to prevent inadvertent release of
the contents.
Oxygen or air, gaseous, cylinders required for medical use. FORBIDDEN
Permeation devices, In checked baggage only permeation NO YES NO NO

devices for calibrating air quality monitoring equipment. In
checked baggage only permeation devices for calibrating air
quality monitoring equipment. These devices must comply with
the requirements of Special Provision A41.
Note: See below section Special Provision A41 for details.
Portable electronic devices containing non-spillable

batteries, batteries must meet A67 and must be 12 V or less
and 100 WH or less. A maximum of 2 spare batteries may be
carried. The device must be protected from inadvertent NO YES YES NO
activation, or the battery must be disconnected and the battery
terminals insulated. Each spare battery must be protected from
short circuit by insulation of the battery terminals.
Radioisotopic cardiac pacemakers or other devices, NO ON ONE’S NO

including those powdered by lithium batteries implanted into a PERSON
person or fitted externally.
Security-type attaché cases, cash boxes, cash bags, etc.

incorporating dangerous goods, such as lithium batteries
and/or pyrotechnic material, are totally forbidden:
FORBIDDEN
- If not complied with the below section Security type
equipment.
- If the equipment contains an explosive or pyrotechnic
substance or an explosive article;

Page 9 - 59
DANGEROUS GOODS
PART A 01 Aug 2020
- If Security type equipment that is defective or that has

been damaged is forbidden for transport
Specimens, non-infectious packed with small quantities of

flammable liquid. In checked or carry-on baggage non- NO YES YES NO
infectious specimens, such as specimens of mammals, birds,
amphibians, reptiles, fish, insects and other invertebrates
containing small quantities of flammable liquids and must be
complied with the requirements of Special Provision A180.
Thermometer, medical or clinical, which contains mercury, NO YES NO NO

one (1) per person for personal use, when in its protective
case.
Thermometer or barometer, mercury filled carried by a

representative of a government weather bureau or similar official
agency. The barometer or thermometer must be packed in a
strong outer packaging, having a sealed inner liner or a bag of
strong leak-proof and puncture resistant material impervious to YES NO YES YES
mercury, which will prevent the escape of mercury from the
package irrespective of its position. The pilot-in-command must
be informed of the location of the barometer or thermometer.
9.6.2 Forbidden Goods

The below articles and substances are forbidden for transport by
passengers or crew:
a) Disabling devices such as mace, pepper spray, etc. containing an
irritant or incapacitating substance
b) Electro shock weapons (e.g. Tasers) containing dangerous goods
such as explosives, compressed gases, lithium batteries, etc.
c) Security-type attaché cases, cash boxes, cash bags, etc.
incorporating dangerous goods, lithium batteries and/or pyrotechnic
material, except as provided in section 9.6.3.
d) Security type equipment that is defective or that has been damaged
e) Personal medical oxygen devices that utilize liquid oxygen
f) “Strike anywhere” matches, “Blue flame” or “Cigar” lighters. “Blue
flame” or “Cigar” lighters. Premixing burner lighter. Lighter fuel and
lighter refills.
g) Fireworks of any type, including all party fireworks, in any quantity

Page 9 - 60
DANGEROUS GOODS
PART A 01 Aug 2020
h) Festive Crackers
i) Party Poppers
j) Any article containing explosives
k) Inflated balloons
9.6.3 Security-Type Equipment
Refer to Dangerous Goods Manual for details.
9.6.4 Mobility Aids
Battery-powered wheelchairs or other similar mobility aids for use by
passengers whose mobility is restricted by either a disability, their health
or age, or a temporary mobility problem (e.g. broken leg).
9.6.5 Fuel Cells Contained In Portable Electronic Devices
9.6.6 Special Provisions

Page 9 - 61
DANGEROUS GOODS
TRAINING FOR HANDLING Iss05/Rev00
PART A 01 Aug 2020
9.7 TRAINING FOR HANDLING DANGEROUS GOODS

Reference: VAR 18.045(d), 18.060(b)
9.7.1 Training Requirements
Personnel must receive training in the requirements commensurate with
their responsibilities. Training details are provided in DGTP.
9.7.2 Recurrent Training
a) All personnel who require training on dangerous goods must receive
recurrent training, as appropriate, at intervals not exceeding two
years. However, there is a provision for a 3-month “window” that
allows for recurrent training conducted within the final 3 months of the
24-month period to be considered to have been completed on the
expiry date of the 24-month period.
b) For example, a person who completed a course on 30 June 2019
needs to complete a revalidation by 30 June 2021. However, the
revalidation may be taken between 1 April and 30 June 2021 for the
revalidation to be considered to have been completed on 30 June
2021. The next revalidation date will then be 30 June 2023.
9.7.3 Training Records
Details of all initial and recurrent training must be recorded including
training subjects, date and duration of the courses. The records of training
must be made available upon request to the CAAV.
Refer to Dangerous Goods Manual for more details.

Page 9 - 62
DANGEROUS GOODS
TRAINING FOR HANDLING Iss05/Rev00
PART A 01 Aug 2020

Page 9 - 63
DANGEROUS GOODS
WEAPONS AND MUNITIONS OF Iss05/Rev00
OPERATIONS MANUAL WAR
PART A 01 Aug 2020
9.8 WEAPONS AND MUNITIONS OF WAR

Reference: VAR 12.077 (a) (7), VAR 13.023 (a) (b)
9.8.1 Prohibition Against Carriage of Weapons
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.
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.
9.8.2 Handling Procedure
If any weapons are removed from the passengers or accepted for such
carriage, refer to Cabin Crew Manual - 1.33.4 for in-flight handling
procedure.

Page 9 - 64
DANGEROUS GOODS
WEAPONS AND MUNITIONS OF Iss05/Rev00
OPERATIONS MANUAL WAR
PART A 01 Aug 2020

SECURITY PROCEDURES Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A
CHAPTER 10
SECURITY PROCEDURES

SECURITY PROCEDURES Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A

Page 10 - 1
SECURITY PROCEDURES
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
10.1 GENERAL 3
10.1.1 Identification Cards 3
10.1.2 Crew Baggage Security 3
10.1.3 Crew Security Briefing 4
10.2 DISORDERLY PASSENGERS 7
10.2.1 General 7
10.2.2 Airport Handling 7
10.2.3 Threat Assessment 7
10.2.4 Counter Threat Response Model (CTRM) 7
10.2.5 Cockpit Lockdown Procedure 8
10.2.6 Determine, Defuse and Defend 8
10.2.7 Restraint Procedures 11
10.2.7.1 General 11
10.2.7.2 Restraint Of Passenger(S) 11
10.2.7.4 Legal Aspects 12
10.2.7.5 Planning The Restraint 13
10.2.7.6 Executing the Restraint 15
10.2.7.7 Managing The Restrained Passenger 15
10.2.8 After Landing 16
10.2.9 Reporting Procedure 16
10.3 BOMB OR SABOTAGE THREATS 17
10.3.1 General 17
10.3.2 Bomb And Other Sabotage Threats 17
10.3.3 Suspicious Article Action Plan 20
10.3.4 Checklist For In- Flight Chemical/Biological Suspected Weapons 26
10.3.4.1 Description 26

Page 10 - 2
SECURITY PROCEDURES
Iss05/Rev01
TABLE OF CONTENTS
OPERATIONS MANUAL
24 Nov 2020
PART A
10.3.4.2 Cabin Crew Actions 26

10.3.4.3 Flight Crew Actions 28
10.4 HIJACKING/UNLAWFUL SEIZURE OF AIRCRAFT 29
10.4.1 General 29
10.4.2 Alerting the Cockpit Crew of an Attempted Hijack 30
10.4.3 Procedures For Dealing With An Attempted Cockpit Intrusion 31
10.4.4 Response to Attempted Hijacking In-Flight 31
10.4.5 In The Event Of An Attempted Hijack On The Ground 33
10.4.6 Cabin Crew Responsibilities 33
10.4.6.1 General 33
10.4.6.2 Response(s) 34
10.4.7 Other Points For Consideration 34
10.4.8 Be Suspicious About Any Passenger Disturbance 34
10.4.9 Communicate Using Plain English 34
10.4.10 The Flight Crew Must Maintain Control Of The Aircraft 35
10.4.11 Be Calm And Deliberate 35
10.4.12 Communication 35
10.4.13 Beware of the ‘Stockholm Syndrome’ 35
10.4.14 Take Advantage of Trained Negotiators 35
10.4.15 A Peaceful Surrender is Still the Most Common Means of
Resolution of a Hijack 36
10.4.16 Post Incident – It’s Still Not Over 36
10.4.17 Role of the Authorities 36
10.4.18 Confidentiality and the Press 36

Page 10 - 3
SECURITY PROCEDURES
Iss05/Rev00
OPERATIONS MANUAL GENERAL
PART A 01 Aug 2020
10.1 GENERAL
a) The PIC shall be responsible for the security of the aircraft during its
operation.
b) No Pilot shall commence a flight unless all requirements of the
VietJet security programme have been completed.
c) VietJet shall establish, implement and maintain a written VietJet
security programme that meets the requirements of the national civil
aviation security program and includes the accepted industry codes
of practice for such programmes.
10.1.1 Identification Cards
a) Each employee must wear the VietJet identification card (ID card)
for the duration of his duty. The ID card must be displayed properly:
1) Attached to outer clothing
2) Entire card clearly visible
3) Correctly orientated
4) Above waist height
5) Challenge anyone not displaying appropriate ID
6) REPORT any instance of unlawful access
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 the Director Flight
Operations and the Security Manager as soon as possible and a
replacement card obtained.
c) Flight and cabin crew members must always check that a person is
in possession of a valid ID and has a valid reason for entering
VietJet aircraft.
10.1.2 Crew Baggage Security
a) All crew baggage should normally carry an identification label giving
full name and rank of the crew member.
b) Crew members must not leave their baggage unattended at all time.
c) Crew members must not accept for carriage sealed parcels from
third parties.

Page 10 - 4
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
d) 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.
e) 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 not in use;
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) Never accept anything for carriage, including letters or
envelopes, given by strangers, fellow employees or
acquaintances.
10.1.3 Crew Security Briefing
a) Any threat, whether direct or indirect and regardless of the source,
involving the security of a VietJet aircraft, personnel, property and/or
operations must be conveyed to the Manager Flight Operations in
the first instance.
b) The Security Manager must assess the level of such threat,
determine the required additional security procedures necessary,
report the threat and proposed additional security measures to the
to the following personnel and/or departments:
1) Chief Executive Officer;
2) Director Flight Operations, Director Technical, Director Quality
Assurance and Director Ground Operations;
3) Manager Cabin Crew and Chief Pilot;
4) Other applicable VietJet personnel; and
5) VietJet representatives and/or handling agents at
foreign/domestic airports.

Page 10 - 5
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
c) The Operations Management Centre has the responsibility to

ensure that the Pilot-in-Command 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 cockpit 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 cockpit door procedures must be
strictly adhered to from all doors closed at departure until doors
open at the destination. A security password for flight will be
given by PIC to flight and cabin crew members.
d) The Pilot-in-Command 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 VietJet personnel.

Page 10 - 6
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020

Page 10 - 7
SECURITY PROCEDURES
Iss05/Rev00
OPERATIONS MANUAL DISORDERLY PASSENGERS
PART A 01 Aug 2020
10.2 DISORDERLY PASSENGERS

10.2.1 General
Individual passengers or groups of passengers with the potential to
behave in a disorderly manner generally fall into the following
categories;
a) Apparently intoxicated or under the influence of drugs to the extent
of physical incompetence;
b) Engage in disorderly or offensive conduct to the discomfort or
distress of other passengers and cabin crew;
c) Are violent to the extent that there is a possibility of injuries to
passengers or flight attendants or damage to the aircraft;
d) Are apparently of unsound mind;
e) Are known or suspected of being in possession of firearms or
explosives; or
f) Fail to adhere to instructions by VietJet personnel.
10.2.2 Airport Handling
Airport staff will prevent the boarding of any passengers or group of
passengers whose behaviour displays the above characteristics.
Cabin crew observing disorderly conduct, in accordance with the above
characteristics, during embarkation will immediately advise the
appropriate airport staff and the Pilot-in-Command. If necessary, the
offending passenger(s) is to be disembarked. Assistance from airport
police or security staff should be enlisted, if required.
10.2.3 Threat Assessment
Any threat against an aircraft or terminal facility of the VietJet is
assessed by the local Authorities following international guidelines. All
threats are treated seriously and fully assessed using stringent
guidelines.
10.2.4 Counter Threat Response Model (CTRM)
The Counter Threat Response Model is a tool designed to classify threat
levels against the safety and security of the aircraft.

Page 10 - 8
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
Level 1 Verbal Abuse poses the least risk;

Levels 2 and 3 describe an escalation in the seriousness of the risk; and
Level 4 Attack on the cockpit poses the most serious risk.
The flight deck will always be locked in-flight; however, specific lock
down procedures must be implemented as soon as evidence of a threat
exists.
10.2.5 Cockpit Lockdown Procedure
a) The cockpit door is to remain closed and locked.
b) No one is to enter or leave the cockpit under any circumstances
until the aircraft is on the ground.
10.2.6 Determine, Defuse and Defend
a) Determine the threat level and the appropriate response.
b) Defuse the threat and manage the conflict.
c) Defend against the threat at all costs.

Page 10 - 9
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
Figure 10.1: Counter Threat Response Model (CTRM)

Page 10 - 10
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
Crew Actions Against Threat Level
Flight Crew Termination

Threat Level Cabin Crew Action
Action of Lockdown
Level 1
• Verbally defuse.
Verbal Abuse
• Verbally defuse.
• Use all available
resources – ABPs.
Level 2
• Use necessary force to
Physical Assault
manage the threat.
• Evasion and
separation.
• Evacuation or escape.
LOCKDOWN

resources – ABPs. The cockpit
• Use necessary force to will remain in
Level 3 manage the threat. the Lockdown
Life Threatening • Evasion and Mode until the
separation. aircraft is on
the ground.
• Hostage survival
techniques – delay
tactics.
• Evacuation or escape.
Level 4 resources – ABPs.
Attack on Cockpit • Use necessary force to
repel and subdue the
threat.
MAINTAIN CONTROL OF THE AIRCRAFT AT ALL COSTS.

Page 10 - 11
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
10.2.7 Restraint Procedures

10.2.7.1 General
a) In the event that a passenger(s) behaves in such a manner as to
endanger the safety of passengers and/or crew restraint procedures
may be required.
b) Restraint equipment in the form of wrist ties inside the Restraint Kit
carried on the AFT Galley of all VietJet aircraft;
c) The Restraint Kit shall only be used when authorised by the Pilot-in-
Command as being reasonably required for the purpose of
restraining persons who while in the aircraft behave in a manner that,
for the safety of passengers and crew, such restraint is deemed
necessary.
10.2.7.2 Restraint Of Passenger(S)
The use of Restraint Kit is the last step to be taken in order to protect
crew, other passengers and the aircraft. It is not a punishment, it is
carried out to prevent or stop the continuation of a violent situation.
It must be emphasised that this information in no way addresses the
skills or techniques required to manage ‘unruly passengers. The
following is purely targeted at the actions required when a situation
becomes violent and all else fails.
10.2.7.3 Definitions
a) Violence
A person is violent if they:
1) Commit, or continue to commit a crime;
2) Threaten violence or actually commit violence against
passengers, crew or property; or
3) Affect the safety of the aircraft.
b) Violent Situation
The following constitutes a violent situation:
1) Use of a weapon;
2) Assault of another passenger or staff;
3) Unauthorised entry to the cockpit;
4) Uncontrollable behaviour;
Page 10 - 12
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
5) Intentionally damaging the aircraft; or

6) Threatening behaviour.
c) Restrain/Place In Custody
1) To hold;
2) To restrict; or
3) To restraint by hand-cuff seals.
d) Arrest
To deprive a person of his/her freedom to leave, or to restrict a
person, in any way or form. Arrest does not have to be
accompanied by restraint but if a person is restrained, they are
automatically under arrest.
10.2.7.4 Legal Aspects
The powers given to the Pilot-in-Command of an aircraft by most States
are the powers to arrest, without warrant of any person on board the
aircraft who commits an offence or to restrain any person if it is
necessary to do so to prevent an offence being committed and may
include one or more of the following:
a) Hijacking;
b) Acts of violence against passengers or crew;
c) Taking control of an aircraft;
d) Destruction of an aircraft;
e) Prejudicing the safe operation of an aircraft;
f) Assaulting crew so as to interfere with or lessen their ability to
perform their functions;
g) Endangering the safety of an aircraft;
h) Carrying or possessing dangerous goods on board an aircraft;
i) Threatening the safety of an aircraft or a person on board an
aircraft; or
j) Making a false statement from which it can be reasonably inferred
that there is a threat to take control of, destroy or damage an
aircraft, or to kill or injure a person on board an aircraft.

Page 10 - 13
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
10.2.7.5 Planning The Restraint

The following steps should be undertaken by the No 1 before restraining
a violent passenger:
a) The Pilot-in-Command should be informed of the situation with
specific information so as to allow him to assess the situation. Such
information must be:
1) Continuous – the cockpit crew must be continually informed so
they fully understand the situation and are not taken by surprise
by the No 1 asking permission to restrain a passenger; and
2) Based on facts – comments should be specific to the actions of
the passenger e.g. “He has punched the passenger next to him
and he has threatened to punch me.”
Leave out bias or innuendo when communicating the situation
to the Pilot-in-Command.
Note: Cockpit crew must not leave the cockpit during a violent
situation
b) Approval must be obtained from the Pilot-in-Command before
restraint is carried out.
c) Request assistance from crew or appropriate passengers. It is
recommended that at least six persons be involved in the restraint.
The number of volunteers will depend on the number of cabin crew
who feel capable of restraining the violent passenger.
When requesting assistance from passengers, firstly determine
through the Passenger Name List whether any of the persons listed
below are on board:
1) Police Officers;
2) Members of the Defence Force; or
3) VietJet employees.
If unable to identify any of these groups then the cabin crew should
look for passengers that appear fit, physically strong and capable of
restraining.
The Purser should approach these passengers, explain the situation
and that the Pilot-in-Command has the authority to arrest.
When approaching passengers for assistance inform them of the
situation and briefly describe what will be involved in the restraint.

Page 10 - 14
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
Crew members should be aware that some passengers will not want
to be involved and others will be only too willing to help. Be cautious
of those passengers that appear ‘too keen’ and may wish to inflict
revenge on a passenger that has been disrupting their flight.
d) As every situation is different flexibility in planning and restraint will
be required.
Dependent on the situation the Purser should ask the ‘Restraint
Team’ i.e. crew and volunteers, to meet in an area away from the
‘violent’ passenger for briefing - normally the galley furthermost
away. However, if the situation is escalating quickly the volunteers
should be briefed immediately and carry out the restraint as soon as
possible.
The briefing should cover:
1) Safety of passengers, oneself, the violent passenger and the
aircraft;
2) Use ‘minimal force’ when restraining the violent passenger. The
Purser must ensure all personnel involved in the restraint are
not out to seek revenge or flex their muscles. It should be made
clear to all concerned that as much force as necessary should
be used to restrain the passenger without unnecessarily
inflicting injury;
3) The location of the violent passenger;
4) Individual duties of restraint team members – a person should
be allocated to restrain each limb (i.e. 1 for each arm and leg)
and a person to pin the violent passenger to the floor. This is
the recommended technique however; the Purser should use
his/her discretion as the situation dictates. The situation will
depend on a number of factors including position of the violent
passenger, size etc;
5) Although the cabin crew should be well versed in the
application of hand-cuff seals, they may feel less confident due
to the particular situation e.g. a large male. If there is a more
experienced person on board e.g. a police officer, then the
application of the hand-cuff seals can be carried out by that
person;
6) The desired positioning of the restrained passenger to allow
hand-cuff seals to be applied i.e. hands behind back; and
7) The relocation of the violent passenger once restrained.
Page 10 - 15
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
e) The Purser should ensure that the Pilot-in-Command is kept fully

informed of the incident and current situation on board. The Pilot-in-
Command should request appropriate assistance to meet the
aircraft upon arrival.
10.2.7.6 Executing the Restraint
a) Positioning of violent passenger:
Once the violent passenger is restrained, he/she should be
presented in a manner that will enable the quick application of the
hand-cuff seals. This will normally be with the violent passenger
face down on the floor with his/her hands behind their back; and
Volunteers should be briefed to ensure that the passenger’s hands
are placed behind his back and that the person applying the hand-
cuff seals has clear access to both hands.
b) Once the person has been restrained sufficiently, apply hand-cuff
seals to the wrists, one at a time.
c) When a passenger is physically restrained the crew do not need to
inform the passenger that he/she is under arrest. The fact that the
crew has physically restrained him/her also means that the person
has been deprived of his/her freedom to leave and by definition he
or she has been arrested.
When a violent passenger has not been physically restrained and
once on the ground attempts to leave the aircraft before authorities
arrive, it may be necessary to formally communicate to the
passenger that he/she is under arrest and that they are required to
remain on the aircraft until authorities arrive.
10.2.7.7 Managing The Restrained Passenger
a) Once the hand-cuff seals have been applied the restrained
passenger should be relocated to a minimum risk location. This will
normally be in the final row of seating as far to the rear of the aircraft
as possible but not in an exit row or a crew seat.
Personnel involved in escorting the restrained passenger to a
minimum risk location should be aware that the person is to be
firmly held and guided to the minimum risk location.
b) Once the person has been seated the lap seatbelt should be
applied. If the person is continually resisting, the extension seatbelt
may be used to secure the upper torso to the seat. This is achieved
by placing the extension seatbelt around the chest area, under the
armpits and securing the seatbelt behind the seat.
Page 10 - 16
SECURITY PROCEDURES
Iss05/Rev00
PART A 01 Aug 2020
Note: Under no circumstances should the restrained passenger be

handcuffed or otherwise secured to any part of the aircraft
except by the use of approved safety restraints.
c) The restrained passenger should be continually monitored. Cabin
crew should check the hand-cuff seals to ensure that they are not
too tight or restrict circulation. Under no circumstances are the
hand-cuff seals to be removed once applied to a violent passenger.
As the passenger’s hands are behind the back the upper body will
be resting on them. It may be advisable to place a small pillow in the
lower back area to provide padding. The Purser should delegate
one of the Restraint Team to sit next to the restrained passenger.
d) Following the arrest of a person the Pilot-in-Command has the
powers to hold that person until he or she can be taken into the
custody of the Authority of the country of disembarkation. As the
Pilot-in-Command has arrested the violent passenger he is obliged
by law to hand the person over to the relevant authorities, who are
then obliged to take him/her into custody.
e) For police purposes, sufficient information must be provided to allow
them to take necessary action. It may be necessary to give full
statements to the authorities immediately including statements from
passengers.
10.2.8 After Landing
In case of a serious incident with disorderly passenger(s) the Pilot-in-
Command will request airport police, or security staff, to meet the aircraft
on arrival and, if necessary, charge the passenger(s) with an offence.
10.2.9 Reporting Procedure
In the situation where a passenger(s) is denied embarkation or behaves
in a disorderly manner in flight, a written report is to be submitted by the
Pilot-in-Command. A report from an independent non-VietJet witness
should accompany the report.
Such report should be forwarded to the Flight Operations Department as
soon as possible.
Such report should be forwarded to the Safety, Security and Quality
Assurance within 24 hours.

Page 10 - 17
SECURITY PROCEDURES
Iss05/Rev01
OPERATIONS MANUAL BOMB OR SABOTAGE THREATS
PART A 24 Nov 2020
10.3 BOMB OR SABOTAGE THREATS

10.3.1 General
It is important that all staff develop a "security conscious" approach will
respect to the VietJet aircraft and other assets. All flight crew members
should be vigilant in ensuring that unauthorised persons are denied
access to aircraft and areas where there is the potential for sabotage or
damage.
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, VietJet or handling
agent/airline office. Bomb threat calls will be evaluated, by
appropriate personnel, as either GENUINE or HOAX.
b) The Pilot in Command shall be advised of any threat, along with the
classification made by the Company. An aircraft shall not be cleared
for take-off until the threat has been declassified or positively
classified as a ‘hoax’.
c) It is VietJet policy that appropriate procedures be immediately
implemented for bomb threats assessed as genuine until it is
assessed that the threat is in fact a hoax, or does not present any
further danger. Threats which may involve a number of flights,
carriers, or other vague information, indicating a high probability of
the threat being a hoax, normally require no action.
d) An aircraft may be directed to a designated search area at the
airport where an aircraft search will be conducted. The aircraft
inspection will be arranged and conducted by VietJet staff or the
authority in conjunction with the Aircraft Search Plan. Any
suspicious object should not be moved and referred to the police for
their action.
e) 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.
f) The Pilot-in-Command of the aircraft will be advised of the receipt of
any GENUINE threat against the aircraft. The situation is to be
treated as an emergency in accordance with the following:

Page 10 - 18
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
g) Aircraft is on the ground:

1) Summon the Purser to the cockpit and advise the nature of the
threat against the aircraft;
2) 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";
3) 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;
4) 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;
5) If an evaluation via the slides is required passengers and crew
should leave all cabin baggage on board the aircraft;
6) Cabin crew and ground personnel will be responsible for
moving passengers to a safe location; suspicious objects
should not be touched and assemble passengers at least
200 metres up wind of the aircraft.
h) Aircraft is in flight:
1) Immediately proceed to the nearest suitable airport;
2) Summon the Purser to the cockpit and advise the nature of the
treat against the aircraft and request to prepare the cabin for
disembarkation/evacuation.

Page 10 - 19
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
EMERGENCY Declare
TRANSPONDER Set 7700
NEAREST SUITABLE AIPORT Plan to Land
CABIN CREW/CREW Brief
3) Passengers are not to be advised of the specifics, 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";
4) Crews prepare for possible use of smoke hood:
CREW OXYGEN/SMOKE MASKS Prepare to Use
AIRCRAFT Depressurise
i. Set controller to cabin altitude of 10 000 Ft;

ii. Descend to altitude of cabin;
iii. Select Outflow valve to OPEN;
5) After landing make the following PA announcement;
"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";
6) If an immediate evacuation appears warranted order an
emergency evacuation immediately the aircraft has been
brought to a stop after landing;
Page 10 - 20
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
7) 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.
8) 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;
9) If an evacuation via the slides is required passengers and crew
should leave all cabin baggage on board the aircraft;
10) Cabin crew and ground personnel will be responsible for
moving passengers to a safe area at least 200 metres up wind
of the aircraft.
10.3.3 Suspicious Article Action Plan
a) The Suspicious Article Action Plan (SAAP) contains information and
procedural guidelines to assist Cabin Crew in the search and
treatment of explosive, chemical and biological article/weapons. In
the event of a threat being received, the flight crew will initiate the
cockpit-lock down procedures and revert to the appropriate
procedures.
b) Any threat against an aircraft is assessed by the Authority in
conjunction with VietJet Security Committee, following international
guidelines. All threats are treated seriously, and fully assessed.
c) The Authority Assessment Team uses a set of confidential
guidelines to declare whether the threat is genuine or hoax.
d) The PIC is then responsible for informing the Cabin Crew of the
threat and intended actions. It is also the PIC’s responsibility for
making a PA to the passengers regarding the search intentions.
e) A SAAP satchel is located in the cabin and contains detailed
information to enable crew to conduct a search of the cabin. The
satchel contains:
1) A Search Manager’s guide, which is a confidential document
that provides generic information outlining step by step
instructions on how to conduct a search. The role of the Search
Manager (SM) can be delegated to any crew member in
Page 10 - 21
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
communication with the PIC. The guide also includes locations

of the least risk bomb area and various checklists to be
completed by the crew.
2) A two-sided laminated search card, detailing the areas to be
searched. There are 14 cards in the satchel. Each Cabin Crew
member will be given a search card to follow. This card is
divided into numbered sections 1 through to 8. Depending on
the nature of the threat the PIC may advise the search to begin
at any given number. The card not only provides details on
where to search but also statements that must not be used to
avoid alarming passengers.
f) Communication is vital during the search process. If a suspicious
article is located during the search Cabin Crew must advise SM
immediately of:
1) Exact smell;
2) Colour;
3) Size;
4) Description;
5) Location.
DO NOT:
1) Touch or move;
2) Cut any wires, strings or similar;
3) Disconnect or cut any wires or electrical connections.
g) Detailed information regarding how to treat the device and manage
the passengers is outlined in the satchel.
h) If no article is located during the search Cabin Crew must inform the
SM, that no article was found in their designated search area.
i) The Cabin Crew Search Card and Suspicious Article Action Plan is
described in VietJet Aviation Security Program.

Page 10 - 22
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
Figure 10.2: SAAP KIT LABEL

Page 10 - 23
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
Table 10.1: SAAP KIT CONTENT
ITEM QUANTITY
Aircraft Security Search Procedures Checklist

(A320/A321)
04 Units
Marker Tape
01 Unit

Page 10 - 24
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
ITEM QUANTITY
Mirrors
Front side Back side
02 Units
Search Manager’s Guide
01 Units

Page 10 - 25
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
ITEM QUANTITY
Suspicious Article Action Plan (SAAP) – Search Card

(Front side)
14
(Back side)
Units

Page 10 - 26
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
10.3.4 Checklist For In- Flight Chemical/Biological Suspected Weapons

10.3.4.1 Description
Any suspicious substance or package discovered on board an aircraft
must be considered hazardous until proven otherwise. A substance or
package not normally found on the aircraft that meets certain criteria
should alert a crew member that precautions must be taken.
A suspicious package may:
• have oily stains, discoloration or odour’s;
• be unclaimed by anyone on board.
A suspicious substance may:
• be a white, tan or beige colour powder;
• have the consistency and texture of talcum powder.
10.3.4.2 Cabin Crew Actions
a) Discovery of a Suspicious Spilled Substances In Flight
1) Do not try to clean up the substance.
2) Pilot-in-command must be advised. Ventilation should be
turned down to minimum.
3) Flight crew to consider going on oxygen.
4) Consider directing passengers and cabin crew to go on oxygen.
5) If contact has been made with the substance, immediately
wash hands and forearms repeatedly.
6) Don protective equipment — gloves and mask. (Special
procedures for the donning of mask and removal mask and
gloves.)
7) Cover the substance immediately with anything suitable at
hand, this creates as many barrier layers as possible between
the agent and the cabin atmosphere by covering the items with
multiple layers of plastic trash bags, dry blankets, more plastic,
wet blankets, then more dry blankets to minimize leakage and
spreading.
8) Isolate the area. Do not allow anyone to approach the
substance in a radius of 3 meters (move passengers).
Page 10 - 27
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
9) Have any individual exposed to the substance wash their hands

and forearms repeatedly.
10) Stop all activities as much as possible around the substance to
avoid disturbing the substance.
11) Change clothing that may have been contaminated and place
in a sealed bag.
12) Try to assess the extent of contamination.
13) Keep a list of all persons who may have had contact with the
substance.
14) Detailed description of the substance must be given to the pilot-
in-command
b) Discovery of a Suspicious Package/Envelope In Flight
1) DO NOT SHAKE OR EMPTY CONTENTS OF ENVELOP OR
PACKAGE.
2) Advise the pilot-in-command.
3) PTI.
4) Flight crew to consider going on oxygen.
5) Don protective equipment — gloves and mask. (Special
procedures for the donning and removal of mask and gloves.)
Cover all exposed skin.
6) Isolate the area — move passengers and extra crew members
away from the suspicious item.
7) Do not move the item.
8) Create as many barrier layers as possible between the agent
and the cabin atmosphere by covering the item with multiple
layers of plastic trash bags, dry blankets, more plastic, wet
blankets, then more dry blankets to minimize leakage and
spreading.
9) Moistened paper towels provided to passengers as breathing
filter MAY help in some circumstances.
10) Consider directing passengers and cabin crew to go on oxygen.
11) If contact has been made with the substance, immediately
wash hands and forearms repeatedly.
Page 10 - 28
SECURITY PROCEDURES
Iss05/Rev01
PART A 24 Nov 2020
12) Ensure no one touches, moves or otherwise disturbs the item.

13) List all people in the area when suspicious item was
recognized.
14) Detailed description of item must be given to the pilot-in-
command and the authorities.
15) The pilot-in-command in conjunction with the responsible cabin
crew will assess the situation in order to take further
appropriate action.
10.3.4.3 Flight Crew Actions
SITUATION
IN CABIN BUT IN CABIN AND IN CARGO HOLD
UNACTIVATED ACTIVATED
• Don mask and • Don mask and • Don mask and goggles.
goggles. goggles. • Inform ATC and
• Inform ATC and • Inform ATC and declare emergency.
declare emergency. declare emergency. • Squawk 7700.
• Squawk 7700. • Squawk 7700. • Turn off recirculation
• Do not change • Turn of recirculation fans.
altitudes until fans. • Accomplish cargo
procedures directs. • Raise cabin smoke/fire checklist.
• Turn of recirculation elevation to 10000 • Advise systems
fans. ft at fastest rate operational control.
• Decrease cabin possible.
• Maintain positive cabin
temperature. • Decrease cabin procedures. Pressure
• Attempt to temperature. until landing.
contain/wrap device. • Execute emergency • Stop aircraft with
• Advise systems • Advise systems surface wind at 10/2
operational control. operational control. o’clock position.
• Initiate slow descent to • Upon landing, • Upon landing, evacuate
appropriate alternate evacuate aircraft aircraft via upwind side
aerodrome. via upwind side of of airplane.
• Quarantine airplane. • Quarantine passengers
passengers upwind of • Quarantine upwind of aircraft until
aircraft until assistance passengers upwind assistance arrives.
arrives. of aircraft until
assistance arrives.
Page 10 - 29
SECURITY PROCEDURES
HIJACKING/UNLAWFUL SEIZURE OF Iss05/Rev00
OPERATIONS MANUAL AIRCRAFT
PART A 01 Aug 2020
10.4 HIJACKING/UNLAWFUL SEIZURE OF AIRCRAFT

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.
c) Following an act of unlawful interference, the PIC shall submit the
report regarding to extended diversion time operations to the
designated local authority.
10.4.1 General
a) Hijacking is the unlawful take-over of an aircraft during flight or
whilst on the ground. The safety of the passengers and the crew is
paramount.
b) The hijackers' motivation can be any of the following:
1) Terrorist;
2) Criminal;
3) Asylum seeker;
4) Mentally disturbed; or
5) Political.
c) The methods and tactics they might employ are:
1) Detecting weaknesses in security systems for although
effective, measures are never 100%;
2) Seizing by surprise;

Page 10 - 30
SECURITY PROCEDURES
PART A 01 Aug 2020
3) Hijacking shortly after take-off or prior to landing;

4) Subjecting all to fear by brutal behavior to gain control then
lecturing them on their cause to gain sympathy.
d) Tactics used by hijackers can include the following:
1) Detailed planning and familiarity with aircraft;
2) Protecting their identities;
3) Terrorists have been known to plant sleepers;
4) Collusion and coercion of airline staff (e.g. to position weapons
or obtain information);
5) Changing the details of their demands to confuse the
authorities;
6) Hiding the identity of the leader. The leader is often the only
person who knows all the details of the plan.
10.4.2 Alerting the Cockpit Crew of an Attempted Hijack
Where feasible, the cabin crew should use the interphone system to
provide the flight crew with the following information:
Purser (or cabin crew member)

Captain Response
to Captain
1. CAPTAIN I MUST COME TO 2. I UNDERSTAND YOU MUST

COCKPIT IMMEDIATELY SPEAK TO ME REGARDING
A PASSENGER DEMANDING
ACCESS TO THE COCKPIT
3. YES
If possible, Relevant Threat Information which can be passed on, to both

Flight Crew and ground crew may include:
a) Level and nature of the threat or disturbance;
b) Seat number(s) of potential hijacker(s);
c) Number and location of potential hijacker(s);

Page 10 - 31
SECURITY PROCEDURES
PART A 01 Aug 2020
d) Physical description of potential hijacker(s);

e) Type and number of weapons or explosives; and
f) Demands of the hijackers.
Note: In an attempted hijack situation cabin crew must not open the
cockpit door in an attempt to communicate the above information.
10.4.3 Procedures For Dealing With An Attempted Cockpit Intrusion
As VietJet aircrafts are fitted with door safety and security
enhancements the hijacker might concentrate on violence or the threat
of violence to passengers and/or cabin crew in order to gain access,
rather than an initial attempt to breach the cockpit.
Any threat or attempt to gain cockpit access only has one purpose - To
take control of the aircraft and the possibility of it being used as a
weapon of mass destruction.
THE COCKPIT MUST BE PROTECTED AT ALL COSTS with the door
remaining locked until the aircraft has landed and the engines are shut
down.
10.4.4 Response to Attempted Hijacking In-Flight
a) Lock/bolt cockpit door (lockdown procedures).
b) Do not leave the cockpit.
c) Declare Emergency to ATC. Squawk 7500.
d) If threat of explosive device is suspected, descend and follow the
SAAP procedures for Bomb/Sabotage Threat.
e) If possible maintain contact with Cabin Crew by any appropriate
means.
f) Land as soon as practicable at the nearest available airport. Any
hijack is a criminal act and a state offence. It is a very dangerous
situation so long as the aircraft remains in the air.
g) Careful consideration should be given in evaluating an available
airport (e.g. available security forces, runway suitability, etc.).
h) Consider contacting the Chief Pilot or OMC via mobile phone.
1) It is recommended that the response be limited to containing
the situation and should not necessarily be confrontational.

Page 10 - 32
SECURITY PROCEDURES
PART A 01 Aug 2020
2) Although crew members do not carry lethal and non-lethal

weapons there are items of equipment in the cabin that could
be used as weapons. E.g. fire extinguishers, fire axes, etc.
3) Additionally, catering equipment such as bar carts could be
used in order to block aisles and cross-aisles.
4) Cabin crew should be aware that hijackers might use
diversionary tactics prior to the actual start of the hijack event.
The most obvious scenarios could be a medical emergency, an
in-flight fire, or a dangerous goods incident initiated by a
hijacker. Having created a diversion necessitating the need for
cabin crew actions it could be easier for hijackers to take
offensive actions in other areas of the cabin.
5) Additionally, there is the possibility of hijackers escalating the
nature of the intended hijack. For example, what may be
claimed to be a conventional hijack with the intended aim to
divert and land the aircraft may well escalate into a suicide
mission if the hijackers take control of the cockpit.
6) The involvement of a weapon in any passenger disturbance
immediately increases the level of threat. A weapon is a means
by which terrorists can rapidly achieve control of a large
number of passengers and crew by intimidation. The threat of a
concealed weapon, the display of a weapon and the use of a
weapon are all life-threatening scenarios. When there is a
threat of a concealed weapon cabin crew should attempt by
peaceful means to confirm the existence of the weapon. When
a passenger's behaviour deliberately threatens life, with or
without a weapon displayed, the cabin crew should assume
that the action might escalate into an attempted hijack and must
act, with the assistance of ABP's, as necessary, to subdue the
hijacker(s).
7) A passenger disturbance may begin at any threat level. Once
started, the threat may change character almost randomly –
disappearing completely, persisting or escalating to another
threat level. This is a key indicator of the possible outcome. The
questions flight crew should be asking themselves are:
i. Is anyone likely to get hurt? Or killed?
ii. Is an assault on the cockpit possible? Or likely?
iii. Can the Cabin Crew control the disturbance?
Page 10 - 33
SECURITY PROCEDURES
PART A 01 Aug 2020
8) An early report to the PIC, and in turn, from the PIC to people
on the ground, might make all the difference between a
peaceful outcome and a disaster.
9) The PIC is responsible for the safety of the aircraft and the lives
of all passengers and crew.
10.4.5 In The Event Of An Attempted Hijack On The Ground
a) Maintain control with Air Traffic Control/authorities.
b) Attempt to give accurate details (e.g. number of hijackers,
appearance, weapons, etc.).
c) Consider disabling aircraft so that it cannot be restarted (e.g. pull
circuit breakers).
d) Consider evacuating cockpit via non normal means, including
escape hatch/windows.
10.4.6 Cabin Crew Responsibilities
10.4.6.1 General
In a hijack situation cabin crew must:
a) To remain in control of the cabin;
b) Maintain normality for passengers in so far as possible;
c) Maintain awareness of what all crew members are doing;
d) Keep the cockpit crew informed of significant events in the cabin;
e) Communicate clearly by any means available (e.g. interphone
furthest away from incident);
f) Be aware of ambiguities caused by indirect communication;
g) To assess the level of threat and use this to determine an
appropriate response. Possible indications of the level of threat
include the presence of a weapon; violence against passengers or
crew, attempts to breach the cockpit, etc.

Page 10 - 34
SECURITY PROCEDURES
PART A 01 Aug 2020
10.4.6.2 Response(s)
Cabin crew should try to respond to hijackers calmly, not to antagonize,
and to comply with hijackers' instructions in so far as these are
compatible with aircraft safety and avoiding any discussions on politics
or the credibility of the hijackers' actions.
The hijackers should be encouraged to make their own decisions.
Cabin crew may have to act as intermediaries during negotiations
passing messages between flight crew and hijackers including the
identification of the leader, if possible.
Force to be used only if:
a) Circumstances dictate there is no alternative as it is a life-
threatening situation; or
b) There is an attempt to breach cockpit door;
10.4.7 Other Points For Consideration
Judgement is paramount.
There is no simple recipe for dealing with terrorism. Every situation is
unique. Crews must be alert even to subtle clues, and must apply their
best judgement in dealing with the situation at hand.
10.4.8 Be Suspicious About Any Passenger Disturbance
Even a seemingly harmless disturbance in the passenger cabin could be
a precursor to something worse, or could be a planned distraction to
draw attention away from an attempt to breach the cockpit security.
Every passenger disturbance should raise the entire crew’s suspicions.
Flight Crew must not go back to help in the cabin. The cockpit door
should be double-checked closed and locked. All legitimate traffic
through the cockpit door should be suspended until the suspicious or
threatening disturbance is resolved.
10.4.9 Communicate Using Plain English
Clear and timely communication between the Cabin Crew and the PIC is
vital, with frequent status updates. The statement used by Cabin Crew to
notify flight crew of the hijack and imminent request by that crew
member for cockpit access is still current as discussed in Aircrew
Emergency Procedures/Security Training.

Page 10 - 35
SECURITY PROCEDURES
PART A 01 Aug 2020
10.4.10 The Flight Crew Must Maintain Control Of The Aircraft

Control of the aircraft always remains in the hands of the Flight Crew no
matter what violence is threatened or demonstrated in the passenger
cabin.
If the cockpit door is being forced open, or if unauthorized entry is
accomplished by any means, one person should block the entry way.
The PIC shall use judgement in assigning the most effective person to
block the entry way. The person assigned should consider the use of
appropriate equipment within the cabin to protect themselves from sharp
weapons that might be used by an intruder. The Pilot flying should be
protected from the intruder with maximum effort.
10.4.11 Be Calm And Deliberate
After landing at an airport, the control tower may direct the aircraft to a
special area away from the terminal designated for hijacked aircraft. In
general, calm and deliberate behavior by the crew is essential. Through
delay tactics, a hijacker, defeated in the hijacking attempt, might be worn
down to a peaceful surrender.
10.4.12 Communication
Even on the ground, good communication between the Cabin Crew and
the cockpit is essential. The requirement to keep hijackers out of the
cockpit is still valid, and communication to and from the aircraft must be
controlled by the PIC and not a hijacker.
10.4.13 Beware of the ‘Stockholm Syndrome’
In dealing with any hijacker, remember that ‘Stockholm Syndrome’ may
come into effect. When a hijacker repeatedly threatens another person,
then removes the threat, that person tends to become sympathetic
toward the hijacker. This reaction is to be expected and avoided.
10.4.14 Take Advantage of Trained Negotiators
Trained negotiators are often available on the ground, and can be
patched through to a hijacker by telephone or by radio. A negotiator may
even come on-board.
Crew members should not attempt the highly specialized business of
negotiation if a trained negotiator is available.

Page 10 - 36
SECURITY PROCEDURES
PART A 01 Aug 2020
10.4.15 A Peaceful Surrender is Still the Most Common Means of

Resolution of a Hijack
Crew in-flight hijack protocols will be covered in greater detail during
Security Training. If resolution of a hijacking incident by ground based
security forces is required, do as ordered by the Rescue Forces or
instantly lie on the floor and do not move. Sudden movement by a
hostage during an armed assault may be misinterpreted by the rescue
forces as a hostile act.
10.4.16 Post Incident – It’s Still Not Over
Law enforcement officials will treat passengers and crew with suspicion
until satisfactorily identified by the law enforcement body.
10.4.17 Role of the Authorities
a) Pre-Landing:
Police and government officials rely on information from many
sources. Cockpit crew or cabin crew should endeavor to pass as
much information as possible about the hijackers, either via the
normal ATC system or airborne phone system, if available.
b) After Landing:
The aircraft will be parked in an area away from the main terminal
buildings.
The control of the incident on the ground will be vested in the police
of the State of landing.
The first requirement after landing will be to establish a secure
communications link so negotiations can be started.
Negotiations can be protracted and the longer the negotiation phase
continues the more likely it is that the incident will be resolved
peaceably.
Crew should attempt to ensure core services for passengers, in
particular, food and water which should be rationed, as required.
10.4.18 Confidentiality and the Press
Once a hijack is resolved, crew members should expect debriefing by
law enforcement agencies and representatives of VietJet.
Avoid media attention, which might be intense after an attempted hijack.
A good statement to say to the press is, “I cannot discuss the matter until
the police have finished the investigation.” It is important to advise family
and friends that you cannot discuss the hijack.
HANDLING OF ACCIDENTS AND
Iss05/Rev00
OCCURRENCES
PART A
CHAPTER 11
HANDLING OF ACCIDENTS AND OCCURRENCES

Iss05/Rev00
OCCURRENCES
PART A

Page 11 - 1
OCCURRENCES Iss05/Rev00
OPERATIONS MANUAL
PART A TABLE OF CONTENTS 01 Aug 2020
11.1 TERMINOLOGY 3
11.1.1 Accident 3
11.1.2 Serious Incident 3
11.1.3 Incident 3
11.1.4 Serious Injury 4

OCCURRENCES 5
11.3 ACCIDENT PROCEDURES 7
11.3.1 Pilot-In-Command/Crew Post-Accident Procedures 7
11.3.2 Preservation, Production and Use of Flight Data 7
11.4 MANDATORY OCCURENCES REPORTS 9
11.4.1 Accident And Serious Incident Reporting 9
11.4.2 Flight Incident 10
11.4.3 Ground Incidents 11
11.4.4 Air Traffic Incidents 11
11.4.5 Airborne Collision Avoidance System Resolution Advisory 11
11.4.6 Bird Hazards And Strikes 11
11.4.7 Dangerous Goods Incidents And Accidents 12
11.4.8 Unlawful Interference 12
11.4.9 Encountering Potential Hazardous Conditions 13
11.5 SAFETY REPORTING PROCEDURE 15
11.6 OCCURRENCE REPORT FORMS 17
11.6.1 Form 14 – Occurrence Report 17

Page 11 - 2
OPERATIONS MANUAL
PART A TABLE OF CONTENTS 01 Aug 2020
11.6.2 Pilot/Operator Aircraft Mandatory Accident Or Incident Report 19
11.6.3 Operational Safety Report / OSR 28
11.7 INCIDENT GROUP FLOW CHART AND LIST OF RESPONSIBILITIES 31
11.8 IN-HOUSE INVESTIGATION 33

Page 11 - 3
OPERATIONS MANUAL TERMINOLOGY
PART A 01 Aug 2020
11.1 TERMINOLOGY
11.1.1 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:
a) A person is fatally or seriously injured as a result of:
1) Being in the aircraft;
2) Direct contact with any part of the aircraft, including parts which
have become detached from the aircraft; or,
3) Direct exposure to jet blast;
4) Except when the injuries are from natural causes, self-inflicted
or inflicted by other persons, or when the injuries are to
stowaways hiding outside the areas normally available to the
passengers and crew; or
b) The aircraft sustains damage or structural failure which adversely
affects the structural strength, performance or flight characteristics
of the aircraft; and would normally require major repair or
replacement of the affected component; except for engine failure or
damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips,
antennas, tyres, brakes, fairings, small dents or puncture holes in
the aircraft skin; or
c) The aircraft is missing or is completely inaccessible.
11.1.2 Serious Incident
An Incident involving circumstances indicating that an accident nearly
occurred.
11.1.3 Incident
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.
An incident includes occurrences that:
a) Has jeopardized the safety of the crew, passengers or aircraft but
which has terminated without serious injury or substantial damage;

Page 11 - 4
OPERATIONS MANUAL TERMINOLOGY
PART A 01 Aug 2020
b) 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;
c) Has jeopardized 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;
d) Has serious potential technical or operational implications;
e) Causes trauma to crew, passengers or third parties;
f) Could be of interest to the press and news media.
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.
11.1.4 Serious Injury
Serious injury’ means an injury, which is sustained by a person in a
reportable accident and which:
a) Requires that person’s stay in hospital for more than 48 hours
commencing within seven days from the date on which the injury
was sustained, or
b) Results in the fracture of any bone, except simple fractures of
fingers, toes or nose, or
c) Involves lacerations which cause nerve, muscle or tendon damage
or severe haemorrhage, or
d) Involves injury to any internal organ, or
e) Involves second- or third-degree burns or any burns affecting more
than five per cent of the body surface, or
f) Involves verified exposure to infectious substances or injurious
radiation.

HANDLING OF ACCIDENTS AND Page 11 - 5
OCCURRENCES
CLASSIFICATION OF AVIATION Iss05/Rev00
OPERATIONS MANUAL
PART A ACCIDENTS, INCIDENTS AND
OCCURRENCES 01 Aug 2020

OCCURRENCES
Reference: VAR 19.010;
SMSM 14.3
Aviation accidents, incidents and events are divided into 05 levels:
Level A: Accident
Level B: Serious incident
Level C: High risk incident
Level D: Low risk incident
Level E: Occurrence

OCCURRENCES
CLASSIFICATION OF AVIATION Iss05/Rev00
OPERATIONS MANUAL
PART A ACCIDENTS, INCIDENTS AND
OCCURRENCES 01 Aug 2020

Page 11 - 7
OPERATIONS MANUAL ACCIDENT PROCEDURES
PART A 01 Aug 2020
11.3 ACCIDENT PROCEDURES

11.3.1 Pilot-In-Command/Crew Post-Accident Procedures
Immediately after an accident and following the evacuation of any
passengers from the aircraft the Pilot-in-Command, a crewmember or a
delegated person must carry out the following duties subject to safety
considerations and the prevailing situation:
a) The aircraft must be secured in a condition as safe as possible;
b) A headcount must be made to account for all persons on board the
aircraft;
c) The needs of any injured persons must be attended to;
d) The remains of any deceased persons should be decently set apart
and covered;
e) The distress beacon must be activated and pyrotechnics, if
available, prepared for immediate use;
f) 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.
The wreckage of the aircraft must be preserved and unauthorised
persons should not be allowed access to it. An authorised person is any
person nominated by the accident investigation authority or regulatory
authority, and usually includes police, fire and rescue services.
11.3.2 Preservation, Production and Use 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.

Page 11 - 8
OPERATIONS MANUAL ACCIDENT PROCEDURES
PART A 01 Aug 2020

OCCURRENCES
Iss05/Rev00
OPERATIONS MANUAL MANDATORY OCCURENCES
PART A REPORTS 01 Aug 2020
11.4 MANDATORY OCCURENCES REPORTS

VietJet shall ensure that when the accident or serious incident occurred,
an initial report in the form shall be submitted to CAAV:
a) Within 24 hours after an accident;
b) Within 48 hours after a serious incident (Level B);
c) Within 72 hours after other incidents (Level C and D).
11.4.1 Accident And Serious Incident Reporting
a) The Pilot-in-Command will notify the nearest appropriate authority
without delay by the quickest available means and shall report
immediately by telephone/mobile phone to the Safety Manager,
SQA Director/Deputy Director, then complete the OSR form and
send directly to SQA Department by fax or email while he was
responsible for the flight. In the event that the Pilot-in-Command is
incapable of providing such notification, this task shall be
undertaken by any other member of the crew if they are able to do
so, note being taken of the succession of command specified by the
operator.
b) VJC shall ensure that the CAAV and any other organization
required by the CAAV to be informed, are notified by the quickest
means available of any accident or serious incident and -in the case
of accidents only - at least before the aeroplane is moved unless
exceptional circumstances prevent this.
c) The report must include the following information:
1) Aircraft model and registration;
2) Name of Pilot-in-Command 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;
9) Last point of departure and point of intended landing of the
aircraft.

OCCURRENCES
Iss05/Rev00
d) In due course a CAAV Pilot/Operator Aircraft Mandatory Accident or

Incident Report (Form 571) and Occurrence Report – MOR (Form
14) must be completed.
11.4.2 Flight Incident
a) Every crew member has a responsibility to report to the Pilot-in-
Command:
1) Any fault, failure, malfunction or defect which he believes may
affect the airworthiness or safe operation of the aeroplane
including emergency systems,
2) Any incident that endangered, or could have endangered, the
safety of operation.
b) In addition to report to the Pilot-in-Command, the crew member can
use the Company Safety Reporting scheme (Ref. SMS Manual) to
inform the flight safety manager.
c) The Pilot-in-Command or the Operator shall submit a report to the
Authority of any incident that endangers or could endanger the
safety of operation.
d) A Pilot-in-Command shall ensure that all known or suspected
technical defects and all exceedances of technical limitations
occurring while he was responsible for the flight are recorded in the
aircraft technical log. If the deficiency or exceedance of technical
limitations endangers or could endanger the safety of operation, the
Pilot-in-Command must in addition initiate the submission of a report
to the Authority in accordance with paragraph above.
e) In the case of incidents reported in accordance with sub-paragraphs
above, arising from, or relating to, any failure, malfunction or defect in
the aeroplane, its equipment or any item of ground support
equipment, or which cause or might cause adverse effects on the
continuing airworthiness of the aeroplane, the operator must also
inform the organization responsible for the design or the supplier or, if
applicable, the organization responsible for continued airworthiness,
at the same time as a report is submitted to the Authority.

OCCURRENCES
Iss05/Rev00
11.4.3 Ground Incidents

When safety violations by ground service personnel occur (e.g. opening
of cargo doors with engines running, ramp manoeuvring traffic violations,
misuse of ground support equipment, etc.) investigation may be
performed.
In order to instigate appropriate action, aircraft Pilot-in-Commands are
requested to:
a) Inform ATC if the incident is subject to Ground Movement Control;
b) Raise a CAAV Occurrence Report – MOR Form 14;
c) Inform Flight Operations as soon as possible by the most expeditious
means (e.g. telephone or datalink).
11.4.4 Air Traffic Incidents
Reference: VAR 10.167 (b)
Air traffic report: The PIC shall submit, without delay, an air traffic
incident report whenever an aircraft in flight has been endangered by:
a) A near collision with another aircraft or object;
b) Faulty air traffic procedures or lack of compliance with applicable
procedures by ATC or by the flight crew; or
c) A failure of ATC facilities.
In addition, the Pilot-in-Command shall notify the Authority of the incident.
The CAAV Air Traffic Incident Report (Form 15) and Occurrence Report –
MOR (Form 14) must be completed.
11.4.5 Airborne Collision Avoidance System Resolution Advisory
A Pilot-in-Command shall notify the air traffic service unit concerned and
submit an ACAS report to the Authority whenever an aircraft in flight has
manoeuvred in response to an ACAS Resolution Advisory.
11.4.6 Bird Hazards And Strikes
Reference: VAR 10.167 (c)
a) Bird Hazards: A Pilot-in-Command shall immediately inform the
local air traffic service unit whenever a potential bird hazard is
observed.

OCCURRENCES
Iss05/Rev00
b) Birds strike: In the event a bird constitutes an in-flight hazard or an

actual bird strike the PIC shall, without delay:
1) Inform the appropriate ground station whenever a potential bird
hazard is observed; and
2) Submit a written bird strike report after landing to the Authority
whenever an aircraft for which he is responsible suffers a bird
strike that results in significant damage to the aircraft or the loss
or malfunction of any essential service. If the bird strike is
discovered when the Pilot-in-Command is not available, the
operator is responsible for submitting the report.
11.4.7 Dangerous Goods Incidents And Accidents
a) Dangerous Goods: The PIC shall inform the appropriate ATC
facility, if the situation permits, when an in-flight emergency occurs
involving dangerous goods on board.
b) VJC shall report dangerous goods incidents and accidents to the
CAAV where the accident or incident occurred. The first report shall
be dispatched within 72 hours of the event unless exceptional
circumstances prevent this and include the details that are known at
that time. If necessary, a subsequent report must be made as soon as
possible giving whatever additional information has been established.
c) VJC shall ensure that any type of dangerous goods incident or
accident is reported, irrespective of whether the dangerous goods are
contained in cargo, mail, passengers’ baggage or crew baggage. The
finding of undeclared or mis-declared dangerous goods in cargo, mail
or baggage shall also be reported.
d) Furthermore, it is recommended that the accident and/or incident be
also reported to the authority of the country of the operator’s origin, of
the country of flight departure and of the country of flight destination (if
not yet arrived).
e) Refer to Section 9. DANGEROUS GOODS
11.4.8 Unlawful Interference
Reference: VAR 10.167 (e)
Unlawful Interference: The PIC shall submit a report to the local
authorities and to CAAV, without delay, following an act of unlawful
interference with the crew members on board an aircraft.
OCCURRENCES
Iss05/Rev00
11.4.9 Encountering Potential Hazardous Conditions

a) A Pilot-in-Command shall notify the appropriate air traffic services unit
as soon as practicable whenever a potentially hazardous condition
such as an irregularity in a ground or navigational facility, a
meteorological phenomenon or a volcanic ash cloud is encountered
during flight.
b) When making a meteorological report in flight, a pilot should follow
the procedures for recording and reporting such observations in a
consistent manner.
c) The PIC shall report to the appropriate ATC facility, without delay
and with full detail to be pertinent to the safety of other aircraft, any
hazardous flight conditions encountered en route, including those
associated with meteorological conditions.

OCCURRENCES
Iss05/Rev00

Page 11 - 15
OPERATIONS MANUAL SAFETY REPORTING PROCEDURE
PART A 01 Aug 2020
11.5 SAFETY REPORTING PROCEDURE

Refer to SMSM 5.4 for more details.

Page 11 - 16
OPERATIONS MANUAL SAFETY REPORTING PROCEDURE
PART A 01 Aug 2020

Page 11 - 17
OPERATIONS MANUAL OCCURRENCE REPORT FORMS
PART A 01 Aug 2020
11.6 OCCURRENCE REPORT FORMS

11.6.1 Form 14 – Occurrence Report

Page 11 - 18
PART A 01 Aug 2020

Page 11 - 19
PART A 01 Aug 2020
11.6.2 Pilot/Operator Aircraft Mandatory Accident Or Incident Report

Page 11 - 20
PART A 01 Aug 2020

Page 11 - 21
PART A 01 Aug 2020

Page 11 - 22
PART A 01 Aug 2020

Page 11 - 23
PART A 01 Aug 2020

Page 11 - 24
PART A 01 Aug 2020

Page 11 - 25
PART A 01 Aug 2020

Page 11 - 26
PART A 01 Aug 2020

Page 11 - 27
PART A 01 Aug 2020

Page 11 - 28
PART A 01 Aug 2020
11.6.3 Operational Safety Report / OSR

Page 11 - 29
PART A 01 Aug 2020

Page 11 - 30
PART A 01 Aug 2020

OCCURRENCES
Iss05/Rev00
OPERATIONS MANUAL INCIDENT GROUP FLOW CHART
PART A AND LIST OF RESPONSIBILITIES 01 Aug 2020
11.7 INCIDENT GROUP FLOW CHART AND LIST OF RESPONSIBILITIES
MANAGEMENT NOMINATED CONTACTS

DEALS WITH
AUTHORITY PERSON NUMBER
Commercial
Department
Accountable Press and media (+84)
ĐINH VIỆT PHƯƠNG
Manager Customer relations 0919226877
Insurance Department
Legal Department
Regulatory authority
Flight Flight crew training
records and licensing (+84)
Operations CHIN NYOK SAN
0812923259
Postholder Operations status
Communications
Documentation
Liaison with Flight
Safety Crew (+84)
HOÀNG HẢI TRÌNH
Postholder Inter-departmental 0912503204
liaison
Investigation
Security Department
PHẠM DUY (+84)
Head of Security Company Emergency TRƯỜNG 0938508689
procedures
Crew welfare
ELIZER NEIL (+84)
Chief Pilot Operational analysis
BESANA 376851859
MEL procedures
Engineering analysis
Maintenance NGUYỄN ĐỨC (+84)
Postholder Maintenance THỊNH 0913248953
procedures
Communication with: Liaise with local airport/civil
Aircraft Pilot-in-
Flight Operations authorities but no comments to
Command
management press

OCCURRENCES
Iss05/Rev00
OPERATIONS MANUAL INCIDENT GROUP FLOW CHART
PART A AND LIST OF RESPONSIBILITIES 01 Aug 2020
a) The Flight Operations Postholder will:

1) Assess the severity and implications of the incident on
information received;
2) If required, contact all concerned management staff (or their
alternates) to form an Incident Group. Outside office hours, if
the incident is thought to be of a serious enough nature, then
consideration must be given to convening a meeting at
Company Head Quarters.
3) If any Incident Group member is impossible to contact, ensure
that that member’s responsibilities are undertaken;
4) Correlate and disseminate all relevant information;
5) Ensure that all appropriate documentation is collected and
completed within a reasonable time frame;
6) Ensure that all requirements are being addressed if any
responsibilities have been delegated;
7) Ensure that adequate communication is established and
maintained with the aircraft Pilot-in-Command.
8) Ensure that all DFDR and CVR data is preserved should it be
required for internal or external investigation.
b) When it is unclear or where doubt exists whether an incident is a
notifiable accident or a reportable occurrence it should be notified
as an accident without delay.
c) The accident investigation authority will then pass the relevant
information on to the safety regulatory authority if it decides to
downgrade the event. Similarly, the safety regulatory authority will
pass on information to the accident investigation authority if the
event is erroneously reported as an occurrence. It should be noted
that any delay in reporting an occurrence could, if it became a
notifiable accident, seriously affect the efficiency of any subsequent
investigation.

Page 11 - 33
OPERATIONS MANUAL IN-HOUSE INVESTIGATION
PART A 01 Aug 2020
11.8 IN-HOUSE INVESTIGATION

Reference: SMSM chapter 9
According to ICAO Annex 13, the sole objective of an investigation of an
accident or an incident shall be the prevention of accidents and
incidents.
It is not the purpose of this activity to apportion blame or liability.
Although the above may seem obvious, it needs to be clearly stated
because this objective is sometimes overlooked in real life when other
considerations are allowed to take precedence. There are often
temptations to add other considerations, such as blame or liability or just
preserving the present routines to this simple objective. If this occurs, the
effectiveness of the investigation is compromised.

Page 11 - 34
OPERATIONS MANUAL IN-HOUSE INVESTIGATION
PART A 01 Aug 2020

RULES OF THE AIR Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A
CHAPTER 12
RULES OF THE AIR

RULES OF THE AIR Iss05/Rev00
OPERATIONS MANUAL
01 Aug 2020
PART A

Page 12 - 1
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1 RULES OF THE AIR 3
12.1.1 Visual And Instrument Flight Rules 3
12.1.2 Territorial Application Of The Rules Of The Air 3
12.1.3 Communication Procedures Including Communication Failure 3
12.1.4 Light Signals 4
12.1.5 Time System 5
12.1.6 Visual Warning Signals 5
12.1.7 Procedures For Pilots Observing An Accident Or Receiving A Distress

Transmission 5
12.1.8 Ground/Air Visual Codes For Use By Survivors 6
12.1.9 Distress And Urgency Signals 6
12.1.10 Minimum Safe Altitudes 7
12.1.11 Operations On Or In The Vicinity Of An Aerodrome 7
12.1.12 Operations In Class A, B, C, D And E Airspace 8
12.1.13 Compliance With Visual & Electronic Glide Slopes 8
12.1.14 Universal Signals 8
12.1.14.1 Marshalling Signals 9
12.2 INTERCEPTING PROCEDURES 11
12.2.1 General 11
12.2.2 Radio Communication During Interception 11
12.2.3 Intercepting Aircraft Signals & Proper Replies 12
12.2.4 Intercepting Aircraft Signals & Possible Replies 13
12.2.5 Intercepted Aircraft Signals & Possible Replies 16

Page 12 - 2
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020

AIRCRAFT IN FLIGHT 19
12.3.1 Right-Of-Way Rules: Aerodrome Surface Movement 19
12.3.2 Right-Of-Way Rules: Aircraft In Flight 19
12.4 CRUISING LEVELS 23
12.4.1 RVSM – Feet 23
12.4.2 RVSM – Metres 24
12.4.3 Non-RVSM – Feet 26
12.4.4 Non-RVSM – Meters 27

Page 12 - 3
RULES OF THE AIR
Iss05/Rev00
OPERATIONS MANUAL RULES OF THE AIR
PART A 01 Aug 2020
12.1 RULES OF THE AIR

No pilot may operate an aircraft in such proximity to another aircraft as to
create a collision hazard.
12.1.1 Visual And Instrument Flight Rules
Visual and instrument rules are detailed in Jeppesen Airway Manual, Air
Traffic Control Services (AIP).
12.1.2 Territorial Application Of The Rules Of The Air
a) All operations of VietJet’ commercial aircraft shall compliance with
the flight rules in the airspace of Vietnam.
b) All persons involved in the operation of an aircraft either in flight or
on the movement area of an aerodrome shall ensure that it is
operated in compliance with the applicable regulations and, in
addition, when in flight, either with the visual flight rules or
instrument flight rules.
c) The holders of airman licenses issued by Vietnam shall comply with
rules of the State or region being overflown is required.
d) 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 being over flown.
e) 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
a) An aircraft operating as a controlled flight shall maintain continuous
listening watch on the appropriate radio frequency 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.
Page 12 - 4
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
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 Light Signals
a) Refer to Jeppesen Airway Manual, Chapter “AIR TRAFFIC
CONTROL” for light signals to be used in the event of
communication failure.
b) 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.
c) No pilot may operate an aircraft in the movement area of an
aerodrome 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.
d) The pilots of all aircraft in flight and fitted with anti-collision lights
shall display such lights during all operations from takeoff to landing.
e) 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.
f) 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.

Page 12 - 5
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
g) No pilot 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.
h) No pilot 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.
12.1.5 Time System
a) Each PIC shall use Co-ordinated 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 the
automatically synchronized time system (e.g. GPS) is equipped in the
aircraft.
c) Wherever time is utilized in the application of data link
communications, it shall be accurate to within 1 second of UTC.
d) The clocks in the cockpits of all VietJet aircraft are to be set to
Coordinated Universal Time (UTC).
12.1.6 Visual Warning Signals
Refer to Jeppesen Airway Manual, Chapter “AIR TRAFFIC CONTROL”
for light signals to be used to warn an unauthorised aircraft flying in or
about to enter a restricted, prohibited or danger area.
12.1.7 Procedures For Pilots Observing An Accident Or Receiving A
Distress Transmission
Refer to Jeppesen Airway Manual, Chapter “EMERGENCY” for
procedures for pilots observing an accident or receiving a distress
transmission.

Page 12 - 6
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1.8 Ground/Air Visual Codes For Use By Survivors

Refer to Jeppesen Airway Manual, Chapter “EMERGENCY” for
description of the visual codes for use by survivors.
Number Message Code Symbol
1 Require Assistance V
Require Medical
2 X
Assistance
Proceeding in this
3
Direction
4 Yes or Affirmative Y
5 No or Negative N
Basically, these symbols can be made on the ground by using rocks or

other material or using ready-made V-Sheets etc. You must ensure that
the symbols are large enough to be seen by an aircraft flying overhead.
The pilot will respond if the signal is understood by rocking the aircraft’s
wings during daylight or flashing the aircraft’s landing lights or navigation
lights ON and OFF.
These signals are worth remembering to indicate to a search aircraft that
your party is in distress or, if the search aircraft cannot land close by,
giving the pilot more information about the situation for relaying to a
ground party or more suitable rescue aircraft that is making its way
towards you.
12.1.9 Distress And Urgency Signals
Refer to Jeppesen Airway Manual, Chapter “EMERGENCY” for distress
and urgency signals.

Page 12 - 7
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1.10 Minimum Safe Altitudes

Except when necessary for takeoff or landing, no person may operate an
aircraft below the following altitudes:
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.
12.1.11 Operations On Or In The Vicinity Of An Aerodrome
a) Each pilot of an aircraft operated on or in the vicinity of an
aerodrome shall, whether or not within an aerodrome traffic zone:
1) Observe other aerodrome traffic for the purpose of avoiding
collision;
2) Conform with or avoid the pattern of traffic formed by other
aircraft in operation;
3) Make all turns to the left, when approaching for a landing and
after taking off, unless otherwise instructed;
4) Comply with any traffic patterns established by the authorities
having jurisdiction over that aerodrome;
5) Land and take off into the wind unless safety, the runway
configuration, or air traffic considerations determine that a
different direction is preferable;
6) Comply with traffic light signals when radio communication
cannot be established.
b) When arriving at an aerodrome, the PIC of a large or turbo-jet
aeroplane shall enter the traffic pattern at least 450 m (1,500 ft)
AGL until further descent is required for landing.
c) When departing, the PIC of a large or turbo-jet aircraft shall climb to
450 m (1,500 ft) AGL as rapidly as practicable.
Page 12 - 8
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1.12 Operations In Class A, B, C, D And E Airspace

a) No pilot may operate an aircraft in Class A airspace unless they are
operating under IFR in accordance with an ATS clearance.
b) No pilot may operate an aircraft in Class B, C, D or E airspace
unless they establish two-way radio communications with the
controlling ATS facility prior to entering and, while operating in that
airspace:
1) Operate on an ATS clearance, and
2) Maintain two-way communications.
12.1.13 Compliance With Visual & Electronic Glide Slopes
a) The PIC of an aeroplane approaching to land on a runway served
by a visual approach slope indicator shall maintain an altitude at or
above the glide slope until a lower altitude is necessary for a safe
landing.
b) The PIC of a large aeroplane approaching to land on a runway
served by an ILS shall fly that aeroplane at or above the glide slope
from the point of interception to the middle marker.
12.1.14 Universal Signals
a) Upon observing or receiving any of the designated universal
aviation signals, prescribed by the Authority, each pilot operating an
aircraft shall take such action as may be required by the
interpretation of the signal. Specific guidance regarding the
universal aviation signals is provided in Jeppesen Text Manual–Air
Traffic Control (ATC Chapter)- ICAO Rules Of The Air- Annex 2.
b) Universal signals shall have only the meanings designated.
c) Each person using universal signals in the movement of aircraft
shall only use them for the purpose indicated.
d) No pilot may use signals likely to cause confusion with universal
aviation signals.

Page 12 - 9
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1.14.1 Marshalling Signals

12.1.14.1.1 From A Signalman To An Aircraft
Reference: VAR 10.297 (e)(f)(g)
a) No signalman shall guide an aircraft unless trained, qualified and
approved by the appropriate authority to carry out the functions of a
signalman.
b) Prior to using the following signals, the signalman shall ascertain
that the area within which an aircraft is to be guided is clear of
objects which the aircraft, might otherwise strike.
c) The pilot shall taxi an aircraft under the guidance of a signalman
with:
1) The standard marshalling signals to aircraft are provided in a
clear and precise manner using the signals as prescribed by the
CAAV.
2) 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.
d) 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.
12.1.14.1.2 From The Pilot Of An Aircraft To A Signalman
a) Brakes:
1) Brakes engaged: raise arm and hand, with fingers extended,
horizontally in front of face, then clench fist.
2) Brakes released: raise arm, with fist clenched, horizontally in
front of face, then extend fingers.
b) Chocks:
1) Insert chocks: arms extended, palms outwards, move hands
inwards to cross in front of face.
2) Remove chocks: hands crossed in front of face, palms
outwards, move arms outwards.
c) Ready to start engine(s):
Raise the appropriate number of fingers on one hand indicating the
number of the engine to be started.

Page 12 - 10
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.1.14.1.3 Technical/servicing communication signals

Manual signals shall only be used when verbal communication is not
possible with respect to technical/servicing communication signals.
Signalmen shall ensure that an acknowledgement is received from the
flight crew with respect to technical/servicing communication signals.

Page 12 - 11
RULES OF THE AIR
Iss05/Rev00
OPERATIONS MANUAL INTERCEPTING PROCEDURES
PART A 01 Aug 2020
12.2 INTERCEPTING PROCEDURES

Reference: VAR 10.383, Appendix 1 to 12.153(d)(4)(A)(32)(i)(ii)
a) No pilot may conduct an international flight unless the procedures
and signals relating to interception of aircraft are readily available on
the cockpit.
b) When intercepted by a military or government aircraft, each PIC
shall comply with the international standards when interpreting and
responding to visual signals as prescribed by CAAV.
12.2.1 General
VietJet aircraft that is intercepted by another aircraft shall immediately:
a) Follow the instructions given by the intercepting aircraft, interpreting
and responding to visual signals in accordance with the
specifications in the Tables below; Notify, if possible, the
appropriate Air Traffic Services Unit;
b) Attempt to establish radio communication with the intercepting
aircraft or with the appropriate intercept control unit by:
c) Making a general call on the emergency frequency 121.5 MHz,
giving the identity of the intercepted aircraft and the nature of the
flight; and
d) If no contact has been established and if practicable, repeating this
call on the emergency frequency 243 MHz;
e) If equipped with SSR transponder, select Mode A, Code 7700,
unless otherwise instructed by the appropriate air traffic services
unit.
f) If any instructions received by radio from any sources conflict with
those given by the intercepting aircraft by visual signals, the
intercepted aircraft shall request immediate clarification.
12.2.2 Radio Communication During Interception
a) If radio contact is established during interception but communication
in a common language is not possible;
b) Attempts shall be made to convey instructions, acknowledgement of
instructions and essential ATC information by using the phrases and
pronunciations in the following table; and
c) Transmitting each phrase twice.

Page 12 - 12
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.2.3 Intercepting Aircraft Signals & Proper Replies

The following series of signals will be used by intercepting aircraft. It is
critical that the intercepted aircraft use the proper signals in reply.
Always comply with the intercepting aircraft’s signals until
communications are established and instructions from the aircraft
correspond to those being provided by air traffic services.
Phrases for use by INTERCEPTING Phrases for use by INTERCEPTED aircraft

aircraft
CALLSIGN KOLSA-IN My call sign is

Phrase Pronunciation Meaning
(call sign)2 (call sign) (call sign)
Understood
FOLLOW FOL-LO Follow me WILCO VILL-KO
comply
Descend for KANN Unable to

DESCEND DEE-SCEND CAN NOT
landing NOTT comply
Land at this Repeat your

YOU LAND YOU LAND REPEAT REE-PEET
aerodrome instruction
PROCEE You may Position

PRO-SEED AM LOST AM LOSST
D proceed unknown
MAYDAY MAYDAY I am in distress
I have been
HIJACK3 HII JACK
hijacked
DESCEND DEESCEND I Require

descent
1. In the second column, syllables to be emphasized are underlined.
2. The call sign required to be given is that used in radiotelephone, communications with
air traffic services units and corresponding to the aircraft identification in the flight plan.
3. Circumstances may not always permit, nor make desirable, the use of the phrase
"HIJACK".

Page 12 - 13
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.2.4 Intercepting Aircraft Signals & Possible Replies

The following series of signals may be initiated by intercepted aircraft.
The possible replies to these signals used by the intercepting aircraft.
INTERCEPTING
INTERCEPTED
Series Meaning Aircraft Meaning
Aircraft Signals
Responds
DAY or NIGHT You have DAY or NIGHT Understood

been
z Rocking aircraft intercepted z Rocking Will comply
and flashing aircraft.
navigational lights
at irregular intervals z Flashing
(and landing lights Follow me navigational
in the case of a lights at irregular
helicopter) intervals and
following the
z From a position intercepting
slightly above and aircraft.
ahead of, and
normally to the left
of, the intercepted
aircraft (or to the
right if the
1 intercepted aircraft
is a helicopter) and,
z After
acknowledgement,
a slow level turn,
normally to the left,
(or to the right in the
case of a helicopter)
on the desired
heading.
Note 1. ⎯
Meteorological
conditions or terrain
may require the
intercepting aircraft
to reverse the
Page 12 - 14
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
positions and
direction of turn
given above in
Series 1.
Note 2. ⎯ If the
intercepted aircraft
is not able to keep
pace with the
intercepting aircraft,
the latter is
expected to fly a
series of race-track
patterns and to rock
the aircraft each
time it passes the
intercepted aircraft.
DAY or NIGHT
z An abrupt break- You may DAY or NIGHT Understood
away manoeuvre proceed
from the intercepted z Rocking the Will comply
aircraft aircraft.
2 z Consisting of a
climbing turn of 90
degrees or more
z Without crossing
the line of flight of
the intercepted
aircraft.

Page 12 - 15
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
DAY or NIGHT z Lowering

landing gear (if
z Lowering landing Land at this fitted), Understood
gear (if fitted), aerodrome
showing steady z Showing Will comply
landing lights and steady landing
overflying runway lights and
in use or, if the
intercepted aircraft z Following the
is a helicopter, intercepting
overflying the aircraft and,
3 helicopter landing z If, after
area. overflying the
z In the case of runway in use or
helicopters, the helicopter
intercepting landing area
helicopter makes landing is
a landing considered safe,
approach, coming proceeding to
to hover near to land.
the landing area.

Page 12 - 16
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
12.2.5 Intercepted Aircraft Signals & Possible Replies

The following series of signals may be initiated by intercepted aircraft.
The possible replies to these signals used by the intercepting aircraft.
INTERCEPTED INTERCEPTING
Series Meaning Meaning
Aircraft Signals Aircraft Responds
DAY or NIGHT DAY or NIGHT

z Raising Aerodrome z If it is desired that Understood
landing gear (if you have the intercepted
fitted) and designated aircraft follow the Follow me
is intercepting aircraft
z Flashing inadequate to an alternate
landing lights aerodrome,
while passing
over runway in z the intercepting
4 use or helicopter aircraft raises its
landing area landing gear (if
fitted) and uses he
z At a height Series 1 signals
exceeding 300 prescribed for
m (1,000 ft) but intercepting aircraft
not exceeding
600 m (2,000 ft) z If it is decided to
(in the case of a release the
helicopter, incepted aircraft.
the intercepting
z At a height aircraft uses the for
exceeding 50 m intercepting aircraft.
(170 ft) but not
exceeding 100
m (330 ft) above
the aerodrome
level and
z Continuing to
circle runway in
use or helicopter
landing area.
z If unable to
flash landing

Page 12 - 17
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
lights, flash any

other lights
available.

z Regular Cannot z Use Series 2 Understood
switching on and comply signals prescribed
5 off of all for intercepting You may
available lights aircraft. proceed
but in such a
manner as to be
distinct from
flashing lights

6 z Irregular In distress z Use Series 2 Understood
flashing of all signals prescribed
available lights for intercepting
aircraft.

Page 12 - 18
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020

Page 12 - 19
RULES OF THE AIR
Iss05/Rev00
OPERATIONS MANUAL RIGHT-OF-WAY RULES
PART A 01 Aug 2020

AIRCRAFT IN FLIGHT
12.3.1 Right-Of-Way Rules: Aerodrome Surface Movement
a) In case of danger of collision between two aircraft taxiing on the
movement area of an aerodrome the following shall apply:
1) When two aircraft are approaching head on, or approximately so,
each the pilot shall stop or where practicable alter the course
aircraft to the right so as to keep well clear;
2) When two aircraft are on a converging course, the pilot which
has the other aircraft on his right shall give way;
3) An aircraft which is being overtaken by another aircraft shall
have the right-of-way and the pilot of the overtaking aircraft shall
keep well clear of the other aircraft.
b) The pilot of an aircraft taxiing on the manoeuvring area shall stop and
hold at all runway-holding positions unless otherwise authorized by the
aerodrome control tower.
c) The pilot of an aircraft taxiing on the manoeuvring area shall stop and
hold at all lighted stop bars and may proceed further when the lights
are switched off.
d) The pilot of an aircraft taxiing on the manoeuvring area of an
aerodrome shall give way to aircraft:
1) Taking off or about to take off.
2) Landing or in the final stages of an approach to landing
12.3.2 Right-Of-Way Rules: Aircraft In Flight
a) General:
1) Each pilot shall maintain vigilance so as to see and avoid other
aircraft;
2) When a rule of this subsection gives another aircraft the right-
of-way, the pilot shall give way to that aircraft and may not pass
over, under, or ahead of it unless well clear and takes into
account the effect of wake turbulence;
Page 12 - 20
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
3) The pilot of the aircraft with the right-of-way should maintain

heading and speed except as necessary to avoid collision;
4) Nothing in these rules shall relieve the PIC of an aircraft from
the responsibility of taking such action, including collision
avoidance manoeuvres based on resolution advisories proved
by ACAS equipment, as will best avert collision
b) In distress: An aircraft in distress has the right-of-way over all other
air traffic
c) Converging:
1) When aircraft of the same category are converging at
approximately the same altitude (except head-on, or nearly so),
the aircraft to the other's right has the right-of-way;
2) If the converging aircraft are of different categories:
i. A balloon has the right-of-way over any other category of
aircraft;
ii. A glider has the right-of-way over an airship, aeroplane, or
rotorcraft; and
iii. An airship has the right-of-way over an aeroplane
Towing or refueling. An aircraft towing or refueling other aircraft has
the right-of- way over all other engine-driven aircraft, except aircraft
in distress.
Approaching head-on. When aircraft are approaching each other
head-on, or approximately so, and there is a danger of collision,
each pilot of each aircraft shall alter heading to the right.
d) Overtaking:
1) Each aircraft that is being overtaken has the right-of-way and
each pilot of an overtaking aircraft, whether climbing
descending or in horizontal flight, shall alter heading to the right
to pass well clear.
2) No subsequent change to the relative position of the two
aircraft shall absolve the pilot of the overtaking aircraft from this
obligation until it is entirely past and clear.
3) An overtaking aircraft is an aircraft that approaches another
from the rear on a line forming an angle of less than 70 degrees
with the plane of symmetry of the latter.
Page 12 - 21
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020
For example, in such a position with reference to the other aircraft at

night it should be unable to see either of the aircraft left (port) or
right (starboard) navigation lights
e) Landing:
1) Aircraft, while on final approach to land or while landing, have
the right-of-way over other aircraft in flight or operating on the
surface.
Note: The PIC may not take advantage of this rule to force an
aircraft off the runway surface which has already landed and is
attempting to make way for an aircraft on final approach
2) The pilot of an aircraft in flight shall give way to aircraft landing
or in the final stages of an approach to land.
3) The pilot of an aircraft that is aware that another is compelled
by emergency to land shall give way to that aircraft.
4) When two or more heavier-than-air aircraft are approaching an
aerodrome for the purpose of landing:
i. The pilot of an aircraft at the higher level shall give way to
aircraft at the lower level;
ii. But the pilot of the lower aircraft shall not take advantage
of this rule to cut in front of or overtake the higher aircraft
which is in the final stages of an approach to land.
iii. Nevertheless, the pilot of a power-driven heavier-than-air
aircraft shall give way to gliders.

Page 12 - 22
RULES OF THE AIR
Iss05/Rev00
PART A 01 Aug 2020

Page 12 - 23
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020
12.4 CRUISING LEVELS

a) The cruising levels at which a flight or a portion of a flight is to be
conducted shall be in terms of:
b) Flight levels, for flights at or above the lowest usable flight level or,
where applicable, above the transition altitude;
c) Altitudes, for flights below the lowest usable flight level or, where
applicable, at or below the transition altitude.
d) Unless otherwise specified by the appropriate ATS facility, the
cruising levels provided in Table below shall be used when selecting
a cruising level appropriate to the aircraft track for VFR or IFR flight:
12.4.1 RVSM – Feet
In areas where feet are used for altitude and where, in accordance with
regional air navigation agreements, a vertical separation minimum of 1
000 ft is applied between FL290 and FL410 inclusive:*

Page 12 - 24
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020
* Except when, on the basis of regional air navigation agreements, a

modified table of cruising levels based on a nominal vertical separation
minimum of 1 000 ft (300 m) is prescribed for use, under specified
conditions, by aircraft operating above FL 410 within designated portions
of the airspace.
** Magnetic track, or in polar areas at latitudes higher than 70 degrees
and within such extensions to those areas as may be prescribed by the
appropriate ATS authorities, grid tracks as determined by a network of
lines parallel to the Greenwich Meridian superimposed on a polar
stereographic chart in which the direction towards the North Pole is
employed as the Grid North.
*** Except where, on the basis of regional air navigation agreements,
from 090 to 269 degrees and from 270 to 089 degrees is prescribed to
accommodate predominant traffic directions and appropriate transition
procedures to be associated therewith are specified.
12.4.2 RVSM – Metres
In areas where meters are used for altitude and where, in accordance
with regional air navigation agreements, a vertical separation minimum
of 300 m is applied between 8900 m and 12500 m inclusive:

Page 12 - 25
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020
* Except when, on the basis of regional air navigation agreements, a

modified table of cruising levels based on a nominal vertical separation
minimum of 1 000 ft (300 m) is prescribed for use, under specified
conditions, by aircraft operating above FL 410 within designated portions
of the airspace.
** Magnetic track, or in polar areas at latitudes higher than 70 degrees
*** Except where, on the basis of regional air navigation agreements,

Page 12 - 26
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020
12.4.3 Non-RVSM – Feet

In other areas where feet are the primary unit of measurement for
altitude:
* Magnetic track, or in polar areas at latitudes higher than 70 degrees

** Except where, on the basis of regional air navigation agreements,

Page 12 - 27
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020
12.4.4 Non-RVSM – Meters

In other areas where meters are the primary unit of measurement for
altitude:
* Magnetic track, or in polar areas at latitudes higher than 70 degrees and within
such extensions to those areas as may be prescribed by the appropriate ATS
authorities, grid tracks as determined by a network of lines parallel to the
Greenwich Meridian superimposed on a polar stereographic chart in which the
direction towards the North Pole is employed as the Grid North.
** Except where, on the basis of regional air navigation agreements, from 090 to
269 degrees and from 270 to 089 degrees is prescribed to accommodate
predominant traffic directions and appropriate transition procedures to be
associated therewith are specified.

Page 12 - 28
RULES OF THE AIR
Iss05/Rev00
CRUISING LEVELS
OPERATIONS MANUAL
PART A 01 Aug 2020


OMA Iss05Rev01 TR01 02feb2021

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

OMA Iss05Rev01 TR01 02feb2021

Uploaded by

Copyright:

Available Formats

MINISTRY OF TRANSPORT SOCIALIST REPUBLIC OF VIETNAM

CIVIL AVIATION AUTHORITY Independence – Freedom – Happiness

GENERAL DIRECTOR OF CIVIL AVIATION AUTHORITY OF VIETNAM

PP. GENERAL DIRECTOR

AUTHORIZATION PAGE Iss05/Rev00

This OPERATIONS MANUAL PART A - GENERAL is published under the

Flight Operations Division

Tel: 84-8-3547 1866

The approved Master Copy of this document is controlled by DCC-SQA.

AUTHORIZATION PAGE Iss05/Rev00

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

1.0 OPERATING CERTIFICATE

The approved Master Copy of this document is controlled by DCC-SQA.

The approved Master Copy of this document is controlled by DCC-SQA.

2.0 VIETJET AIR FLEET

Manufacturer Type Model Engine WV

Airbus S.A.S. A320 214 CFM56-5B4 Various

Airbus S.A.S. A321 211 CFM56-5B3 Various

Airbus S.A.S. A321 271 PW1133G-GM Various

3.0 MAINTENANCE ORGANIZATION

4.0 COMMON LANGUAGE

The approved Master Copy of this document is controlled by DCC-SQA.

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

LIST OF DISTRIBUTION Iss05/Rev00

Holder Location Format Copy No.

VP Operations & SSQA VJC – SGN Electronic

Director of Flight Operations VJC – SGN Electronic

LIST OF DISTRIBUTION Iss05/Rev00

The approved Master Copy of this document is controlled by DCC-SQA.

LIST OF DISTRIBUTION Iss05/Rev00

Nanjing Lukou International

The approved Master Copy of this document is controlled by DCC-SQA.

LIST OF DISTRIBUTION Iss05/Rev00

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF REVISIONS Iss05/Rev01

Insert and remove pages as indicated on the revision cover letter.

Issue Rev. Revision

01 00 31/10/2012 Initial Issue

To comply with regulatory requirements;

03 00 06/10/2014 To comply with IOSA requirements

03 01 16/12/2014 To comply with IOSA requirements

To comply with IOSA requirements;

To comply with regulatory requirements;

RECORD OF REVISIONS Iss05/Rev01

Issue Rev. Revision

04 06 06/04/2020 Added CIPC

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF TEMPORARY TR-01

RECORD OF TEMPORARY REVISIONS

TR Effective Date Authorized Reviewed

The approved Master Copy of this document is controlled by DCC-SQA.

RECORD OF TEMPORARY TR-01

INTENTIONAL BLANK PAGE

The approved Master Copy of this document is controlled by DCC-SQA.

REVISION HIGHLIGHTS TR-01

Section Description of Significant Changes

The approved Master Copy of this document is controlled by DCC-SQA.

REVISION HIGHLIGHTS TR-01

INTENTIONAL BLANK PAGE