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Flight AttendantPolicyManual

Department:

Flight Attendant

Document No. AA/FA/M/01

Issue: 03 Revision:00

Effective Date: 1st December 2012

Copy No:



INTENTIONALLY LEFT BLANK



Authority: Director of Flight Operations, AirAsia

FLIGHT ATTENDANT POLICY

MANUAL

This manual is the property of AirAsia Bhd a subsidiary of Tune Air Sdn Bhd(548526-V) whose registered address is at 17th Floor MUI Plaza, Jalan P. Ramlee,50250 Kuala Lumpur.

AirAsia Berhad is located at

LCC TerminalJalan KLIA S3

Southern Support ZoneKuala Lumpur International Airport64000 SepangSelangor Darul EhsanMALAYSIA

This manual contains the company’s policies, procedures, instructions andinformation necessary for operations personnel to perform their duties in accordancewith Civil Aviation Regulation (CAR) 1996, relevant AIC and ICAO Annex 6 Part 1with the terms and conditions of the Company’s Air Operator’s Certificate. Anydeviations from this manual require the approval from the Director of FlightOperations. It does not supersede Aeroplane Flight Manuals.

In case of conflict with the applicable national regulations, the latter apply.

It is accessible to the personnel of AirAsia through the intranet and the Flight Attendant Manager will ensure that it is updated with amendments and revisionssupplied from time to time. A copy of this manual shall be given to DCAM.

The manual is for the use and guidance of all company operating and training staff,which are to ensure that all commercial air transport flights are planned and executedin accordance with its policies and requirements.



Flight Attendant Policy Manual

Record of Amendments

Issue Date 01DEC12

Issue 03 Rev 00

Page 2






Record of Temporary Revision

Issue Date 01DEC12

Issue 03 Rev 00

Page 1


RREE CC OO RRDD OOFF TTEE MM PPOORR AARR Y Y RREE VV IISS II OONN

Temporary Revisions to this manual shall be inserted by the authorized user without delay.

After inserting the Temporary Revision enter the appropriate data in the revision sheet below.

The compliance has to be signed under “Inserted By”. Revision will be issued at irregular

intervals. Retain this Revision sheet until officially replaced.

TR No. Date of Amendment Inserted By




Record of Temporary Revision

Issue Date 01DEC12

Issue 03 Rev 00

Page 2






Distribution List

Issue Date 01DEC12

Issue 03 Rev 00

Page 1


DD IISSTT RR IIBB UUTT II OONN LL II SSTT

HOLDER LOCATION COPY NO

Document Control Center – MASTER MAA KUL, LCCT 001

Department of Civil Aviation MAA KUL, LCCT 002

Director – Flight Operations MAA KUL, LCCT 003

Flight Safety Department MAA KUL, LCCT 004 AACE MAA KUL, ACADEMY 005

Manager – Flight Attendant MAA KUL 006

Manager – Flight Attendant TAA BKK 007

Manager – Flight Attendant IAA CGK 008

Manager – Flight Attendant PAA CRK 009

All Flight Attendant Executive ALL HUBS -




Distribution List

Issue Date 01DEC12

Issue 03 Rev 00

Page 2






MASTER INDEX

Issue Date 01DEC12

Issue 03 Rev 00

Page 1


MMAASSTTEE RR IINNDDEEXX

CHAPTER 0 – ADMINISTRATION AND CONTROL

0.1 ABBREVIATIONS

0.2 SYSTEM OF AMENDMENT AND REVISION

CHAPTER 1 – ORGANISATION AND RESPONSIBILITIES

2

11

1.1 ORGANISATION STRUCTURE 2

1.1.1 Company Organisational Structure 2

1.1.2 MAA Flight Attendant Department Organisation Chart 3

1.1.3 Key Organisational Appointments 4

1.2 RESPONSIBILITIES AND DUTIES 5

1.2.1 Flight Attendant Manager (FAM) 5

1.2.2 Assistant Flight Attendant Manager (AFAM) 61.2.3 Career Development and Recruitment Executive 6

1.2.4 Flight Attendant Executive (FAE) Grooming 7

1.2.5 Flight Attendant Executive (FAE) 8

1.2.6

1.2.7

1.2.8

Senior Flight Attendant (SFA)

Flight Attendant (FA)

Administrator

8

11

12

CHAPTER 2 – OPERATIONAL CONTROL AND SUPERVISION

2.1 SUPERVISION OF THE OPERATION 2

2.1.1 General 2

2.1.2 Specific Responsibilities 2




MASTER INDEX

Issue Date 01DEC12

Issue 03 Rev 00

Page 2


2.2 SYSTEM OF PROMULGATION OF ADDITIONALOPERATIONAL INSTRUCTIONS AND INFORMATION

4

2.2.1 Flight Crew Notices and Manufacturer’s Advices 4

2.2.2 Authority and Classification 5

2.2.3 Distribution 5

2.2.4 Review 5

2.2.5 Aircraft Manufacturer’s Advice 5

2.3 ACCIDENT PREVENTION AND FLIGHT SAFETYPROGRAMME

6

2.3.1 Flight Safety Policy 6

2.3.2 Air Safety Policy 6

2.3.3 Safety Culture 6

2.3.4 Staff – Air Safety Responsibilities 7

2.4 OPERATIONAL CONTROL 8

2.4.1 Definition 8

2.4.2 Chief Pilot Operations 8

2.4.3 Flight Operations Management Responsibility 9

2.4.4

2.4.5

Flight Dispatch Responsibility

Commander Responsibility

9

9

2.5 POWERS OF THE AUTHORITY 10

CHAPTER 3 – RESERVED




MASTER INDEX

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Page 3


CHAPTER – 4 CREW COMPOSITION

4.1 GENERAL

24.1.1 Flight Attendant 2

4.2 DESIGNATION OF THE AIRCRAFT COMMANDER 3

4.3 FLIGHT CREW INCAPACITATION 4

4.3.1

4.3.2

Chain of Command

Commander’s Seating Position

4

5

CHAPTER 5 - QUALIFICATION REQUIREMENTS

5.1 GENERAL 2

5.1.1 Licenses/Qualification/Competency 2

5.2 FLIGHT ATTENDANT 3

5.2.1 Senior Flight Attendant (SFA)

5.2.1.1 Acting Senior Flight Attendant

3

3


5.2.3 Flight Attendant Medical Fitness 4

5.2.4 Recency 4

5.2.5

5.2.6

SEP Ground/Line and Enroute Cabin Safety Observation

DCAM Enroute Cabin Surveillance Inspection

Flow Chart – Ground and Cabin Line Check

5

5

6

5.3 TRAINING, CHECKING AND SUPERVISORY PERSONNEL 7




MASTER INDEX

Issue Date 01DEC12

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CHAPTER 6 – CREW HEALTH PRECAUTIONS

6.1 ILLNESS OR INCAPACITATION WHILE ON DUTY 2

6.2 INTERNATIONAL REGULATIONS 3

6.3 QUARANTINE REGULATIONS 4

6.4 GENERAL HEALTH 5

6.4.1 Alcohol - Policy 5

6.4.2 Narcotics and Drugs - Policy 5

6.4.3

6.4.4

6.4.5

6.4.6

6.4.7

6.4.8

6.4.9

6.4.10

6.4.11

6.4.12

6.4.13

6.4.14

6.4.15

Anesthetics

Medication, Drugs and Flying

Sleeping Tablets/Hypnotic

Anti – Histamines

Immunization

Blood Donation

Deep Sea Diving

Sleep and Rest

Fitness

Surgical Procedures

Diurnal Rhythm

Fatigue

Pregnancy

Sample of Fatigue Report Form

5

6

6

6

6

7

7

7

7

7

7

8

8

9




MASTER INDEX

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6.5 TROPICAL MEDICINE 10

6.5.1 Tropical Climate 10

6.5.2 Hygiene 10

6.5.3 Tropical Disease 11

6.5.4 Main Tropical Diseases 12

6.6

6.7

6.8

FOOD HYGIENE

FOOD POISONING

MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT

15

16

17

CHAPTER 7 – FLIGHT TIME LIMITATIONS

7.1 INTRODUCTION 3

7.1.1 Purpose 3

7.1.2 Aim 3

7.1.3 Applicability 3

7.1.4 Responsibilities

7.1.4.1 The Company

7.1.4.2 The Crew

3

3

3

7.2 TERMINOLOGY 4

7.3 FLIGHT AND DUTY TIME LIMITATIONS AND RESTREQUIREMENTS

8

7.3.1 Calculation of a Flying Duty Period 8

7.3.2 Additional Limits on Flying 8

7.3.3 Mixed Duties 11




MASTER INDEX

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7.3.4 Travelling Time 12

7.3.5 Delayed Reporting Time in a Single FDP 12

7.3.6 Positioning 13

7.3.7 Standby Duty 13

7.3.8

7.3.9

Standard Reporting Time and Maximum FDP

Limit

14

7.4 EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONSAND/OR REDUCTIONS OF REST PERIODS

16

7.4.1 Extension of Flying Duty Period by In-flight Relief 16

7.4.2 Extension of Flying Duty Period by Split Duty 17

7.4.3 Rest Periods 17

7.4.4 Aircraft Commander’s Discretion to Extend a Flying Duty Period 18

7.4.5 Aircraft Commander’s Discretion to Reduce a Rest Period 19

7.4.6 Reporting Exercise of Discretion 19

7.4.7 Days Off 20

7.5 RULES RELATING TO FLIGHT ATTENDANT 21

7.6 FLIGHT DUTY AND REST PERIOD RECORDS 22

CHAPTER 8 – STANDARD OPERATING PROCEDURES

8.1 PREPARATION BEFORE FLIGHT 4

8.2 SIGN ON PROCEDURES

Flow Chart – Sign On Procedures

5

6

8.3 REPORTING FOR DUTY 7




MASTER INDEX

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8.4

8.5

8.6

8.3.1

8.3.2

8.4.1

8.5.1

8.5.2

8.5.3

At Base

At Base – Late Reporting For Duty

Flow Chart – Reporting for Duty

FLIGHT BRIEFING

Pre Flight Briefing

Flow Chart – Flight Briefing

AFTER FLIGHT DUTY At Base

Out Of Base

Out Of Base (During Nightstop)

Flow Chart – After Flight Duty

TRANSPORT

7

9

1

11

11

13

1414

14

15

17

18

8.6.1 At Base 18

8.6.2 Out Of Base – From Airport To Hotel 188.6.3 Out Of Base – From Hotel To Airport 19

8.7 PROCEDURES FOR REPORTING SICK 20

8.7.1 Procedures For Reporting Sick – At Base / Out of Base

Flow Chart – Procedure for Reporting Sick

20

25

8.7.2 Submission of Medical Certificate

Flow Chart – Submission of Medical Certifcate

26

28

8.8 OFFLOADED FROM FLIGHT OR REMOVED FROM THE

SET OF CREW

Flow Chart – Offloaded from flight or Removed from the set

of crew

29

31

8.9 UPDATING PERSONAL DETAILS

Flow Chart – Updating Personal Details

32

33




MASTER INDEX

Issue Date 01DEC12

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8.10 STANDBY DUTY 34

8.10.1 At Base 34

8.10.2 Procedures for Standby Duty – Out Of Base

Flow Chart – Standby Duty

35

36

8.11 MUTUAL EXCHANGE AT ROSTERED FLIGHTS 37

8.12 COMPASSIONATE LEAVE (COMPS) 38

8.13 EMERGENCY LEAVE (E/L) 39

8.14 EXTRA FLIGHTS 40

8.15 DELAYED/RETIMED FLIGHTS 41

8.16 CANCELLED FLIGHTS 42

8.17 DAY OFF CALL UP 43

8.18 INFLIGHT SERVICE 44

8.19 OTHERS 45

8.19.1 Vandalism 45

8.19.2 Shoplifting 45

8.19.3 Hotel Regulations 45

8.19.4 Smoking In The Aircraft And While On Duty 46

8.19.5 Customs Import and Export Regulations 46

8.19.6 Injured Guest 47

8.19.7 Not to Land (NTL) 47




MASTER INDEX

Issue Date 01DEC12

Issue 03 Rev 00

Page 9


8.20 REQUIRED FLIGHT DOCUMENTS 48

8.20.1 International Passport 48

8.20.2 Airport Pass 48

8.20.3 Air Asia Crew Identification Card 49

8.20.4 Safety Manual 49

8.20.5 Safety Card 50

8.21 LOSS OF FLIGHT DOCUMENTS 518.21.1 Lost of International Passport 51

8.21.2 Lost of Malaysian Airport Pass 51

8.21.3 Lost of AirAsia Crew Identification Card 52

8.21.4 Lost of Safety Manual 52

8.21.5 Lost of Safety Card 52

8.22 AIRPLANE DUTIES AND CHECKS 53

8.22.1 Pre departure Duties 53

8.22.2 Before Take Off 55

8.22.3 After Take off 57

8.22.4 Before Landing 59

8.22.5 After Landing 61

8.22.6 Transit Duties 63

8.22.7 Terminating Flight 64

8.22.8 De-briefing 66

8.22.9 Onboard 67

8.22.10 Headcount Procedures 68




MASTER INDEX

Issue Date 01DEC12

Issue 03 Rev 00

Page 10






ADMINISTRATION AND CONTROL

Table of Contents

Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 1


CHAPTER 0 – ADMINISTRATION AND CONTROL

0.1 Abbreviations 2

0.2 System of Amendment and Revision 11





Abbreviations

Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 2


0.1 Abbreviations

The following abbreviations may be found throughout the manual. Someabbreviations may also appear in lowercase letters. Abbreviations having verylimited use are explained in the chapter where they are used.

A

Airbus fleet Airbus 320/330/340

A320 A318/A319/A320/A321

A330 A330-200/300 A340 A340-200/300/500/600

AAL Above Aerodrome Level

AAD Assigned Altitude Deviation

A/C Aircraft

ACARS Aircraft Communications Addressing and Reporting System

ACAS Airborne Collision Avoidance System

ACN Air Crew Notice

ACPO Assistant Chief Pilot Operations

ACPTS Assistant Chief Pilot Training & Standards

ADD Aircraft Deferred Defects

AFAM Assistant Flight Attendant Manager AFM Airplane Flight Manual

AGL Above Ground Level

AGS Analysis Ground Station

AH Alert Height

AIC Aeronautical Information Circular

AIMS Airline Information Management System

AIP Aeronautical Information Publication

AKD Altitude Keeping Device

ALS Approach Lighting System

ALT Altitude

ALTN Alternate AME Authorized Medical Examiner

AMDS Advanced Mission Display System

AMSL Above Mean Sea Level

AOC Air Operator’s Certificate

AOM Aerodrome Operating Minima / Aeroplane Operating Matters

A/P Auto Pilot

APU Auxiliary Power Unit

ASE Altimeter System Error

ASR Air Safety Report

ASU Air Starter unit

ATA Actual Time of Arrival





System of Amendment and Revision

Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 6


A ATC Air Traffic Control

ATD Actual Time of Departure

ATHR Auto Thrust

ATIS Automatic Terminal Information Service

ATPL Airline Transport Pilot License

ATM AngkatanTentera Malaysia

AWOL Absence Without Leave

AWO/AWOPS All Weather Operations

B

BCRC Bulk Crew Rest Compartment

C

C Celsius

CAPT Captain

CAR Civil Aviation Regulation

CAT Clear Air Turbulence

CAT I (II or III) Landing Category I (II or III)

CAVOK Ceiling and Visibility OK

C/B Circuit Breaker

CC Cloud Ceiling

CDL Configuration Deviation List

CEO Chief Executive Officer

CFL Cleared Flight Level

CFP Computerized Flight Plan

CG Center of Gravity

CM 1 / 2 Crew Member 1 (LH) / 2 (RH)

CIQ Custom Immigration Quarantine

COM Communications

COMPS Compassionate Leave

CP Critical Point (ETOPS)

CPFS Chief Pilot Flight Safety

CPHFQ Chief Pilot Human Factors & Quality

CPL Commercial Pilot LicenseCPO Chief Pilot Operations

CPRMM Chief Pilot Recruitment & Manpower Management

CPTD Chief Pilot Technical & Development

CPTS Chief Pilot Training & Standards

CRM Crew Resource Management

CRS Course

CRZ Cruise






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 7


CSM Cabin Safety ManualCSL Casual Sick Leave

CVR Cockpit Voice Recorder

CTA Crew Travel Authority

D

DA Decision Altitude

DCA Department of Civil Aviation

DCAM Department of Civil Aviation of Malaysia

DCC Document Control Center

DEST Destination

DFDR Digital Flight Data Recorder

DFO Director of Flight Operations

DH Decision Height

DME Distance Measuring Equipment

DOS Director of Safety

DOW & I Dry Operating Weight and Index

DPP Decision Point Procedures

E

ECAM Electronic Centralized Aircraft Monitoring

EEP ETOPS Entry Point

EFIS Electronic Flight Instrument System

ELT Emergency Locater Transmitter

EMER Emergency

ENG Engine

EPL English Proficiency Languange

ERA En-route Alternate

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

ETOPS Extended Twin Operations

ETP Equi-Time Point

eVR Electronic Voyage Report

EXP ETOPS Exit Point

FF Fahrenheit

FA Flight Attendant

FAC Flight Attendant Circular

FAD Flight Attendant Department

FAE Flight Attendant Executive

FAM Flight Attendant Manager

FAPM Flight Attendant Policy Manual






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 8


FATM Flight Attendant Training ManualFCOM Flight Crew Operating / Operations Manual

FCTM Flight Crew Training Manual

FCTPs Flight Crew Training Programmers

FDP Flight Duty Period

FDR Flight Data Recorder

F

FIR Flight Information Region

FL Flight Level

FLT Flight

FM Flight Manual

FMGS Flight Management Guidance System

FMS Flight Management System

FMT Flight Data Analysis Monitoring Team

FO First Officer

FOC Flight Operations Circular/ Flight Operations Control

FOQA Flight Operations Quality Auditor

F-PLN Flight Plan

FWD Forward

FSC Flight Safety Committee

FTL Flight Time Limitations

G

GA Go Around

GD General Declaration

GMT Greenwich Mean Time

GPS Global Positioning System

GPWS Ground Proximity Warning System

GS Ground Speed

GSE Ground Servicing Equipment

H

H Hour

HAT Height Above Threshold

HF High FrequencyHg Mercury

hPA Hector Pascal

Hz Hertz (cycles per second)

HWC Head Wind Component

I

IATA International Air Transport Association






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

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ICAO International Civil Aviation OrganizationIFR Instrument Flight Rules

ILS Instrument landing System

IMC Instrumental Metrological Conditions

S Inertial Navigation System

In Inch(es)

I/R Isolated Aerodrome

ISA International Standard Atmosphere

ISO International Standard Organization

J

JAA Joint Aviation Authorities

JAR Joint Aviation Regulations

K

kg Kilogram

kHz Kilohertz

Km Kilometer

kt Knot

L

LDG Landing

LEP List of Effective Pages

LIZFW Loaded Index Zero Fuel WeightLLWSAS Low Level Windshear Alert System

LLZ Localizer

LMC Last Minute Changes

LMOC Line Maintenance Operations Control

LPC Less Paper Cockpit / License Proficiency Check

LW Landing Weight

M

m Meter

MAB Malaysia Airports Berhad

Max Maximum

mb Milibar

MCAR Malaysian Civil Aviation Regulations

MCC Maintenance Control Center

MCP Mode Control Panel

MDA / H Minimum Descent Altitude / Height

MEA Minimum Enroute Altitude






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 10


MEL Minimum Equipment ListmHz Megahertz

MIA Missing In Action

MID Middle Runway Portion

MIALS Medium Intensity Approach Light System

MIRL Medium Intensity Runway Edge Light

MLS Microwave Landing System

MLW Maximum Landing Weight

MMEL Master Minimum Equipment List

mm Milimeter

MNPS Minimum Navigation Performance SpecificationMOA Minimum Operating Altitude

MOCA Minimum Obstacle Clearance Altitude

MORA Minimum Off-Route Altitude

MPA Multi-pilot Aeroplane

MPJ Multi-pilot Jet

MSA Minimum Safe (or Sector) Altitude

MSL Mean Sea Level

MTOW Maximum Take-off Weight

MWE Manufacturer’s Weight Empty

MZFW Maximum Zero Fuel Weight

N

NA Not Applicable

NAV Navigation

NM Nautical Miles

NDB Non Directional Beacon

NPA Non-Precision Approach

NOTAM Notice to Airmen

NOTOC Notification to Captain

NTO No Technical Objection

O

OAT Outside Air Temperature

OCA Obstacle Clearance Altitude

OCC Operations Control Center






Issue Date 01DEC12

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OCM Operations Control ManagerOCDM Operations Control Duty Manager

OFP Operational Flight Plan

OM Operations Manual / Outer Marker

OPC Operational Proficiency Check

OPS Operations

OPT On-board Performance Tool

ORTCA Off Route Terrain Clearance Altitude

P

PA Passenger Address

PAX Passenger

PCT Percent

PERF Performance

PF Pilot Flying

PFD Pilot Flight Director

PIREP Pilot Report

PIC Pilot-in-Command

PNF Pilot Not Flying

Q

QFE Actual atmosphere pressure at airport elevation

QNE Sea level standard atmosphere

QRH Quick Reference Handbook

R

RA Radio Altitude / Radio Altimeter / Resolution Advisories

REF Reference

RFF Rescue Fire Fighting

RH Right HandRFP Register Found Property

RNP Required Navigation Performance

RFPAF Register Found PropertyAcknowledge Form

ROR Record of Revision

RPL Repetitive Flight Plan

RRSV Route Reserve Fuel






Issue Date 01DEC12

Issue 03 REV 00

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Page 12


R RTO Rejected Take-off

RTOW Regulated Take-off Weight

RVR Runway Visual Range

RVSM Reduced Vertical Separation Minima

RWY Runway

S

SAR Search and Rescue

SELCAL Selective Calling

SEP Safety Emergency ProceduresSFA Senior Flight Attendant

SFO Senior First Officer

SID Standard Instrument Departure

SIGMETInformation concerning en-route weather phenomena, whichmay affect the safety of aircraft operations

SNOWTAM Snow Notice to Airmen

SNY Supernumerary

S/O Second Officer

SOP Standard Operating Procedures

STD Standard

T

TA Traffic Advisories

TAF Terminal Aerodrome Forecast

TAS True Air Speed

TCAS Traffic Collision Alert System

TDZ Touch Down Zone

TEMP Temperature

TEMPO Temporary

T/O Take-off

TOC Top of Climb

TOD Top of Descend

TODA Take-Off Distance Available

TOGA Take-Off - Go-Around

TOGW Take-Off Gross Weight

TOLD Take-Off and Landing Data






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

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TORA Take-Off Run AvailableTOW Take-Off Weight

TRE Type Rating Examiner

TRI Type Rating Instructor

TRTO Type Rating Training Organization

TVE Total Vertical Error

TWY Taxiway

TZE Touchdown Zone Elevation

U

UHF Ultra High FrequencyUTC Universal Time Co-ordinated

V

VFR Visual Flight Rules

VHF Very High Frequency

VMC Visual Metrological Conditions

VOR VHF Omni-directional Range

V/S Vertical Speed

WWAK Warrant

WBM Weight and Balance Manual

WCHR Wheel Chair – Romeo

WCHS Wheel Chair – Sierra

WCHC Wheel Chair – Charlie

WPT Way-point

WX Weather

WXR Weather Radar

X

Nil Y

Nil

Z

Z Zulu Time / UTC

ZFCG Zero Fuel Centre of Gravity

ZFW Zero Fuel Weight






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 14


0.2 System of Amendment and Revision0.2.1 Director of Flight Operations (DFO)

Please refer to OM-A Chapter 0 – Administration and Control

0.2.1.1 Flight Attendant Manager ’s Responsibility

The Flight Attendant Policy Manual is issued on the authority of AirAsia, and theFlight Attendant Manager (FAM), will authorise all amendments to it, as required

AirAsia or by the Department of Civil Aviation Malaysia. Any amendment should beforwarded, on an ‘Amendment Proposal Form’ (Figure 1) to the FAM. The DCAM

need not be advised of minor changes in day to day operations but where anydoubt exists as to whether a proposed change is minor, the DCAM shall beconsulted.

All amendments will be in the form of printed, replacement pages; manuscriptamendments are not permitted. Revision pages will be annotated to show the dateof issue (and date of effect if different); the amendment list number, and the portionof the text which has been revised, as indicated by vertical marginal lines adjacentto the changes.

Each amendment will be accompanied by a revised list of effective pages, with theirdates of issue, and by a certificate of receipt and incorporation. An amendment list

record will be maintained at the front of each manual.

0.2.2 Manual Holder Responsibility

The amended and/or revised parts of the Flight Attendant Policy Manual are issuedtwice yearly to allmanual holders. An intermediate update may be releasedwhenever there are significantchanges to the company documentation.

All manual holders have a responsibility to notify any errors or anomalies containedwithin, bye-mail or using the Feedback Form provided at the end of themanual.






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 12


0.2.3 Manual Distribution

The Flight Attendant Policy Manual or its applicable parts including the necessaryamendments/revisionsare distributed to the authorized users by Document ControlCenter (DCC).Manuals will be issued as follows :

Flight Attendants SEP Manual, FAPM, FATM

For Pilots and Flight Attendants, manuals are accessible via the intranet.

Details of revisions which may be urgently required in the interests of flight safety,or which are supplementary to the operations manual, will be promulgated as Flight

Attendant Circular (FAC). Those of a temporary nature will be cancelled as soon asthey are no longer relevant. Those of long-term application will be incorporated intothe manual when it is next amended.

0.2.4 Non-authorized Copies

Non-authorized copies shall not be used by Flight Attendant.






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 13


0.2.5 Handwritten Amendments

Handwritten amendments shall not be used throughout the Flight Attendant Policy

Manual.

0.2.6 Pagination

A vertical line indicates revised or newly published text on the pages. It will not beused toindicate format or page number changes. Editorial revisions e.g. spellingcorrections mayhave revision bar with no associated highlights.

The header and footer of each page contains :

(2) (5)

Flight Attendant PolicyManual

ADMINISTRATION AND CONTROL INTRODUCTION

Issue Date 01DEC12

Issue 03 REV 0

Chapter 0

Page 13

Header: (1) (4)

─ (1) : AirAsia Logo

─ (2) : Type of Operations Manual (i.e. Flight Attendant Policy Manual Part A)

─ (3) : Page number

─ (4) : Chapter title (at top) and Section title (at bottom)

─ (5) : Issue Date

─ (6) : Chapter

─ (7) : Revision number

─ (8) : Issue number

Footer :

Authority: Director of Flight Operations, AirAsiaBerhad

(1)

(3)

(6)

(7)

(8)






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 14


─ (1) : Authority

Every Chapter is preceded by a Table of Content for that Chapter.

0.2.7 Revisions

0.2.7.1 Normal Revisions

Issued periodically to cover non-urgent corrections, changes and/or to add newdata.

0.2.7.2 Intermediate Revisions

They are issued between normal revisions to cover the changes. They arenumbered inascending sequence e.g. 1A, 1B, 1C…, for intermediate revisionsissued between normalrevision 1 and 2. They are accompanied by filinginstructions and an updated LEP.

0.2.7.3 Temporary Revisions

Temporary Revisions (TR) are printed on yellow paper and are issued to coverurgent mattersarising between normal revisions. They are accompanied by filing

instructions and anupdated list of effective TR.

0.2.8 Filing Instructions

Use the filing instructions as follows :

REMOVE : The page must be removed. It may be replaced by a newpage if associated with an INSERT instruction. If not, thepage is cancelled.

INSERT : The page must be inserted. If not associated with a REMOVEinstruction, the page is new and does not replace an existingone.

0.2.9 List of Effective Pages

The manual after revision must comply with the List of Effective Pages (LEP), whichlists all thepages that are in the manual. The new pages are indicated by ‘N’ andthe revised pages by ‘R’.






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 15


Figure 1

AMENDMENT PROPOSAL FORM

The following amendment/addition/deletion* is proposed to Para.................. of the Flight Attendant Policy Manual:

*Delete where applicable

PROPOSED AMENDMENT: (continue on separate sheet ifnecessary)

REASON FOR AMENDMENT

Proposed by: Reviewed By:

--------------------------- --------------------------Name: Name:

PROPOSED AMENDMENT APPROVED: YES/ NO Reason(s) if not approved:

______________________________________________________

______________________________________________________

Authorised by:

-------------------------------------

Name:Position: Flight Attendant Manager

Date proposer is informed of decision:






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

Page 16


Guidelines on the completion of this Form

Proposed amendments to the Flight Attendant Policy Manual will be consideredonly if submitted on this form.

This form should be completed, signed and handed to the FAM forcomment/approval.






Issue Date 01DEC12

Issue 03 REV 00

Chapter 0

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Process of Amendments and Revisions

FAMreviewsproposal

Amendment Accepted?

Proposer submitsProposalto FAM

FAM to advise FA withregards to proposal

outcome

FAM to submit report toProposer indicating

reason(s) why proposal

is not acceptable.

FAM to informProposer of decisionand prepares FAC tobe sent out to all FAs.

NO

YES

Review Process:FAM to determine if Proposal is acceptable






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Page 18






ORGANISATION AND RESPONSIBILITIES

Table of Contents

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Chapter 1

Page 1


CHAPTER 1 – ORGANISATION AND RESPONSIBILITIES

1.1 ORGANISATION STRUCTURE 2

1.1.1

1.1.2

1.1.3

Company Organisational Structure

MAA Flight Attendant Department Organisation Chart

Key Organisational Appointments

2

3

4

1.2

1.2.1

1.2.2

1.2.3

1.2.4

1.2.5

1.2.6

1.2.7

1.2.8

RESPONSIBILITIES AND DUTIES

Flight Attendant Manager (FAM)

Assistant Flight Attendant Manager (AFAM)

Career Development and Recruitment Executive

Flight Attendant Executive (FAE) Grooming

Flight Attendant Executive (FAE)

Senior Flight Attendant (SFA)

Flight Attendant (FA)

Administrator

5

5

6

6

7

8

9

11

12





Table of Contents

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1.1 ORGANISATION STRUCTURE

1.1.1 COMPANY ORGANISATIONAL STRUCTURE

Please refer to OM-A Chapter 1 – Organisation and Responsibilities





Table of Contents

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1.1.2 MAA FLIGHT ATTENDANT DEPARTMENT ORGANISATION CHART

Flight AttendantManager

Farhana Ahmad Faisal

SFA

Asst. Flight AttendantManager

Rajganthan Baskaran

Director of FlightOperations

Capt Ahmad RidzwanMohd Salleh

Flight Attendant

Executives

Career Development &

Recruitment Executive

FA

Administrator

Flight Attendant Executive(Grooming)





Table of Contents

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1.1.3 KEY ORGANISATIONAL APPOINTMENTS

a) Flight Attendant Manager

b) Assistant Flight Attendant Manager





Responsibilities and Duties

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1.2 RESPONSIBILITIES AND DUTIES

1.2.1 FLIGHT ATTENDANT MANAGER (FAM)

The Flight Attendant Manager is responsible to the Director of Flight Operations for

the following:

─ Establishing, in cooperation with People Department the company’s recruitmentpolicy and selection of new Flight Attendant Members;

─ To maintain a high operational, safety and efficiency on Flight Attendants;

─ Recommending to the DFO to call a hearing into the investigation of any

accidents, incidents, irregularities and violation of any laid out regulationsinvolving Flight Attendant personnel;

─ Organising and scheduling line check flights to track the professional standardsand the development requirements of his personnel;

─ Co-coordinating with the Flight Operations Manager and the Administrator CrewPlanning & Scheduling the requirements for Flight Attendant numbers;

─ The selection of Flight Attendant Executive;

─ Representing Flight Attendant Department in relations with other departmentswithin AirAsia;

─

Co-coordinating with Maintenance Department in regards to cabin-related issues,such as safety equipment as well as technical installations in the cabin with theaim to enhance passenger safety and comfort;

─ Co-coordinating supply requirements for in-flight services;

─ To ensure a smooth administration and operation of AirAsia’s in-flight service inaccordance with AirAsia and legal requirement;

─ To ensure that the mandatory requirements of the Flight Attendants are current,renewed or obtained;

─ To ensure all manuals and instructions used by and related to inflight servicesare valid and current;

─ Planning the Flight Attendants’ training in order to enhance the in-flight standard;

─ Timely issuance of the Flight Attendants’ rosters and Flight Attendants’ voyagereport;

─ Monitoring overall processing and action of Flight Attendants’ voyage reports;

─ Liaising with Corporate Quality pertaining the Flight Attendants’ performance andstandard. Collecting data and material for updates in the weekly QualityImprovement Forum;

─ Advising the Director of Flight Operations on in flight service performance andconduct of Flight Attendants;

─ To plan on Flight Attendant Department budgets; and

─ To carry out other duties assigned by DFO.






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1.2.2 ASSISTANT FLIGHT ATTENDANT MANAGER (AFAM) - OPERATIONS &

IN-FLIGHT

The Assistant Flight Attendant Manager is responsible to the Flight AttendantManager for the following:

─ To prepare and update all Flight Attendant manuals;

─ To conduct briefing for newly intake Flight Attendants

─ To conduct supernumerary briefing and write report;

─ Counsel and brief crew;

─ To submit monthly report to Flight Attendant Manager on the performance of

crew;

─ To check daily administrations and monitoring of monthly roster;

─ To monitor grooming of Flight Attendants;

─ To inform crew on changes in In-flight service and other areas;

─ To conduct classes for Flight Attendants when applicable;

─ Giving feedback to the Academy when after receiving information from Quality tofurther improve training content; and

─ To do other duties assigned by Flight Attendant Manager.

1.2.3 CAREER DEVELOPMENT & RECRUITMENT EXECUTIVE

Primary Responsibilities:

─ To explore creative methods by using marketing techniques and networking to

attract suitable candidates

─ To build relationship and develop good rapport with colleges / universities

─ In charge to receive and review applications

─ To conduct due diligence on candidates for suitability of the post prior to hiring

─ Brief candidates on responsibilities , salary and benefits of the job

─ Plan , execute and liaise with relevant departments for recruitment initiative

─ Plan and strategize succession plan for FAD

─ Liaise with academy to ensure enhancement trainings are carried out

─ Welfare/Benefit / Communication/ Foreign crew

─ Accommodation of outstation crew

─ Compliment deserving Crew

─ Monitor / manage Flight Attendant Discipline Issues






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1.2.4 FLIGHT ATTENDANT EXECUTIVE (FAE) – GROOMING

Primary Responsibilities:

─ To supervise and maintain a high standard on Flight Attendants grooming and

image.

─ To advise Flight Attendants on all aspects of grooming , including nutrition,

health, fitness and image.

─ To keep abreast on developments in Grooming Industry with regards to products,

which may enhance grooming standards.

─ To liaise with Purchasing Department in the issuance of new uniforms and

replacement, as well as all matters pertaining to uniforms and accessories.

─ To update crew on latest grooming and uniform issues through emails.

─ To reply to eVR on grooming matter and take action accordingly.

─ To check and release Flight Attendant for flight upon returning from maternity,

Long Term Absence

─ To recommend annual leave and unpaid leave to FAM for Flight Attendant who

were grounded due to weight, complexion and other matters.

─ To attend preliminary and final interviews for Flight Attendant new intake.

─ To select Flight Attendant for promotional work when required and liaise with

relevant departments.

─ To action on Flight Attendant Performance Appraisal reports and take action

accordingly.

─ To take corrective action on any deviation and non-compliance to the Grooming

standards as stipulated in the grooming manual.

Secondary Responsibilities:

─ To support FAM or AFAM in overall responsibilities and attend to ad-hoc duties

as and when required.

─ To attend meetings on grooming (uniform) related matters.

─ To liaise with consultants on make-up, hair products and any cosmetic items that

will benefit crew.

─ To attend grooming related courses.






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1.2.5 FLIGHT ATTENDANT EXECUTIVE (FAE)

The Flight Attendant Executive is responsible to the Flight Attendant Manager for thefollowing:

─ To do check flights. Submitting report on crew performance on in flight serviceand other relevant areas;

─ Monitor on overall performance and standard of Flight Attendant (SFA/FA);

─ Produce weekly/monthly report pertaining to job performance of Flight

Attendants;

─

Mentor to SFA/FA; ─ To work closely with Quality department to ensure high standard of service by the

Flight Attendants;

─ To conduct survey on customer service, safety emergency procedures, aircraft

familiarization, communication skills, food &beverage, cabin management, gate

management, personal appearance, welfare and hygiene;

─ To assess and submit report on crew performance on in flight service and other

areas;

─ To counsel and brief Flight Attendants;

─ To do other duties assigned by Flight Attendant Manager.






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1.2.6 SENIOR FLIGHT ATTENDANT (SFA)

The SFA shall have overall responsibility to the aircraft commander for the conduct

co-ordination and performance of the cabin operations and safety duties :

─ direct, co-ordinate and organize the functions and tasks of Flight Attendant;

─ be responsible for maintaining good discipline among all Flight Attendant whilst

on duty;

─ be responsible to the Commander for the conduct and co-ordination of cabin

safety and emergency procedure(s) as specified in the Operations Manual; ─ be responsible to report Cabin Secure before take-off and landing;

─ inform the flight crew of any irregularities and malfunctions in the cabin;

─ report any incidents which occur during flight by using the reporting system (i.e.

Air Safety Reports / eVR). In all such cases, a copy of the report shall be

communicated to the Commander concerned; and

─ ensure the orderly handover of the aircraft to the new Flight Attendants taking

over.

─ they ensure cabin safety under the overall authority and responsibility of the

Commander (i.e. the safety of the passengers and security of cabin load and

galleys);

─ maintaining a thorough working knowledge of Flight Attendant emergency drills

and procedures, as laid down in the Safety Emergency Procedures (SEP)

Manual. In the event of an emergency he/she is responsible to the Commander

for putting into effect the relevant procedures and emergency drills.

─ report to the Commander any incident that has endangered or could have

endangered the safety of the operations;

─ being thoroughly familiar with all Company aircraft galley equipment, catering

stowage's and passenger amenity equipment and their operation;

─ ensuring that they maintain a high standard of public conduct whilst in

circumstances in which they could reasonably be recognised as being Company

aircrew;

─ ensuring they present a good appearance when wearing the Company’s uniform;

─ liaison between passengers and the flight crew; and

─ provide optimum comfort and service to the Company's customers.

─ To adhere to all CIQ requirements.






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1.2.6.1 Pre Flight Responsibilities:

─ Ensuring that all galley equipment, catering stores, dry stores and lose equipment

on board is properly and securely stowed;

─ Carrying out pre-flight routine inspections of the aircraft and its equipment as may

be prescribed in the Operations Manual and Flight Attendant Safety Procedures

Manual;

─ Ensuring that all passengers are properly and completely briefed as prescribed in

the Operations Manual and Flight Attendant Safety Procedures Manual; ─ Ensuring that all appropriate and necessary documents are on board the

aeroplane before its doors are closed for departure;

─ In an emergency situation, meticulously carrying out such appropriate emergency

or abnormal procedures as may be laid down in the Operations Manual and

Flight Attendant Policy Manual.

1.2.6.2 Post Flight Responsibilities:

─ Completing any reports and records that the Company or any other responsible

authority may require;

─ Making such entries concerning cabin defects in the Cabin Defects Log as may

be appropriate;

─ Taking all reasonable precautions to ensure cabin and galley are properly

secured;

─ Adhere to all CIQ requirements.






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1.2.7 FLIGHT ATTENDANT (FA)

FA is responsible to the aeroplane Commander and shall carry out his instructions

and assist him in the safe operation of the aeroplane:

─ they ensure cabin safety under the overall authority and responsibility of the

Commander (i.e. the safety of the passengers and security of cabin load and

galleys);

─ maintaining a thorough working knowledge of Flight Attendant emergency drills

and procedures, as laid down in the Safety Emergency Procedures (SEP)

Manual. In the event of an emergency he/she is responsible to the Commanderfor putting into effect the relevant procedures and emergency drills.

─ report to the SFA/Commander any incident that has endangered or could have

endangered the safety of the operations;

─ being thoroughly familiar with all Company aircraft galley equipment, catering

stowage's and passenger amenity equipment and their operation;

─ Ensure to maintain the high standards and good appearance in public at all

times.

─ To adhere to all CIQ requirements.

1.2.7.1 Pre Flight Responsibilities:

─ Ensuring that all galley equipment, catering stores, dry stores and lose equipment

on board is properly and securely stowed;

─ Carrying out pre-flight routine inspections of the aircraft and its equipment as may

be prescribed in the Operations Manual and Flight Attendant Safety Procedures

Manual;

─ Ensuring that all passengers are properly and completely briefed as prescribed in

the Operations Manual and Flight Attendant Safety Procedures Manual;

─ In an emergency situation, meticulously carrying out such appropriate emergency

or abnormal procedures as may be laid down in the Operations Manual and

Flight Attendant Policy Manual.

1.2.7.2 Post Flight Responsibilities:

─ Taking all reasonable precautions to ensure cabin and galley are properly

secured.

─ Adhere to all CIQ requirements






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1.2.8 ADMINISTRATOR

The Administrator is responsible to the Flight Attendant Manager for the following :

─ To keep departments files and records updated

─ Prepare memo or/and e-mails both internal and external

─ Compile submission of reports (i.e. Safety, PD etc)

─ To prepare the payroll for the Flight Attendant

- claims- sector allowances

- productivity allowances

─ To track departmental office stationery and documentation stock inventory levels

are sufficient to meet daily requirements.

─ To prepare staff travel requisition forms.

─ To be familiarized with the Geneva System to maintain and update FA records.

─ To collate and compile daily voyage report

─ To generate summary of daily voyage reports to disseminate to relevant parties

─ To file and upkeep all voyage reports.

─ To track all MC’s, verify and filing.

─ Compile/Verification/submission of Leave forms

─ Uniforms and Accessories Inventory

─ To involve in Recruitment Process

─ Updating FA profile




OPERATIONAL CONTROL AND SUPERVISION

Table of Contents

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Chapter 2

Page 1


CHAPTER 2 – OPERATIONAL CONTROL AND SUPERVISION

2.1 SUPERVISION OF THE OPERATION 2

2.1.1 General 2

2.1.2 Specific Responsibilities 2

2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION 4

2.2.1 Flight Crew notices and manufacturer’s Advices 4

2.2.2 Authority and Classification 5

2.2.3 Distribution 5

2.2.4 Review 5

2.2.5 Aircraft Manufacturer’s Advice 5

2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAM 6

2.3.1 Flight Safety Policy 6

2.3.2 Air Safety Policy 6

2.3.3 Safety Culture 6

2.3.4 Staff- Air Safety Responsibilities 7

2.4 OPERATIONAL CONTROL 8

2.4.1 Definition 8

2.4.2 Chief Pilot Operations 8

2.4.3 Flight Operations Management Responsibility 8

2.4.4 Flight Despatch Responsibility 8

2.4.5 Commander Responsibility 9

2.5 POWERS OF AUTHORITY 10





Supervision of the Operation

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2.1 SUPERVISION OF THE OPERATION

2.1.1 GENERAL

AirAsia must exercise operational control to establish and maintain a method of

supervision of FAD; such method must be approved by the DCAM.

AirAsia shall :

─ ensure that FAD are in conformance with the requirements of the AOC and all

applicable regulations;

─ ensure that FAD personnel are competent, proficient and qualified;

─ establish a management structure which satisfies DCAM and matches to the

operating network and scale of FAD;

─ provides and maintain the infrastructure necessary to produce safe and secure

operations i.e. building workspaces, associated utilities, facilities for people in

the organization, support equipment including tools … etc;

─ produce, provide and maintain the Flight Attendant Policy Manual for the use

and guidance of operations personnel; and

─ ensure that all operations personnel are properly instructed, have demonstrated

their abilities in their particular duties and are aware of their responsibilities andof the relationship of such duties to the operation as a whole.

The FAM has overall responsibility for ensuring that this control and supervision are

fully maintained.

2.1.2 SPECIFIC RESPONSIBILITIES

The Flight Attendant Manager is responsible for the overall safety of AirAsia Flight

Attendant. FAD is responsible for the strategic implementation of the operational

plan.

The Flight Attendant Department administrators will be in charged on the

maintenance of all Flight Attendant records.





Supervision of the Operation

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Documents Storage Periods

Information Used for the Preparation and Execution of the Flight :

Flight Attendants Records :

Type of Flight Attendants Records Retained by Time to be Kept

Flight, Duty and Rest time (Note) Crew Rostering 15 months

Initial training conversion and

differences training (including checking) FAM

As long as the crew

member isemployed by AirAsia

Recurrent and Refresher Training(including checking)

FAM

Until 12 monthsafter the Flight

Attendant has leftthe employment

Dangerous Goods training FAM 3 years





System of Promulgation of Additional Operational

Instructions and Information

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2.2 SYSTEM OF PROMULGATION OF ADDITIONAL OPERATIONAL INSTRUCTIONSAND INFORMATION

Information on an operational matter which is supplementary to that contained in the

Flight Attendant Policy Manual is either of a semi-permanent or of an ad hoc nature.

The following modes of publication/communication for promulgation may be used:

─ Temporary Revisions.

─ Air Crew Notice (ACN).

─ Print (Leaflet, Circular, Booklet), distributed by company mail.

─ Distribution into crew mail boxes.

─ Intranet; enabling all AirAsia’s departments to receive or distribute information

at stations where flights and/or operations personnel have access to a

terminal providing and/or accepting information in or for central storage.

─ Text messages.

2.2.1 Flight Attendant Circular (FAC)

Operational information which is of a temporary or transient nature, or which requires

immediate action pending its incorporation into the Flight Attendant Policy Manual,

will be published by means of Flight Attendant Circular (FAC). These will also be

used to advise Flight Attendant and other staff members on the distribution list, of

amendments to operations and flight manuals. Where the manual involved is not

issued on a personal basis, the notice will contain brief details of the amendment.

These notices will further be used to bring significant changes in legislation to the

attention of staff. They will also be used for the dissemination of other operational

information of general interest found in such publications as aeronautical information

circulars, flight safety reports and notes.





Operation Control

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2.2.2 AUTHORITY AND CLASSIFICATION

Flight Operations Circular (FOC) is issued by the Director of Flight Operations andwill be classified as follows:

a. Flight Operations Circular: Administration

b. Flight Operations Circular: Operations - Flight Crew and/or Flight Attendant

c. Flight Operations Circular: Technical

d. Flight Operations Circular: Safety & Security

e. Flight Operations Circular: Training & Standards

f. Flight Attendant Circular: Flight Attendant Department (FAD)

2.2.3 DISTRIBUTION

Distribution will be in accordance with the published list and an index provided for

ease of reference in each volume of Notices. It shall be disseminated through the

intranet and all flight crew are responsible to ensure that each individual’s mailbox is

kept open for company mails.

2.2.4 REVIEW

FAPM will be reviewed once every 12 months. The Flight Attendant Department with

the Director of Flight Operations will review all notices to ensure that, where

necessary, action has been taken to incorporate the contents as amendments to the

appropriate manuals and to remove those Notices which are no longer valid or which

in their opinion may be removed as sufficiently promulgated. A notification of

instructions still in force will then be issued as itself a numbered notice in the series.

2.2.5 AIRCRAFT MANUFACTURER’S ADVICES

A320-200 Operational Information Telex/Bulletins





Operation Control

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2.3 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAM

2.3.1 Flight Safety Policy

There will always be hazards, both real and potential, associated with the operation

of any aircraft. Technical, operational and human failures induce the hazards. The

objective of the Company accident prevention and flight safety programme is to

address and control them.

This is achieved by the careful recording and monitoring of operational, engineering,and human safety-related occurrences for adverse trends in order to prevent the

recurrence of similar incidents which could lead to an aircraft accident.

2.3.2 Air Safety Policy

The highest level of safety in all of our operations shall be the primary attribute of all

AirAsia services.

Accordingly, the predominant factor in all operational decisions shall be that which

provides the best means of achieving the required safety objective. Air Safety takes

precedence over any commercial, operational, environmental or working practiceconsiderations. The Air Safety implications of any decision must be considered

before that decision is implemented.

2.3.3 Safety Culture

Safety is the primary consideration in the operation of air services by AirAsia. The

aircraft and equipment used in the provision of these services are selected and

maintained to meet the highest standards of safety.

Every staff member in the airline has a responsibility for Air Safety. The staff

members provide the essential safety link between the airlines aircraft, its equipmentand its customers.

The culture of AirAsia is that the staffs accept that responsibility and take an active

interest in Air Safety. In sharing this responsibility, each staff member is encouraged

to be vigilant for any sign that they believe may impact on Air Safety and to report

accordingly.

The Safety Department, as the central reporting point, is an important element of this

culture.

Air transport is the defined core business of AirAsia and the provision of a safe air

transport service is the primary aim of the airline, so the optimization of Air Safetyhas overriding priority for all personnel in AirAsia.





Operation Control

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2.3.4 Staff – Air Safety Responsibilities

Each individual staff member will maintain a constant awareness of their prime

responsibility to deliver a safe service to our customers. In decision making and task

accomplishment nothing will be allowed to take precedence over the safety of the

operation.

All staff members shall be fully aware of AirAsia Air Safety policy and will implement

that policy as part of their normal duties.

It is expected that staff members will take an active interest in Air Safety as it applies

to their particular function and also in a general sense so that their safety knowledge

will enable them to make informed decisions.





Operation Control

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2.4 OPERATIONAL CONTROL

2.4.1 Definition

Operational control is the conduct of operational planning, the exercise of authority

over initiation, continuation, diversion, termination or cancellation of a flight and the

exercise of authority to carry out the recovery from operational irregularities.

Operational control is exercised so as to ensure safety and regulatory compliance,economy, passenger comfort and schedule keeping of all flight operations. Safety

and regulatory compliance are the main considerations.

2.4.2 Chief Pilot Operation

CPO has overall responsibility and authority for operational control which is exercised

through all the elements of the Flight Operations department in accordance with CAR

1996, the Operations Manuals and the other departmental manuals.

CPO, Department Managers and Flight Dispatch exercise operational control up to

the time a Commander commences his duty for a flight. Thereafter the Commander

shall exercise immediate operational control over the flight in co-operation with Flight

Dispatch and Maintenance and he shall base all decisions on the requirements of the

Operations Manual and the need to achieve the safest possible operation of his flight.

Although immediate Operational control is delegated to the Commander for the

duration of his flight, the CPO retains responsibility for the support of the Commander

and to provide any operational assistance that may be required.

The elements of Operational control are:

─ CPO and Managers within Flight Operations;

─ The Operations Manual, Operational policies and procedures;

─ Flight Dispatch;

─ Commander.





Operation Control

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2.4.3 Flight Operations Management Responsibility

Managers within Flight Operations department support the CPO in his responsibilities

for the exercise of operational control.

2.4.4 Flight Dispatch Responsibility

The responsibility of all AirAsia flight is exercised through Flight Dispatch, who shall

ensure:

─ to monitor all flights from point of origin to final destination, including any

intermediate destinations or diversions

Flight Dispatch shall react in an appropriate manner to operational irregularities by

crew member changes (e.g. standby or by other means), aircraft changes or

changing the aircraft's planned schedule (e.g. early departure, delay, re-routing,

cancellation of flight, diversion of flight en-route).

2.4.5 Commander Responsibility

Once a Commander has commenced flight duty, the Flight Dispatch shall inform and

consult him about all matters concerning his flight, crew and the aircraft.

Once the flight has commenced, the authority to exercise control rests with the

Commander. The Commander may consult with Flight Dispatch at any time foradditional information or assistance i.e. deviation from the planned route, diversion or

any other operational irregularities through the use of any available communication

system such as ACARS / Stockholm Radio / SATCOM.

He must report to the DFO and if necessary to the Chief Pilot Flight Safety, any

operational procedure deviation and any event providing useful information for the

enhancement of flight safety.

It is through the structure of management that a Captain is designated as

Commander of a particular flight and the responsibility for control of that flight thus

delegated to him during the period he is in command. However, a Commander willinform OCC of any deviation from the planned flight as soon as possible.

It is also through this structure of management that a Commander is held

responsible for the exercise of his authority, which in terms of safety is the same

within the Company as under the general law. In the discharge of his

responsibilities, he must comply with all regulations and instructions that relate to

his duties, departing from them only when such action is necessary to avert danger.

Any such departure must be allowed as soon as possible by notification in writing to

the Director of Flight Operations, giving the reasons for the action taken.

The Commander is also given authority over the operating crew to ensure that theyperform their duties to the standard required by the Company and in accordance with

its instructions and procedures.





Powers of Authority

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2.5 POWERS OF AUTHORITY

The DCAM has the power to deliver the right to operate by means of an Air Operator

Certificate (AOC).

An AOC may be varied, suspended or revoked if the DCAM is no longer satisfied that

the operation is safe.

The DCAM has the privilege to grant an exemption from any requirement prescribed

in the respective regulations. In such a case, the Authority is responsible for ensuring

that an acceptable level of safety can be maintained.

The Chief Executive Officer, the Director of Flight Operations, the Chief Pilot

Operations, the Director of Safety & Security, and the Chief Pilot, Training &

Standards must be acceptable to the DCAM. The DCAM has the right to interview

any nominee or call for additional evidence of his suitability before deciding upon his

acceptability.

The DCAM has the power to:

Determine the adequacy, relevance and consistency of the AirAsia’s compliance

with the requirements;

Assess the efficiency of AirAsia’s Internal monitoring procedures and confirm theavailability of sufficient resources and proper processes, as documented by

AirAsia’s Quality System;

Verify by means of inspections, compliance with the requirements and the

effectiveness of AirAsia’s Quality System.





Powers of Authority

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The DCAM has the power to assess the continued competence of AirAsia by

inspection and monitoring of:

Infrastructure

Manuals

Training

Crew Records

Maintenance

Ramp

Equipment

Pre-flight preparation

Release of Flight / Dispatch

Flight

Ground

Dangerous Goods

Quality System and results of operator's Quality Audits

Any time such an inspection is conducted in the premises of the Company, a competent

member of the department inspected shall accompany the member of the DCAM.

For flight inspections, a DCA inspector or DCA authorised personnel will present an Aviation

Safety Inspector credential, to the pilot in command of an aircraft. The Inspector must be

given free and uninterrupted access to the pilot’s compartment and cabin of the aircraft.

The DCAM has the power to issue Operational Directives in the interests of safe operations.

The Commander, on request of any authorized agent of the State in which he is operating,

will give access to that agent any or all documentation associated with operations through

that state that must be on board the aircraft.





Powers of Authority

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Page 12






QUALITY SYSTEM

Reserved

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Chapter 3

Page 1


CHAPTER 3 – RESERVED





QUALITY SYSTEM

Reserved

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Chapter 3

Page 2






CREW COMPOSITION

Table of Contents

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Chapter 4

Page 1


CHAPTER 4 –

CREW COMPOSITION

4.1 GENERAL 2


4.2 DESIGNATION OF THE AIRCRAFT COMMANDER 3

4.3 FLIGHT CREW INCAPACITATION 4

4.3.1 Chain of Command 4

4.3.2 Commander’s Seating Position 5




CREW COMPOSITION

General

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4.1 GENERAL

The minimum flight crew to be carried shall never be less than is stipulated in the

aircraft Flight Manual.

This number must and will be augmented as necessary in the case of individual

flights to satisfy the crewing requirements of the training manual and of the

Company’s flight time/duty time limitations as set-out in this manual.

4.1.1 FLIGHT ATTENDANT

The number of FA that must be carried on Malaysian registered aircraft for the

purposes of public transport is defined in the CAR 1996 as specified below.

Minimum Complement

The number of Flight Attendant that must be carried on Malaysian registered aircraft for the

purposes of public transport is defined in the Civil Aviation Regulations (CAR) 1996.

In the case of an aircraft with a total seating capacity not exceeding 200 passengers, there

shall not be less than one Flight Attendant for every 50, or fractions of 50 passengers in the

aircraft. The specific minimum Flight Attendant for A320-200 are stipulated in the SEP

manual – POLICY AND REGULATIONS, FLIGHT ATTENDANT REQUIREMENT;

In the event of incapacitation of Flight Attendant, the number of Flight Attendant attendants

carried on such a flight shall not be less than one cabin attendant for every 50 passengers or

a fraction thereof carried on the aircraft. Consideration must be given by the Senior

Crewmember to the relocation of Flight Attendant and to the effect on emergency and safety

procedures of the reduction in Flight Attendant;

Further reductions in the number of Flight Attendant carried can only be made if the prior

written permission from DCAM has been obtained. Details of the clearance must be given to

the Commander before departure;

In addition to the minimum legal requirements the Airline may increase the number of Flight

Attendant to provide a specified level of service;

It is AirAsia’s policy to operate passenger carrying services with Flight Attendants who have

been qualified on the aircraft type by virtue of an approved SEP Training course;

However, positioning operational crew may act in the cabin for emergency evacuation

purposes; and

Seat Occupancy during take-off and landing and during any pre-planned emergency: Flight

Attendant must occupy their allocated seats designed for that purpose. Where the number of

Flight Attendant exceeds the availability of Flight Attendant seats, the additional Flight

Attendant will normally occupy a seat in the passenger cabin if available. On aircraft

equipped with over-wing exits, the preference is a aisle seat adjacent to an over wing exit.They may leave their assigned stations when permitted by the Commander, for the purposes

of carrying out cabin service duties but must return to their assigned station whenever so

instructed by the aircraft Commander at any time during flight.




CREW COMPOSITION

Designation of the Aircraft Commander

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 4

Page 3


4.2 DESIGNATION OF THE AIRCRAFT COMMANDER

Irrespective of the number of crew carried, the Company will designate one of the

pilots to be the aeroplane Commander for a particular flight or series of flights. This

will normally be done by means of the published roster.




CREW COMPOSITION

Flight Crew Incapacitation

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 4

Page 4


4.3 FLIGHT CREW INCAPACITATION

Please refer SAFETY MANUAL, CHAPTER 5 EMERGENCY PROCEDURES

4.3.1 CHAIN OF COMMAND

The Chain of Command will be in the following order:

─ Commander.

─ Captains. (Note 2 below)

─ Senior First Officer. (Note 1 below)

─ First Officer. (Note 1 below)

─ Second Officer. (Note 1 below)

─ Senior Flight Attendant (SFA).

─ Other cabin crew in order of seniority.

Note (1): In order of rank and/or seniority (staff no.)

Note (2): Where two captains are flying together the Captain on the left-hand seat

will assume command except in the case of a Training Captain who has been

assigned to training or checking duties on the flight and is occupying the left-hand or

right-hand seat. In such cases, the Training Captain shall have command. He shall

not have command and no command responsibilities, when conducting a check flight

from the jump seat.

When an extra Pilot is carried to provide in-flight relief the following shall apply:

─ the captain of the main crew is the legal Commander of the flight and must be

seated at the controls for take off and landing

─ a captain operating as a relief crewmember shall operate under the command of

the legal Commander of the aircraft. He will assume command only in the event

of the incapacitation of the Commander.

Note: Refer OM-A chapter 1.7.2




CREW COMPOSITION


Issue Date 01DEC12

Issue 03 Rev 00

Chapter 4

Page 5


4.3.2 COMMANDERS SEATING POSITION

When the normal Flight Crew complement is carried, the Commander must always

occupy the left hand seat on the flight deck.

Captains are not normally permitted to fly together, unless specifically rostered.

Permitted exceptions are:

- Training Commanders conducting required training duties;

- Commanders operating as in-flight relief crew during cruise;

- Management and route Check Commanders conducting required duties;

- Right hand seat qualified commanders.

A Captain qualified to operate in the right hand seat may carry out the duties of thatposition, including take-off and landing.




CREW COMPOSITION


Issue Date 01DEC12

Issue 03 Rev 00

Chapter 4

Page 6






QUALIFICATION REQUIREMENTS

Table of Contents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 1


CHAPTER 5 –


5.1 GENERAL 2

5.1.1 Licenses / Qualification / Competency 2

5.2 FLIGHT ATTENDANT 3

5.2.1 Senior Flight Attendant (SFA) 3

5.2.1.1 Acting Senior Flight Attendant 3

5.2.2 Flight Attendant (FA) 3

5.2.3 Flight Attendant (FA) Medical Fitness 4

5.2.4 Recency 4

5.2.5 SEP Ground/Line and Enroute Cabin Safety Observation 5

5.2.6 DCAM Enroute Cabin Surveillance Inspection 5

Flow Chart – Ground and Cabin Line Check 6

5.3 TRAINING, CHECKING AND SUPERVISORY PERSONNEL 7

5.3.1 Training Records 7

5.3.2 Safety Examiners 7

5.3.3 Qualification Requirements 7





General

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 2


5.1 GENERAL

5.1.1 LICENSE / QUALIFICATION / COMPETENCY

Before acting as an operating member of the flight crew of a Company aircraft, each

person must hold the applicable valid Certificate of proficiency and ratings that

comply with the requirements of the DCAM, and are appropriate to the duties being

performed. He shall satisfied the requirements laid down which reference for FA

(532) and be suitably qualified and competent to conduct the duties assigned to him.

Crew members are required to carry their valid SEP card.

All Flight Attendants are responsible for the renewal of their Certificates.





Flight Attendant

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 3


5.2 FLIGHT ATTENDANT

5.2.1 SENIOR FLIGHT ATTENDANT (SFA)

The Company will nominate a Senior Flight Attendant on every flight.

The Senior Flight Attendant designated as the Crew in Charge, will be responsible to

the Commander for the conduct and co-ordination of the cabin safety and emergency

procedures specified in the SEP manual.

The minimum experience level required to be promoted to Senior Flight Attendant, is

one year operating experience as an operating Flight Attendant and have completed

the necessary training program in accordance with AIC 3/99.

5.2.1.1 ACTING SENIOR FLIGHT ATTENDANT

The Company will designate an alternate for the Senior Flight Attendant in the event

he is unable to operate off base. This alternate must have completed at least six (6)

months of work as a Flight Attendant and completed the appropriate training.

5.2.2 FLIGHT ATTENDANT (FA)

A Flight Attendant must meet the following requirements:

Minimum age 18 years

Have passed an initial medical examination or assessment

Remain medically fit to discharge the specified Flight Attendant duties

Have completed an initial and type specific qualification course Have received satisfactory assessments

Have completed a suitable course

Flight Attendants must complete a conversion course before operating on a new type

and a differences course before operating on a new variant of a type or with new or

differently located equipment on an existing type. Flight Attendants are required to

carry their company license and a document containing a photo (passport) for

purposes of identification of the holder of the license on board the aircraft.





Flight Attendant

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 4


5.2.3 FLIGHT ATTENDANT MEDICAL FITNESS

Following the successful completion of an initial medical examination or assessment,

the Flight Attendant member is required to maintain the degree of medical fitness

necessary to enable her/him to carry out her/his duties. The Flight Attendant

Department will maintain medical records in respect of Flight Attendant.

The following Flight Attendant medical requirements are applicable:

General good health

Freedom from any physical or mental illness which might lead to incapacitation or

inability to perform Flight Attendant duties

Normal cardio-respiratory function

Normal central nervous system

Adequate visual acuity – 6/9 with or without glasses

Adequate hearing

Normal function of ear, nose and throat

5.2.4 RECENCY

Any crewmembers who have been absent from all flying duties for more than 06months shall complete the following training before undertaking the assigned duties:

Attend recurrent training (examination required and new SEP validity date given)

Opening of doors and exits in normal and emergency operation

Evacuation procedures including crowd control techniques

Location and handling of emergency equipment

Operate at least a familiarisation flight (minimum 02 sectors)

Note : Any crewmembers who have been absent from all flying duties for more than 24

months i.e due to long medical leave, must undergo the complete initial training before

allowed to operate as a crew





Flight Attendant

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 5


5.2.5 SEP GROUND/LINE CHECK AND ENROUTE CABIN SAFETY OBSERVATION

AirAsia Safety Examiners may perform, at any time ground/line check and enroutecabin safety observation without prior notification on any Flight Attendant.

All Flight Attendant must pass the check in order to resume flight duties. Failingwhich, the Flight Attendant shall be grounded for a minimum of 01 working day forthe purpose of revision and examination.

5.2.6 DCAM ENROUTE CABIN SURVEILLANCE INSPECTION

During the DCAM Enroute Cabin Surveillance Inspection, should the authorisedDCAM Surveillance Inspector find any Flight Attendant assessed not up to thestandards required, the particular Flight Attendant will be removed from flight by therelevant department to be re-assessed by the Company’s Safety Examiner.

The grounded Flight Attendant will only be allowed to resume flight duty once he/shehas successfully passed the SEP Ground Check.

Note : Refer Flow Chart of Ground and Cabin Line Check (page 6)





Flight Attendant

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 6


FLOW CHART –

GROUND AND CABIN LINE CHECK

YES

NO

YES NO

YES NO

NO

SEP GROUND/LINE CHECK AND ENROUTE CABINSAFETY OBSERVATION

&

DCAM ENROUTE CABINSURVEILLANCE INSPECTION

FA COMPLIANCE

REVISION ANDEXAMINATION BY SE

REVISION AND 1st RESITEXAMINATION BY SE

REVISION AND 2nd RESITEXAMINATION BY SE

REFERRED TO RELEVANT

DEPARTMENTS FORFURTHER ACTION

RESUME FLYING

DUTIES

REMOVE FROMFLIGHT





Training, Checking and Supervisory Personnel

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 7


5.3 TRAINING, CHECKING AND SUPERVISORY PERSONNEL

5.3.1 TRAINING RECORDS

The company shall make records of all conversion courses and recurrent training and

checking available on request to flight crewmembers.

5.3.2 SAFETY EXAMINER

The Safety Examiners are responsible to the Director of Corporate Safety and

Security for promoting, organizing, maintaining and ensuring a high level of safety

standard of Flight Attendant and as representative for all safety related

responsibilities of the Regional Director of Safety and Security.

5.3.3 QUALIFICATION REQUIREMENTS

The minimum level of experience and attributes required to be promoted to a Safety

Examiners are as follows:

The minimum experience level required to be a Safety Examiner are as follows:

A minimum of 02 years of experience as a Senior Flight Attendant with

AirAsia

A good personal record of Safety and First Aid examination results and

passed his/her previous SEP Line/Ground check

Well versed and conversant in both written and spoken English

Well versed and confident in the subject of Safety Emergency Procedures

(SEP) theory as well as in practical drills

Want to contribute to increasing the level of safety awareness among crew

members

Able to work independently with good work ethics and personality





Training, Checking and Supervisory Personnel

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 5

Page 8






CREW HEALTH PRECAUTIONS

Table of Contents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 1


CHAPTER 6 –


6.1 ILLNESS OR INCAPACITATION WHILE ON DUTY 2

6.2 INTERNATIONAL REGULATIONS 3

6.3 QUARANTINE REGULATIONS 4

6.4 GENERAL HEALTH 5

6.4.1 Alcohol Policy 56.4.2 Narcotics and Drugs – Policy 66.4.3 Anesthetics 66.4.4 Medication, Drugs and Flying 66.4.5 Sleeping Tablets/Hypnotic 66.4.6 Anti-Histamines 76.4.7 Immunization 76.4.8 Blood Donation 76.4.9 Deep Sea Diving 76.4.10 Sleep and Rest 76.4.11 Fitness 76.4.12 Surgical Procedures 76.4.13 Diurnal Rhythm 76.4.14 Fatigue 86.4.15 Pregnancy 8

Sample of Fatigue Report Form 9

6.5 TROPICAL MEDICINE 106.5.1 Tropical Climate 106.5.2 Hygiene 10

6.5.3 Tropical Disease 116.5.4 Main Tropical Diseases 12

6.6 FOOD HYGIENE 16

6.7 FOOD POISONING 17

6.8 MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT 18





Illness or Incapacitation While on Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 2


6.1 ILLNESS OR INCAPACITATION WHILE ON DUTY

Any crew who becomes ill or incapacitated while on flight duty or during a stop over

period outstation must, report the matter to the Commander at the earliest

opportunity. The commander should immediately contact the Operations Department

by the speediest means available.

The Commander should be aware that a sudden deterioration in health might be an

indication of the onset of a dangerous or infectious complaint. Carriage of a flight

crew or Flight Attendant who is ill is not authorised without permission from the

medical examiner.

Carriage of ill crew could prejudice AirAsia's position in several ways :

International health regulations;

Liability to the staff member concerned, should a serious illness ensue; and

Invalidation of the insurance of the aircraft; or

Significant decrease in the safety of the flight, if there was a reduction in the

number of available crew.

The Commander must ensure that a doctor is called at the earliest opportunity to

examine the crew concerned. A certificate must be obtained stating whether the

individual is fit for duty, or alternatively for travel. The Commander is authorised to

arrange any tests necessary to ascertain the condition of the individual concerned.

The Commander and the crew must submit a written report as soon as possible on

return to base. Commanders should notify in advance the arrival time at base of any

crew positioning due to illness to the Director of Flight Operations or Chief Pilot

Operations, through Operations Control Center.

Commanders have an overall responsibility for ensuring that all of the crew is fit for

duty, even if a report of sickness is not received. Where any doubt exists, a

Commander must ensure that a doctor sees the individual concerned and that the

report from the doctor is forwarded to AirAsia, at the earliest opportunity.

In the case of a Commander being incapacitated, the normal change of command to

the Co-Pilot applies, refer to Chapter 4.3.





International Regulations

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 3


6.2 INTERNATIONAL REGULATIONS

The Commander/Agent must report all cases of illness on-board the aircraft

(excluding cases of airsickness and accidents) on landing at an airport. The details

are to be given in the appropriate part of the Aircraft General Declaration. Cases of ill

passengers disembarked during the flight must also be reported on arrival.

Where cases of illness occur during the flight and the passenger disembarks at a

transit station during the flight, this occurrence must also be reported on arrival at

final destination.





Quarantine Regulations

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 4


6.3 QUARANTINE REGULATIONS

Any SFA or FA duties e.g. when FA notices a sick patient with chicken pox, they

need to inform the commander.

When a passenger on-board shows symptoms which might indicate the presence of

a major disease, the Commander of an arriving flight must ensure that the airport

medical or health authority has been informed.

It is the responsibility of airport medical or health authorities to decide whether

isolation of the aircraft, crew and passengers are necessary.

On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark

or attempt to off load cargo or catering until authorised by the airport medical or

health authority.

Each station, in conjunction with the airport medical or health authorities will devise a

plan that would provide, when necessary for:

transportation of suspected cases of infectious diseases by selected ambulance

to a designated hospital;

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

decontamination of the aircraft, passenger baggage, cargo and mail and any isolation

lounges used by passengers or crew suspected of having infectious diseases.





General Health

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 5


6.4 GENERAL HEALTH

6.4.1 ALCOHOL - POLICY

Although alcohol consumption may be socially acceptable, it has a detrimental effect

on human skills and efficiency, which is particularly noted in relation to flying duties.

The effects of alcohol are primarily related to levels in the blood, which vary

individually according to the quantity and rate of consumption and may remain an

insignificant quantity long after the last alcoholic intake.

Therefore alcohol must not be consumed by a crew member while on duty or during

the ten (10) hours proceeding the specified reporting time for a flight duty or standby

duty.

Furthermore, crew members, by regulation, must not commence a flight duty period

with a blood alcohol level in excess of 0.2 promille (0.020 gram/100ml).

Therefore, alcohol may be consumed only in moderation during the sixteen hours

proceeding the 10 hours period referred to above. As a guide, moderation should be

regarded as no more than 5 units of alcohol. One unit is equivalent to half a pint of

beer, a small glass of wine or a small measure of spirits.

Local state restrictions may be more restrictive than those laid down by

AirAsia and in such cases the State restriction must be observed.

No alcoholic drink is to be consumed in a public place at any time by any Company

employee while wearing full or partial uniform. At the discretion of the Director ofFlight Operations, exemption from this rule may be given on special occasions and

when attending special functions.

No alcohol, or containers for alcohol, may be taken to the flight deck during flight.

Any breach of the above regulations will result in severe disciplinary action and any

crew member who consumes alcohol within the period of 10 hours prior to a flight, or

standby duty, will be liable for dismissal.





General Health

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 6


6.4.2 NARCOTICS & DRUGS - POLICY

The use of narcotics and drugs, which have not been prescribed by a medical

practitioner, is expressly forbidden at any time. This guidance also applies to sleep

inducing drugs. Crew member found with banned substance will be subject to

summary dismissal.

6.4.3 ANESTHETICS

Flight crew must not operate:

within 48 hours following any general anesthetic

within 24 hours following any local anesthetic

6.4.4 MEDICATION DRUGS & FLYINGIt should hardly be necessary to stress that aircrew should not undertake flying duties

whilst 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. When in doubt, crew

members should seek the advice of a suitably qualified doctor to establish whether

medication being taken precludes flight duties or not.

In cases where a crew member is taking medication he could well ask himself the

following questions.

Do I feel fit to fly?

Do I need any medication at all?

Have I had a trial of this particular medication on the ground for at least twenty-

four hours before flight, to ensure it will not have any adverse effects on me?

Many medications may have adverse effects on the nervous system, which may be

more marked in flight than on the ground. As a general rule, if a crew member finds

it necessary to take, or has been prescribed some form of medication, his fitness to

fly must be suspect and he shall seek aero-medical advice before commencing or

continuing with flying duties. The following are some types of medication in commonuse which may impair reactions.

6.4.5 HYPNOTIC

Use of hypnotic (sleeping tablets) may dull the senses, cause confusion and slow

reactions. The length of time they act varies and crew MUST have expert medical

advice before using them. Warning: Sleeping Pills and Alcohol are a lethal

combination.





General Health

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 7


6.4.6 ANTI-HISTAMINES

All anti-histamines can produce side effects such as sedation, fatigue and dryness of

mouth. Commonly, they are included in medication for the treatment of common

cold, hay-fever and allergic rashes or reactions. Some nasal spray may also contain

anti-histamines. Very mild conditions of hay fever etc. may be controlled by small

doses of anti-allergic drugs, but a trial period is absolutely essential before flying

duties and in all cases expert medical advice must be sought.

6.4.7 IMMUNIZATION

Medical advice is to be sought concerning the period to be observed before returning

to flying duties following immunization.

6.4.8 BLOOD DONATION

Crew members should not normally act as blood donors. If, for any reason, they have

done so, they are to advise the Company immediately following each donation and

shall not undertake flying duties for at least 24 hours after they have given blood.

6.4.9 DEEP SEA DIVING

Crew members whose sporting activities include deep sea diving to a depth

exceeding 10 meters shall not fly within 48 hours of completing such diving activity.

6.4.10 SLEEP & REST

Although the controls on flight and duty periods are intended to ensure that adequate

opportunities are provided for crew members to obtain rest and sleep, individuals

should ensure that proper advantage is taken of such opportunities.

A crew member shall not perform duties on an aeroplane if he knows or suspects

that he is suffering from fatigue, or feels unfit.

6.4.11 FITNESS

No individual shall act as a member of the crew of a Company aeroplane if, for any

reason, his physical or mental condition is such that it could endanger the safety ofthe aeroplane or its occupants.

6.4.12 SURGICAL PROCEDURES

Aero-medical advice should be sought prior to returning to flying duties following any

surgical procedure.

6.4.13 DIURNAL RHYTHM

It is a well established fact that the human body has a diurnal cycle or rhythm. This

means that its chemical, psychological and physiological activity is high during

normal waking hours and is low during normal sleeping hours. They reach the lowestpoint at about 4.00 am. Flight across time zones, that is either east-west or west-





General Health

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 8


east, may interrupt the diurnal cycle. However, there is no proof that this is harmful

to health.

To minimize the tiring effects of interruption to their day-night biological cycle, flight

crew is advised:

when away from home, to adhere as much as possible to home time for

sleeping, eating and bowel function

to take adequate rest before flight

to eat light snacks at three or four hourly intervals to increase alertness

6.4.14 FATIGUE

A crew shall not commence a flight duty or continue a flight duty after an intermediate

landing if he is aware that he is too fatigued or will be too fatigued before the next

landing.

The basic responsibility in fatigue management rests with the individual crew who

shall report for duty in a reasonably rested state and in an emotionally fit state to

perform his expected duty. This includes attention to such factors as sleep, personal

fitness, health, lifestyle and activities prior to flight.

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.

In case of fatigue crew must seek medical advice.

In the case of crew stepping down from flight duties due to fatigue, the Fatigue

Report form shall be filled and submit within 24 hours to the Flight Attendant

Department. However, for data collection purposes, crew are encouraged to submit

the Fatigue Report voluntarily. Refer to page 9 for a sample of the Fatigue Report

Form.

6.4.15 PREGNANCY

A Flight Attendant who becomes pregnant must immediately, upon becoming aware

of such pregnancy, notify her management.

Certification of "unfitness to fly" shall be in writing from the attending physician and

shall indicate the expected date of delivery.

Upon receipt of such a notice, the Flight Attendant will be removed from flying duties.

At post maternity, FA must report to FAD with doctor’s letter. After verifying and

confirming the contents of the letter, the FA may be allowed to proceed for relevant

training prior to resuming flying duties. This shall also be subject to grooming

guidelines as stated in FA Grooming Manual.





General Health

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 9


Sample of Fatigue Report Form:





Tropical Medicine

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 10


6.5 TROPICAL MEDICINE

6.5.1 TROPICAL CLIMATETwo types of climate can be expected in the tropical zone:

The dry desert climate with very high day temperatures and very cold nights

The humid hot climate with both day and night high temperatures and humidityaround 90 %.

These very hot and humid conditions can be very tiring and tend to reduce workingintensity. When the surrounding temperatures are higher than those of the body, the

defense mechanism of the body gives off heat in the form of perspiration. If weperspire a lot we should increase our liquid and salt intake.

It is important to protect ones self from:

Ultraviolet radiation of the sun. This is the radiation that causes sunburn orsnow blindness. Protection against ultraviolet radiation is best achieved bylimiting our sunbathing to short periods, by the use of barrier creams andlotions and by the use of reliable sun glasses.

Infra-red radiation. This is the radiation that causes "sun-stroke" and can beguarded against by the use of light colored head wear.

Be careful of alcoholic intake. Siesta during the hot hours of midday isrecommended.

6.5.2 HYGIENEParticular care should be taken regarding hygiene in hot countries.

Drinking Water : Supply of pure drinking water is the exception in tropical andsub-tropical areas. Water from the tap must be regarded as infected, evenwhen it is merely used for brushing the teeth. A guiding principle should benot to drink any water, which is not purified by boiling, or by chemical

disinfection (chlorination). The common infections dealing with water aretyphoid fever, paratyphoid fever and dysentery.

Milk: Un-boiled milk can be a source of infection.

Recommended drinks: Boiled drinks and beverages in bottles. Make surethe bottles are opened in your presence.

Ice: Very often contaminated. Do not use ice in your drink.

Fruit: Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruit -

oranges, bananas, mangoes, pineapples, etc., wash fruit before peeling,wash grapes before eating.





Tropical Medicine

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 11


Salads and Raw Vegetables: Eating salads or raw vegetables runs the risk

of worm infestation or of contracting amoebic dysentery.

Meats: Eat only fresh meat, which has been freshly cooked. Avoid raw orcold meats.

Fish: Eat only fresh fish freshly cooked. Avoid shell fish especially oysters.

6.5.3 TROPICAL DISEASESTropical diseases are not confined entirely to the tropics but can occur almostanywhere. However their incidence and frequency are influenced by local factors.

Tropical diseases are mainly transmitted in the following ways: Through insect stings or bites

Through healthy skin by other parasites

Through food and drink

From the ground

Person to person

• The following insects transmit disease:

Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sand fly Fever

Lice transmit Typhus, relapsing fever and spotted fever

Rat Fleas transmit Plague.

• Protective measures against insects:Sleeping quarters should be free of insects. Use mosquito nets over beds. Netsshould be taut and should not come in contact with body, or use insecticide.Protect the skin by using an insect repellent.

• Following diseases are contracted through the skin:

Bilharzias: Aquatic snails act as intermediaries. The larvae of worms passfrom such snails into the water and on contact with the skin into the humanbody.

Weil's disease: The germs of this disease are excreted in rat’s urine. Theycan penetrate the skin of bathers.

Fungus Diseases: The fungus is present in tropical and sub-tropical inlandwaters, in shallow rivers and lakes, but hardly ever in sea water.

• Protective measures to avoid contagion through the skin:

Avoid inland water. Bathe only in pools with purified water or in the sea. Usecotton wool ear plugs. Wear shoes when walking around the pool.





Tropical Medicine

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 12


6.5.4 MAIN TROPICAL DISEASES

• Amoebiasis (amoebic dysentery)

Causative Parasite:

Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba

Histolytica. This is followed by an infection of the intestinal tract.

Distr ibut ion:

Although most prevalent as an endemic disease of tropical and sub-tropical

countries unsanitary disposal of excreta and primitive methods of water

purification may result in its introduction into temperate zones.

Source of Infect ion:

Water polluted by infected faeces is the commonest source of infection, hence

the prophylactic importance of safe drinking water. Other sources of infection

are, foods grown on soils manured by infected excreta, flies and food handlers.

Clinic al features:

Clinically the disease is characterized by an insidious onset, frequent febrile

relapses and a tendency to chronicity. Diarrhea is the outstanding symptom,

but it may be absent. There is abdominal pain with blood and mucus in thestools.

Compl icat ions:

Inflammation of the liver

Liver abscesses

Inflammation of the gall bladder and bile ducts.

Treatment;

Consists of rest, diet and a course of therapy which varies with the type of

case.

Prevention;

No vaccination or inoculation is available, nor is there any chemical prevention

such as that is used to prevent Malaria.

• Malaria

Transmiss ion:

Infection takes place through the bite of an infected anopheles mosquito and

transmission of the parasite into the human blood stream.





Tropical Medicine

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 6

Page 13


Geographical distr ibu t ion:

Variable, consult medical department.

Incubation Period:

The incubation period usually ranges from 10 to 35 days.

Morbid i ty :

Malaria causes several million deaths each year.

Symptoms:

An acute, sometimes chronic, often recurrent, febrile disease characterized by

periodic paroxysms of chills followed by high fever and sweating due to the

presence of parasites in blood. The early stage of the illness can very easily be

confused with many other infectious diseases, the more so if this occurs after

return to a temperate region where your doctor may not think immediately of

the possibility of Malaria.

Prevention:

Preventive measures include use of insect repellent sprays to protect skin,

screens on doors and windows, mosquito netting in bedrooms, sufficientclothing to cover as much as the skin surface as possible against mosquito

bites (this is important after sundown).

It is not possible to produce permanent immunity either chemically or by the use

of vaccines. Therefore drugs are only effective as long as they are taken

regularly.

Treatment:

Under medical supervision. Malaria can be fatal if treatment is delayed.

Therefore after having been in a malarial area, if you feel unwell or have an

unusual temperature within four weeks of leaving the area, tell your doctor; don't

wait to be asked.

• Typhoid and paratyphoid fevers

They are ingestion diseases characterized by high fever and intestinal symptoms.

Transmiss ion:

Typhoid fever is conveyed by water contaminated by sewage; by articles of food

grown in or gathered from water, e.g. shellfish and watercress; or by cooking

utensils washed in such water. Paratyphoid fever is rarely water borne; recorded

epidemics are few. Foodstuffs contaminated by carriers usually disseminate the

disease.





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Incubation Time:

From seven to twenty-one days.

Geographical Incidence:

The disease is likely to occur wherever the water supply is impure. Generally

speaking the less satisfactory the sanitation and more prevalent is enteric fever.

However, with the use of adequate drugs cases of death are now rare.

Symptoms:

Vague symptoms of illness tending to increase in severity throughout the first

week. Lassitude, frontal headache, general aches and pains, disturbed sleep,anorexia and thirst, abdominal discomfort, temperature rising to 400C, diarrhea

with or without bleeding.

Precautions:

Strict hygiene of food and drink.

Prevention:

Is by inoculation. The inoculation is not an international requirement for entry into

any country. Inoculation is strongly recommended when traveling to

regions of poor general hygiene.

Note: Air crew should not fly within 48 hours after inoculation. Inoculation

may be followed by a slight general feverish reaction.

• Cholera

Geographical distr ibu t ion:

Outbreaks of the disease usually are explosive and limited. Cholera is endemic

in many areas of Asia.

Transmiss ion:

Cholera is spread by the ingestion of water and foods contaminated by the

excrement of patients.

Incubation Period:

Is short, usually 1 to 6 days.





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Symptoms:

Sudden onset. Initial symptoms are nausea, vomiting and diarrhea, with variable

degrees of fever and abdominal pain. If diarrhea is severe the resultant

dehydration may lead to intense thirst, muscle cramps and weakness.

Prognosis :

In many cases the outlook depends largely on early and adequate therapy.

Prevention:

Good hygiene measures are the most effective prevention.





Food Hygiene

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6.6 FOOD HYGIENECases of acute food poisoning in the air continue to occur sporadically and surveys

of incapacitation of flight crew in flight show that of these cases, gastro-intestinal

disorders pose by far the commonest threat to flight safety.

Food that has been kept in relatively high ambient temperatures for several hours

after preparation should be regarded with extreme suspicion since even severe

contamination is rarely obvious. This applies particularly to the cream, pastry, trifle

type of dessert, which is commonly part of a set aircraft meal. Also, very thorough

cooking is necessary to destroy food poisoning organisms and the toxins they

produce and this is rarely achieved in the re-heating process usually used in aircraftfor the main course of a meal.

Since the most acute forms of food poisoning frequently comes on suddenly, 1-6

hours after contaminated food is eaten, common sense rules should be observed in

respect of meals taken within 6 hours of a flight. In particular, shellfish, especially

mussels and oysters that have an ability to concentrate poisoning organisms in the

edible part of their flesh, should be avoided.

In order to eliminate the risk of food poisoning, THE OPERATING CREW ON ANY

AIRCRAFT SHOULD, AS FAR AS CIRCUMSTANCES PERMIT, PARTAKE OFDIFFERENT FOOD PRIOR to the commencement of any flight and during its

subsequent operation.

Cases may arise where no choice is available for the vegetable or dessert courses,

but each Flight Attendant must partake of a different fish or meat course. Where the

choice is not limited, it is recommended that each Flight Attendant partake of

completely different meals.

Note: No other illness can put a whole crew out of action so suddenly and

so severely as food poisoning. Thereby, immediately and severely

endangering a flight. Hence, the justification for advising that the crew,

Commander and co-pilot in particular, should not partake of the same

dishes before or during a flight.

For aircrew before and during flight, it is essential to avoid eating easily perishable

foods as well as foods and drinks served cold. This is most important with milk and

cream products, mayonnaise, sauces, salads, meat pies and other meat products.





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6.7 FOOD POISONING

Cause :

Unlike other infectious intestinal diseases, food poisoning is not caused by a germ

but by poisonous substances (toxins). When germs or organisms contaminate food,

these germs multiply very rapidly and they reproduce these poisonous substances or

toxins. These toxins are tasteless and cause no unpleasant odors. Although

cooking may destroy the original germs that produce the toxins, toxins are very

resistant to heat and may not be completely destroyed by cooking. Particularly

suitable media for the production of toxins are milk products, sauces, creams, aspic,meat pies, etc.

Certain prerequisites are necessary before toxins are produced:

(a) suitable media

(b) contamination of the media

(c) an optimum temperature of 850F for the growth of the organism

Hence the importance of refrigeration of perishable foods.

Symtoms :

The character and severity of the symptoms depend on the nature and dose of the

toxin and the resistance of the patient. Onset is sudden. Shortly after ingestion of

the contaminated foodstuffs (at the latest within hours), malaise, nausea, vomiting,

abdominal cramps, intestinal gurgling, diarrhea and varying degrees of prostration

may be experienced. In severe cases, diarrhea is intense and may contain blood

and mucus.

Treatment :

Bed rest with convenient access to bathroom, commode or bedpan is desirable.

Severe cases should be hospitalized and a doctor should see all cases.





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6.8 MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT

Sensible precautions should be taken to avoid the risk of food poisoning to reduce

the possibility of both pilots becoming incapacitated.

In order to eliminate the risk of food poisoning, THE OPERATING CREW ON ANY

AIRCRAFT SHOULD, AS FAR AS CIRCUMSTANCES PERMIT, PARTAKE OF

DIFFERENT FOOD PRIOR to the commencement of any flight and during its

subsequent operation.

Cases may arise where no choice is available for the vegetable or dessert courses,

but each Flight Attendant must partake of a different fish or meat course. Where the

choice is not limited, it is recommended that each Flight Attendant partake of

completely different meals.

To reduce the risk of flight crew being incapacitated in flight due to food poisoning,

the onus is on the crew members to ensure that different meals are consumed when

paired for the same flight.

Hot meals should normally be consumed within three hours of departure from the

station where the meals were uplifted.

Dehydration in Flight

Adequate fluid should be taken on flight duty to combat the drying effect on the body

of the low humidity of cabin air at altitude.

To combat the symptoms of dehydration, which include dryness of the nose, mouth

and general tiredness, there should be a generous intake of clear fluids. It has been

suggested that this intake should be in the region of 4 pints in every 12 hours of

flying.

Coffee, tea and carbonated drinks should be generally avoided as they are diuretics

and thus by stimulating kidney function can further increase the loss of fluid from the

body.




FLIGHT TIME LIMITATIONS

Introduction

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CHAPTER 7 – FLIGHT TIME LIMITATIONS

7.1 INTRODUCTION 3

7.1.1 Purpose 3

7.1.2 Aim 3

7.1.3 Applicability 3

7.1.4 Responsibilities 3

7.2 TERMINOLOGY 4

7.3 FLIGHT AND DUTY TIME LIMITATIONS AND RESTREQUIREMENTS

8

7.3.1 Calculation of a Flying Duty Period 8

7.3.2 Additional Limits on Flying 8

7.3.3 Mixed Duties 11

7.3.4 Travelling Time 12

7.3.5 Delayed Reporting Time in a Single FDP 12

7.3.6 Positioning 13

7.3.7 Standby Duty 13

7.3.8 Standard Reporting Time and Maximum FDP 14

7.4 EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONSAND/OR REDUCTIONS OF REST PERIODS

16

7.4.1 Extension of Flying Duty Period by In-flight Relief 16

7.4.2 Extension of Flying Duty Period by Split Duty 17

7.4.3 Rest Periods 17

7.4.4 Aircraft Commander’s Discretion to Extend a Flying Duty Period 18

7.4.5 Aircraft Commander’s Discretion to Reduce a Rest Period 19





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7.4.6 Reporting Exercise of Discretion 19

7.4.7 Days Off 20

7.5 RULES RELATING TO FLIGHT ATTENDANT 21

7.6 FLIGHT DUTY AND REST PERIOD RECORDS 22





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7.1 INTRODUCTION

7.1.1 PurposeThe purpose of this scheme is to interpret the requirements of the relevant articles of the

CAR 1996-PART VIII, as they apply to the regulation of flight times and the avoidance of

fatigue in crew.

7.1.2 Aim

The aim of this document is to express the intent behind the published, relevant

documents, thereby taking all reasonable precautions to ensure that crew are

adequately rested at the beginning of each flying duty period. To meet this aim, due note

will be taken of length of duty cycles, periods of time off and cumulative duty hours.

7.1.3 Applicability

The scheme shall apply in relation to any duty carried out at the behest of AirAsia by

both flight crew and Flight Attendant. The scheme shall apply to all Flight Attendant

carried as crew.

7.1.4 Responsibilities

7.1.4.1 The Company

The Company will publish rosters in advance so that operating crew can plan adequate

preflight rest. Crew will normally be given at least 7 days notice of their roster, which

usually covers a calendar month period.

Before the start of the new roster year, the start and finish dates of each roster period,

plus the expected publication date, will be issued to crew.

7.1.4.2 Crew

Responsibility for the proper control of flight and duty time does not rest wholly with the

company. Crew have the responsibility to make optimum use of the opportunities andfacilities for rest provided. They are also responsible for planning and using their rest

periods properly in order to minimise incurring fatigue. The CAR 1996 places a further

responsibility on crew. Simply put, crew shall not act as operating crew if they know, or

suspect, that their physical or mental condition renders them unfit to operate.

Furthermore, they must not fly if they know that they are, or are likely to be, in breach of

this scheme.





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7.2 TERMINOLOGY

Unless otherwise defined below all words, phrases, definitions and abbreviations, have

identical meanings to those described in CAR 1996, as amended.

1) ‘Acclimatised’

When a crew has spent 3 consecutive local nights on the ground within a time zone

which is 2 hours wide, and is able to take uninterrupted nights sleep. The crew will

remain acclimatised thereafter until a duty period finishes at a place where local time

differs by more than 2 hours from that at the point of departure.

2) ‘Available’ (AVL)

Available for duty. Any suitable duties may be assigned in place of the AVL provided

crew is notified well beforehand, latest by 14:00 LT the day before. AVL will be

automatically reassigned as REST DAY if no other duty is assign latest by 14:00 LT the

day before. It is the crew’s responsibility to check and acknowledge the duty assignment

as per normal procedure. Only 2 AVAILABLE days are allowed in a rostered month.

This is not to be considered as a duty day.

3) ‘Flight Attendant’

A person employed to facilitate the safety of passengers, whose duties are detailed by

AirAsia or the aircraft Commander. Such persons will not act as a member of the flight

crew.

4) ‘Contactable’

A short period of time during the day, other than on a ‘day off’, during which AirAsia

requires a crew to be contactable for the purpose of giving notification of a duty period

which will commence not less than 10 hours ahead. The contactable period will be

between 0900-1000 and 1700-1800 local time. If a crew's rest impinges the AM period,the crew must still be contactable for the latter PM period, subject to receiving full rest.

5) ‘Crew’

A member of the flight crew or Flight Attendant.





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6) ‘Days Off’

Periods available for leisure and relaxation free from all duties. A single day off shall

include 2 local nights. Consecutive days off shall include a further local night for each

additional consecutive day off. A rest period may be included as part of a day off.

7) ‘Dispatch Crew’

A fully qualified and current flight crew/Flight Attendant authorised to carry out pre-flight

duties as defined by AirAsia.

8) ‘Duty’

Any continuous period during which a crew is required to carry out any task associated

with the business of AirAsia.

9) ‘Early Start Duty’

A duty is an Early Start Duty if it commences in the period 0500 to 0659 hours local time.

10) ‘Flight Crew’

Those members of the crew of an aircraft who act as a pilot or flight engineer.

11) ‘Flying Duty Period (FDP)’

Any time during which a person operates in an aircraft as a member of its crew. It starts

when the crew is required by AirAsia to report for a flight, and finishes at on-chocks on

the final sector.

12) ‘Flight Time’

In relation to any person, the time interval spent between the moment an aircraft first

moves under its own power for the purpose of flight until the moment it comes to a stop

at the end of the flight by that person in an aircraft which may or may not be registered in

Malaysia, other than an aircraft of which the authorised maximum total weight does not

exceed 1,600 kilogrammes and which is not flying for the purpose of public transport or

aerial work, while it is in flight and he is carried therein as a member of the crew thereof.





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13) ‘Late Finish Duty’

A duty is a Late Finish when the duty finishes in the period 0100 to 0159 hours local

time.

14) ‘Local Night’

A period of 8 hours falling between 2200 hours and 0800 hours local time.

15) ‘Night Duty’

A duty is a Night Duty if any part of that duty falls within the period 0200 to 0459 hours

local time.

16) ‘Positioning’

The practice of transferring crew from place to place as passengers in surface or air

transport at the behest of AirAsia.

17) ‘Regular’

Regular, when applied to duties that are Late Finishes, Night or Early Starts, means a

run of 4 or 5 consecutive duties, not broken by a period of 34 hours free from such

duties, contained in a single 7 consecutive day period.

18) ‘Reporting Time’

The time at which a crew is required by AirAsia to report for any duty. 60 minutes for

pilots and Flight Attendants.

19) ‘Rest Period’

A period of time before starting a flying duty period which is designed to give crew

adequate opportunity to rest before a flight.

20) ‘Rostered/Planned Duty’

A duty period, or series of duty periods, with stipulated start and finish times, notified by

AirAsia to crew in advance.





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21) ‘Rostering Period’

A number of consecutive weeks, usually 4 but defined by the operator.

22) ‘Scheduled Duty’

The allocation of a specific flight or flights or other duties to a crew within the pre-notified

rostered/planned series of duty periods.

23) ‘Sector’

The time between an aircraft first moving under its own power until it next comes to restafter landing, on the designated parking position

24) ‘Split Duty’

A flying duty period which consists of two or more sectors, separated by less than a

minimum rest period.

25) 'Standby Duty'

A period during which the operator places restraints on a crew who would otherwise be

off duty. However, it shall not include any time during which an operator requires a crew

to be contactable for the purpose of giving notification of a duty which is due to start 10

hours or more ahead.

26) ‘Suitable Accommodation’

A well-furnished bedroom which is subject to minimum noise, is well ventilated, and has

the facility to control the levels of light and temperature.

27) ‘Travelling’

All time spent by a crew transiting between the place of rest, and the place of reporting

for duty.

28) ‘Week’

A period of 7 consecutive days starting at any time and on set day as specified and

stated by the operator.





Flight and Duty Time Limitation and Rest

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7.3 FLIGHT AND DUTY TIME LIMITATIONS AND REST REQUIREMENTS

Crew are responsible for ensuring that they are legal to fly in compliance with applicable

duty and rest limitations. Crew shall immediately inform scheduling if it becomes

apparent that any flight or rest period would be violated.

7.3.1 Calculation of a Flying Duty Period

The maximum FDP, in hours and fractions of hours, will be in accordance with 7.3.8.

The times extracted from the tables may be extended by use of in-flight relief, split duty,

and commander's discretion, under the terms in 7.4.1, 7.4.2and 7.4.4.

7.3.2 Additional Limits on Flying

7.3.2.1 Late Finishes / Early Starts

This paragraph only applies to crew who is acclimatised.

a) Sleep deprivation, leading to the onset of fatigue, can arise if a crew is required

to report early for duty on a number of consecutive days. Therefore, not more

than 3 consecutive duties that occur in any part of the period 0100 to 0659 hours

local time can be undertaken, nor will there be more than 4 such duties in any 7

consecutive days.

Any run of consecutive duties (Late Finishes or Nights or Early Starts) can only be

broken by a period of not less than 34 consecutive hours free from such duties. These

34 consecutive hours may include a duty that is not an Early, Late or Night duty.

However, crew who is employed on a regular early morning duty for a maximum of 5

consecutive duties shall work to the following:

The minimum rest period before the start of such duties is 24 hours;

The duty will not exceed 9 hours, irrespective of the sectors flown; and

At the finish of such a series of duties, crew will have a minimum of 63 hours free

from all duties.

b) Should any duties be scheduled to be carried out within any part of the period 0200

to 0459 hours local time, for a minimum of 2 and a maximum of 3 consecutive nights,

then crew will finish the duty preceding this series of duties by 2100 hours local time

before covering the block of consecutive night duties, such that the crew can take a

rest period during a local night.

Note :

The above paragraph may be replaced with one of the following choices,






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either Options A and B or Options B and C. Crew may be rostered for either 2 or 3

consecutive nights, but it must ensure that the duty preceding this series of duties

finishes by 2359 hours local time (2 nights) or 2100 hours local time (3 nights) as

appropriate. If it is preferred to retain the present contents then attention must be paid to

the notes attached to the Options listed (below). These notes list the actions to be

followed in the event that duty is inadvertently extended beyond the cut-off times (i.e.

2100 or 2359 hours).

• Option A

Should any duties be scheduled to be carried out within any part of the period 0200 and

0459 hours local time, for 3 consecutive nights, then crew will finish the duty preceding

this series of duties by 2100 hours local time before commencing the block ofconsecutive night duties, such that the crew can take a rest period during a local night. If

the duty immediately prior to the 3 consecutive night duties extends beyond 2100 hours

local time and the individual crew is willing to continue with the planned roster, (i.e. 3

consecutive night duties) then provided that duty preceding this series of duties finishes

no later than 2359 hours local time, the schedule may continue.

Note :

1. Under this Option, if the crew chooses not to continue the planned roster (after

finishing duty between 2100 and 2359 hours local time) then only the planned

first and second night duties that impinge on any part of the period 0200 to 0459

hours local time may be undertaken.

2. Under this Option, if the duty finishes after 2359 hours local time, then only the

first of the 3 consecutive night duties that impinge on any part of the period 0200

to 0459 hours local time may be undertaken.

• Option B - 2 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period

0200 and 0459 hours local time, for 2 consecutive nights, then crew will finish the duty

preceding this series of duties by 2359 hours local time before commencing the block of

2 consecutive night duties, such that the crew can take a rest period during a local night.

Note : Under this Option in the event of 2359 hours being exceeded, then only the firstofthe 2 planned consecutive night duties that impinge on any part of the period0200 to

0459 hours local time may be undertaken.

• Option C – 3 consecutive night duties

Should any duties be scheduled to be carried out within any part of the period 0200 and

0459 hours local time, for 3 consecutive nights, then crew will finish the duty preceding

this series of duties by 2100 hours local time before commencing the block of

consecutive night duties, such that the crew can take a rest period during a local night.






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Note : Under this Option in the event of 2100 hours being exceeded, then only

the first of the 3 planned consecutive night duties that impinge on any part of the

period0200 to 0459 hours local time may be undertaken.

In all cases the limits a) and b) in 7.3.2.1 must not be exceeded (i.e. maximum of3

consecutive nights and 4 in 7 consecutive days).

7.3.2.2 However, crew who is employed on a regular night duty for a maximum of 5

consecutive nights shall work to the following:

a) The minimum rest period before the start of such a series of duties is 24 hours;

b) The duty will not exceed 8 hours, irrespective of the sectors flown; and

c) At the finish of such a series of duties crew will have a minimum of 54 hours free

from all duties.

7.3.2.3 Options For Night Operations

If the company elects to roster 4 or 5 consecutive night duties, then the criteria laid down

in paragraph 7.3.2.2must be complied with and must form part of the approved FTL

scheme. Company is reminded that the normal days off requirements must be met (i.e.

the 54 hours off between two blocks of 5 nights is only 1 proper day off). However, if

company finds that this part of the Scheme is too restrictive then one of the following

options may be employed but, if used, must be fully complied with:

a) When crew are employed on duty for a total of 20 hours or less during 5

consecutive night duties, (i.e. maximum duty each night is 4 hours) the 54 hours

free from all duties will meet the "Days Off" requirements for each 28 consecutive

day period. Any positioning flights must be completed within the 20 hours duty.

b) When crew are employed on duty for a total of more than 20 hours but not more

than 40 hours during 5 consecutive night duties, the first 54 hours (between week

1 and week 2) may be counted as 2 "Days Off". For the 28 consecutive day

period that starts on the first night of the first duty, crew must be given a

minimum of a further 5 "Days Off" (average of a further 6 days). Any positioning

flights must be completed within the 40 hours duty.

c) When crew are employed on duty which requires full use of 40 hours duty during

5 consecutive night duties plus a maximum of 3 hours positioning (pre- and post

total) then:

1) Allowable flying hours (month and year) will be reduced to the following:






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• a maximum of 75 hours in any 28 consecutive days with a

maximum of 60 hours in 28 consecutive days averaged over three

28 day periods, and;

• 600 hours in any 12 consecutive months.

2) a minimum of 9 "Days Off” in any 28 consecutive days will be granted;

3) any increase in duty over 40 hours during the block of 5 consecutive night

duties is to be added to the subsequent 54 hours rest period which may not be

reduced.

7.3.2.4 General Rules

When an operator utilises a), b) or c) of paragraph 7.3.2.3, this general rules shall be

applied:

a) The exercise of "Commander's Discretion" is limited to 1 hour per night with a

total of 2 hours allowed during any 5 consecutive night cycle. Any duty worked in

excess of 40 hours by use of "Commander's Discretion" must also be added to

the subsequent 54 hours rest which may not be reduced.

b) The absolute maximum duty permitted during a block of 5 consecutive night

duties is 45 hours [40 hours, plus 3 hours positioning, plus 2 hours

"Commander's Discretion", as per paragraphs 7.3.2.3 c)and 7.3.2.4 a)above].

c) Crew cannot be rostered for more than 8 hours per night, except when working to

paragraph 7.3.2.3 c)above.

d) Split duties and extension of FDP by in-flight rest are not permitted.

Note : For 5 consecutive earlier, the same rule as in 7.3.2.4 a) above

applies (i.e. maximum 1 hour discretion per day and a total of 2 hours

in the 5 day cycle).

7.3.3 Mixed Duties

When a crew is required to report for duty in advance of the stipulated report time for a

scheduled flight, to carry out a task at the behest of the Company, then the time spent

on that task shall be part of the subsequent FDP.

7.3.3.1 Mixed Simulator and Aircraft Flying

When a flight crew flies in the simulator, either on a check or training flight, or as a

Training Captain or Instructor, and then within the same duty period flies as a flight crew






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on a public transport flight, all the time spent in the simulator is counted in full towards

the subsequent FDP. Simulator flying does not count as a sector, but the FDP allowable

is calculated from the report time of the simulator detail.

7.3.4 Travelling Time

a) Travelling time, other than that time spent on positioning, does not count as duty.

b) Travelling time, from home to departure aerodrome, if long distances are

involved, is a factor influencing any subsequent onset of fatigue. If the journey

time from home to normal departure airfield is usually in excess of 1½ hours,

crew should make arrangements for temporary accommodation nearer to base.

c) When crew is required to travel from their home to an aerodrome other than the

one from which they normally operate, any travelling time over and above the

journey time from home to the usual operating aerodrome will count as

positioning.

The notional additional times when reporting to the following airfields are as stated:

All other airports; 20 minutes

If reporting to any other airfield the Company will specify an appropriate allowance for

the extra travel involved.

7.3.5 Delayed Reporting Time in a Single FDP

a) When a crew is informed of a delay to the reporting time due to a changed

schedule, before leaving the place of rest, the FDP shall be calculated as follows.

When the delay is less than 4 hours the maximum FDP allowed will be based on

the original report time and the FDP will start at the actual report time. When the

delay is 4 hours or more, the maximum FDP will be calculated using the more

limiting of the planned and actual report times and the FDP will start 4 hours afterthe original report time.

b) When the company informs a crew before leaving the place of rest of a delay in

reporting time of 10 hours or more ahead and that crew is not further disturbed

by the company until a mutually agreed hour, then that elapsed time is classed

as a rest period. If, upon the resumption of duty, further delays occur then the

appropriate criteria in this paragraph and in a) above will be applied to the re-

arranged reporting time.






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7.3.6 Positioning

All time spent on positioning at the behest of the Company shall count as duty, but

positioning does not count as a sector when calculating the FDP. In these circumstances

the FDP commences not later than the time at which the crew reports for the positioning

journey, or positions in accordance with paragraph c) in 7.3.4.

If, after a positioning journey, the crew spends less than a minimum rest period at

suitable accommodation provided by the Company, and then carries out an FDP, the

positioning will be counted as a sector if a split duty is claimed when calculating the

allowable FDP. If it is not, a split duty FDP will not be used.

On occasion, when agreed by the DCAM, the company can recover a crew to main base

from an overseas airfield on a positioning on the eighth consecutive day of duty.

7.3.7 Standby Duty

The time of start, end and nature of the standby duty will be defined and notified to crew.

The time a standby duty starts determines the allowable FDP, except that when the

actual FDP starts in a more limiting time band, then that FDP limit will apply. However,

when a standby duty is undertaken at home or in suitable accommodation provided by

the Company during the period 2200 to 0800 hours local time, and a crew is given 2

hours or less notice of a report time, then the allowable FDP starts at the report time at

the designated reporting place.

When a crew is on standby duty on immediate readiness at an airport, the allowable

FDP is calculated using the start time of the standby duty.

If a crew is called out from standby, the standby duty will cease when the crew reports at

the designated reporting point.

The following limits apply:

Duty Maximum Duration

Standby Duty (all cases) 12 hoursStandby followed by FDP As in Case A and B below

• Case A :

If a crew is called out from standby to conduct an FDP before completing 6 hours

standby duty then the total duty period allowed is the sum of the time spent on standby

and the FDP obtained from 7.3.8






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• Case B :

If a crew is called out from standby to conduct an FDP after completing 6 or more hours

standby duty, then the total duty period allowed is the sum of all the time spent on

standby and the FDP obtained from 7.3.8, reduced by the amount of standby worked in

excess of 6 hours.

Note :

1. The method on adding time spent on standby to cumulative totals is stated in

Section 7.4.9.

2. The reference to ‘total duty period’ applies only to the sum of the standby time

achieved + the allowable FDP obtained from 7.3.8 On the day, for cumulativeduty totals and for minimum rest purposes, the total duty achieved will be

standby time achieved + FDP achieved + post flight duties + any positioning.

When any period of standby finishes, during which a call-out has not occurred, at least

12 hours rest must follow prior to the next duty period. Similarly, following the end of a

contactable period or periods, at least 10 hours must elapse prior to the next duty period.

7.3.8 Standard Reporting Time and Maximum FDP

The standard reporting time prior to departure is :

Flight crew Flight Attendant

60 minutes 60 minutes

Pre-flight duties are part of the FDP; 30 minutes duty will be allowed for post-flight

activities for flight crew and 30 minutes for Flight Attendant. The time spent between

reporting for a flight and the completion of post-flight tasks determines the length of the

subsequent rest period. If this "period" for post FDP duties is routinely exceeded then

the post FDP duty period stated in the scheme must be revised to better represent the

actual time taken.

A non-standard reporting time designed to take advantage of an increased FDP from amore favourable time band, must not be used.

Table A applies when the FDP starts at a place where the crew is acclimatized; Table B

applies at other times.






Requirements

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 15


Table 8.2 - 1 Table A : 2 or more flight crew - Acclimatised

Local time ofstart

Sectors

1 2 3 4 5 6 7 8 or more

0600-0759 13 12¼ 11½ 10¾ 10 9½ 9 9

0800-1259 14 13¼ 12½ 11¾ 11 10½ 10 9½1300-1759 13 12¼ 11½ 10¾ 10 9½ 9 9

1800-2159 12 11¼ 10½ 9¾ 9 9 9 9

2200-0559 11 10¼ 9½ 9 9 9 9 9

Table 8.2 - 2 Table B : 2 or more flight crew - Not Acclimatised

Length ofpreceding rest

(hours)

Sectors

1 2 3 4 5 6 7 or more

Up to 18 or over30

13 12¼ 11½ 10¾ 10 9¼ 9

Between 18 and30

11½ 11 10½ 9¾ 9 9 9

Note : The practice of inserting a short duty into a rest period of between 18 and

30 hours in order to produce a rest period of less than 18 hours, thereby taking

advantage of the longer FDP contained in Table B, is not permitted.

Report times must not be reduced in order for crew to achieve their required rest prior to

an FDP.

Crew on ferry flight, where aircraft is categorised under private category, the FDP will besubjected to the CAR 1996.

Note : A flying duty period for FA is 1 hour longer than that permitted for flight crew. TheFDP and limits set on early starts for Flight Attendant will be based on the time atwhich the flight crew report for their flying duty period, but that FDP will start atthe report time of the Flight Attendant.





Exceedances of Flight and Duty Time

Limitations and/or Reductions of Rest Periods

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 16


7.4 EXCEEDANCES OF FLIGHT AND DUTY TIME LIMITATIONS AND/ORREDUCTIONSOF REST PERIODS

7.4.1 Extension of Flying Duty Period by In-flight Relief

When any additional crew is carried to provide in-flight relief, with the intent of extending

an FDP, that individual shall hold qualifications which are equal or superior to those held

by the crew who is to be rested. To take advantage of this facility, the division of duty

and rest between those crew being relieved will be kept in balance. It is unnecessary for

the relieving crew to rest in between the times relief is provided for other crew.

When in-flight relief is utilised there must be, for the crew resting a comfortable reclining

seat, or bunk, separated and screened from the flight deck and passengers, and free

from disturbance.

A total in-flight rest of less than 3 hours does not allow for the extension of an FDP, but

where the total in-flight rest, which need not be consecutive, is 3 hours or more, then the

FDP may be extended as follows :

If rest is taken in a bunk If rest is taken in a seat

A period equal to one half of the total of resttaken, provided that the FDP shall not

exceed 18 hours; 19 hours in the case of

Flight Attendant.

A period equal to one third of the total of resttaken, provided that the FDP permissible shall

not exceed 15 hours; 16 hours in the case of

Flight Attendant.







Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 17


7.4.2 Extension of Flying Duty Period by Split Duty

When an FDP consists of two or more sectors, of which one can be a positioning journey

counted as a sector but separated by less than a minimum rest period, then the FDP will

be extended by the amounts indicated below:

Consecutive Hours Rest Maximum Extension of the FDP

Less than 3 NIL

3 - 10 A period equal to half the consecutive hours rest taken.

The rest period shall not include the 90 minutes (i.e. 30 minutes post and 60 minutes

pre-flight) total allowed for immediate post and pre-flight duties. When the rest period is

6 hours or less it will suffice if a quiet and comfortable place, not open to the public, is

available.

If rest is taken in the aircraft on the ground, the crew must have adequate control of the

temperature and ventilation within the aircraft, either by use of a ground power unit or

the aircraft internal power units. The passengers must not be on-board.

If the rest period is more than 6 consecutive hours, then suitable accommodation will be

provided by the company. Travelling time to/from rest facility should not exceed 30minutes.

7.4.3 Rest Periods

Crew will be notified in good time of a flying duty period so that sufficient and

uninterrupted pre-flight rest can be obtained. When away from base opportunities and

facilities for adequate pre-flight rest will be provided by the company in suitable

accommodation. When flights are carried out at such short notice that it is impracticable

for the company to arrange suitable accommodation, then this responsibility devolves to

the aircraft Commander.

The minimum rest period which must be taken before undertaking a flying duty period

shall be :

a) at least as long as the preceding duty period, or

b) 12 hours,

whichever is the greater.







Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 18


When away from base, in the case when the rest period earned by a crew is 12 hours,

and suitable accommodation is provided by the company, then that rest period may be

reduced by one hour. In such circumstances, if the travelling time between the

aerodrome and the accommodation is more than 30 minutes each way then the rest

period will be increased by the amount the total time spent travelling exceeds one hour.

In both situations the room allocated to the crew must be available for occupation for a

minimum of 10hours. This sub-paragraph does not apply to rest periods that exceed 12

hours.

Exceptionally, at home base, individual crew may be asked to exercise their discretion to

reduce rest by up to a maximum of one hour but only to a minimum of 12 hours for flight

crew and 11 hours for Flight Attendant. If discretion is used, it is the responsibility of the

Company and the crew to inform the Commander of the flight immediately following the

rest period, that a reduced rest period has been taken.

If the preceding duty period, which includes any time spent on positioning, exceeded 18

hours, then the ensuing rest period must include a local night.

Following a sequence of reduced rest and an extended FDP the subsequent rest period

cannot be reduced. After being called out from a standby duty the length of the minimum rest period will be

determined by the length of standby duty, plus any time spent on positioning, and any

FDP completed.

Crew who has difficulty in achieving adequate pre-flight rest shall inform their manager,

and then will be given the opportunity to consult an aviation medical specialist.

7.4.4 Aircraft Commander’s Discretion to Extend a Flying Duty Period

An aircraft Commander may, at his discretion, and after taking note of the circumstances

of other members of the crew, extend an FDP beyond that permitted in 7.3.8, 7.4.1and

7.4.2 provided he is satisfied that the flight can be made safely. The extension shall be

calculated according to what actually happens, not on what was planned to happen. An

extension of 3 hours is the maximum permitted, except in cases of emergency (see

Note).







Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 19


A Commander is authorised to exercise his discretion in the following circumstances andto the limits set. In a Flying Duty Period involving 2 or more sectors, up to a maximum of

2 hours discretion may be exercised prior to the first and subsequent sectors, but this

may be up to 3 hours prior to the start of a single sector flight, or immediately prior to the

last sector on a multi-sector flight.

A Commander may exercise discretion to extend an FDP following a reduced rest

period, only exceptionally, and then only to the extent necessary to allow for unforeseen

circumstances that become apparent during the last sector.

Note :

1. In respect of an extension to a flying duty period, an emergency is a situation

which in the judgement of the Commander presents a serious risk to the health

or safety of crew and passengers, or endangers the lives of others.

2. Discretion reports may be used by the DCAM to access the realism of particular

schedules.

7.4.5 Aircraft Commander’s Discretion to Reduce a Rest Period

An aircraft Commander may, at his discretion, and after taking note of the circumstances

of other members of the crew, reduce a rest period, but only insofar as the roomallocated to the crew must be available for occupation for a minimum of 10 hours. The

exercise of such discretion will be exceptional and must not be used to reduce

successive rest periods. If the preceding FDP was extended, the rest period may be

reduced, provided that the subsequent allowable FDP is also reduced by the same

amount. In no circumstances may a commander exercise discretion to reduce a rest

period below 10 hours at accommodation.

When away from base and where an individual crew separates from the crew, or the

crew as a whole splits up, then any use of discretion to reduce rest becomes a decision

for an individual crew. The decision to continue with the next flight and the submission of

an associated discretion report is the responsibility of the relevant Commander after the

crew, and the Company if in a position to do so, has informed the Commander that a

reduced rest period has been taken.







Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 20


7.4.6 Reporting Exercise of Discretion

Whenever a commander extends an FDP, it should be reported to the employer on the

company Voyage Report if extension is less than 2-hours, or by Discretion Report forms

if extension is beyond the 2-hours period. The format of the Discretion report can be

found in Appendix D (from OM), or a format acceptable by DCAM will suffice. If the

extension is greater than two hours, or when exercised after any reduced rest period,

then the company shall submit the commander’s written report, together with any

comments to DCAM, within 14 days of the aircraft’s return to base

7.4.7 Days off

Wherever possible, and if required by the crew, days off will be allocated so that they

can be taken in the home environment. Days off at layover stations arising from flight

disruptions will be counted towards the days off requirements.

A single day off will include 2 local nights, and cover at least 34 hours.

A planned rest period may be included as part of a day off.

Crew will:

a) not be on duty more than 7 consecutive days between days off, but may be

positioned to the usual operating base on the next day after which they will have

2 consecutive days off, and

b) have 2 consecutive days off in any consecutive 14 days following the previous 2

consecutive days off, and

c) have a minimum of 7 days off in any consecutive 4 weeks, and

d) have an average of at least 8 days off in each consecutive 4 week period,

averaged over 3 such periods.





Rules Relating to Flight Attendant

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 21


7.5 RULES RELATING TO FLIGHT ATTENDANT

The requirements detailed in this paragraph are applicable to all Flight Attendantsemployed as crew, and are not intended to apply only to those Flight Attendants carriedto meet the provisions of the Malaysian Civil Aviation Regulations.

The limitations for Flight Attendant are those applicable to flight crew, but with thefollowing differences:

a) For Flight Attendant the minimum rest period which will be provided beforeundertaking a flying duty period shall be:

i. at least as long as the preceding duty period less 1 hour; orii. 11 hours;whichever is the greater.

b) The combined sum of standby time and subsequent FDP will be 1 hour longerthan that permitted to flight crew.

c) The maximum duty hours for Flight Attendant will not exceed:i. 60 hours in any 7 consecutive days, but can be increased to 65 hoursunder similar circumstances applicable to flight crewii. 105 hours in any 14 consecutive daysiii. 210 hours in any 28 consecutive days.

d) The annual and 28 day limits on flying hours appertaining to flight crew donot apply.

e) The limits set for two pilot flight crew long range operations do not apply.





Flight Duty and Rest Period Records

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 7

Page 22


7.6 FLIGHT DUTY AND REST PERIOD RECORDS

Records for duty and rest periods of all flying staff shall include :

a) For each crew :

The beginning, end and duration of each duty or flying duty period, and functionperformed during the period. Duration of each rest period prior to a flying duty orstandby duty period. Dates of days off. 7 consecutive day totals of duty.

b) For each flight crew :

Daily and 7 consecutive day flying hours.

Records shall be preserved for at least 12 calendar months from the date of thelast relevant entry.

Additionally, copies of all aircraft commanders' discretion reports of extendedflying duty periods and reduced rest periods shall be retained for a period of atleast 6 months after the event.




STANDARD OPERATING PROCEDURES

Table of Contents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 1


CHAPTER 8 – STANDARD OPERATING PROCEDURES

8.1 PREPARATION BEFORE FLIGHT 4


Flow Chart – Sign On Procedures

5

6

8.3 REPORTING FOR DUTY 7

8.3.1 At Base 78.3.2 At Base – Late For Reporting For Duty

Flow Chart – Reporting for Duty

9

10

8.4 FLIGHT BRIEFING 11

8.4.1 Pre-flight Briefing

Flow Chart – Flight Briefing

11

13

8.5 AFTER FLIGHT DUTY 148.5.1 At Base 14

8.5.2 Out Of Base 14

8.5.3 Out Of Base (During Nightstop)

Flow Chart – After Flight Duty

15

17

8.6 TRANSPORT 18

8.6.1 At Base 18

8.6.2 Out Of Base – From Airport To Hotel 188.6.3 Out Of Base – From Hotel To Airport 19

8.7 PROCEDURES FOR REPORTING SICK 20

8.7.1 Procedures For Reporting Sick – At Base / Out of Base

Flow Chart – Procedure for Reporting Sick

20

25

8.7.2 Submission of Medical Certificate

Flow Chart – Submission of Medical Certificate

26

28





Table of Contents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 2


8.8 OFFLOADED FROM FLIGHT OR REMOVED FROM THESET OF CREW

Flow Chart – Offloaded from flight or removed from the setof crew

29

31


Flow Chart – Updating Personal Details

32

33

8.10 STANDBY DUTY 34

8.10.1 At Base 34

8.10.2 Procedures for Standby Duty – Out Of Base

Flow Chart – Standby Duty

35

36

8.11 MUTUAL EXCHANGE AT ROSTERED FLIGHTS 37

8.12 COMPASSIONATE LEAVE (COMPS) 38

8.13 EMERGENCY LEAVE (E/L) 39

8.14 EXTRA FLIGHTS 40

8.15 DELAYED/RETIMED FLIGHTS 41

8.16 CANCELLED FLIGHTS 42

8.17 DAY OFF CALL UP 43

8.18 INFLIGHT SERVICE 44

8.19 OTHERS 45

8.19.1 Vandalism 45

8.19.2 Shoplifting 45





Table of Contents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 3


8.19.3 Hotel Regulations 45

8.19.4 Smoking In The Aircraft And While On Duty 46

8.19.5 Customs Import and Export Regulations 46

8.19.6 Injured Guest 47

8.19.7 Not to Land (NTL) 47

8.20 REQUIRED FLIGHT DOCUMENTS 48

8.20.1 International Passport 48

8.20.2 Airport Pass 48

8.20.3 AirAsia Crew Identification Card 49

8.20.4 Safety Manual 49

8.20.5 Safety Card 50

8.21 LOSS OF FLIGHT DOCUMENTS 51

8.21.1 Lost of International Passport 51

8.21.2 Lost of Malaysian Airport Pass 51

8.21.3 Lost of AirAsia Crew Identification Card 52

8.21.4 Lost of Safety Manual 52

8.21.5 Lost of Safety Card 52

8.22 AIRPLANE DUTIES AND CHECKS 53

8.22.1 Pre departure Duties 53

8.22.2 Before Take Off 55

8.22.3 After Take off 57

8.22.4 Before Landing 59

8.22.5 After Landing 61

8.22.6 Transit Duties 63

8.22.7 Terminating Flight 64

8.22.8 De-briefing 66

8.22.9 Onboard 67

8.22.10 Headcount Procedures 68





Sign on Procedures

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 5



a) On arrival at the OCC, FA must sign-on via CrewNet sign on computer.

b) The sign on system will only be activated at the office minimum of four (04) hoursbefore the standard time of departure of each flight.

NOTE: Your passwo rd to sign on is str ict ly con fidential , and mu st not be

shared with o thers. Therefore, no sig ning o n behalf . This may lead to

discipl in ary act ion.





Sign on Procedures

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 6


FLOW CHART - SIGN ON PROCEDURES

NO

YES

SFA FA

DECLARED MIA

FLIGHT OPS TO FINDREPLACEMENT FA

SIGN-ON 1 HOURBEFORE STD

COLLECT FLOAT &EQUIPMENT

FA SIGN ON

PRINT DOCUMENTS

Eg: GD

CHECK REDWATCH

PROCEED FOR PRE-FLIGHT BRIEFING

SIGN-ON





Reporting for Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 7


8.3 REPORTING FOR DUTY

8.3.1 At Base

FA must report for duty at the OCC for all rostered flights and called up flights.

The reporting time for any flight duty is 01 hour (A320).

TABLE A

Precision Timing (A320)

REPORTING 60 minutes

PRE-FLT BRIEFING 15 minutes

CREW PROCEED A/C 10 minutes

(CREW MUST BE ONBOARD A/C 35 MINS)

SAFETY EQUIPMENTS CHECK 5 minutes

P4 PROCEED TO GATE MANAGEMENT Immediately

FA must be punctual at the time of reporting or advised to report early for duty atthe OCC.

All FA are required to do the following at the OCC when reporting for duty:

Arranging the cabin bag at the designated area

Sign on to crew net

Sign the compliance sheet (if system down)

FA must check as below:

The date of flight.

The names of operating FA.

The aircraft registration number / bay.

The schedule time of departure.

SNY last minute changes.

After sign on, FA must check their individual folder and email for any memo orcirculars from the Department /Company.

FA must check and read the notice board in the FA briefing area for any latest

information or news update or any urgent memo disseminated by FAD andIorC ompany.





Reporting for Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 8


All FA must proceed to attend the pre-flight briefing at the FA briefing area at theOCC. Pre-flight briefing is to commence at sign on time.

The pre-flight briefing must be conducted immediately after all FA has signed on.SFA will be held responsible to initiate the briefing on time and to ensure all FA isavailable. SFA is to issue de-merit briefing note and report in the eVR should anyFA found to be late for reporting. SFA who fail to conduct their pre- flight briefingwill be subjected to disciplinary action by FAD.

During pre-flight briefing, all operating FA must produce the five (05) requiredflight documents and flash light with spare batteries to the SFA for inspection.

The pre-flight briefing will be conducted by the SFA with or without the presenceof the Pilots.

The SFA must check all the five (05) required flight documents on the availabilityand validity of each document.

The SFA must also check the serviceability of flashlight and spare batteries fromevery operating FA. The SFA must check the dates and remind the operating FAif any updating or renewals of documents is required and when necessary.

If any FA fails to produce their mandatory documents during the pre-flightbriefing, the SFA must immediately inform OCC.

The pre-flight briefing should take approximately fifteen (15) minutes and should

be conducted based on the guidelines in the pre-flight briefing checklist. (refer toTable A)

All FA must check their personal grooming before proceeding to the aircraft.

All FA shall proceed to the aircraft immediately with/without the presence of theTech Crew. It is the FA responsibilities to ensure that introduction to the TechCrew is done on-board before the commencement of the flight.

All FA must be in the aircraft at least 35 minutes before the scheduled time ofdeparture of the flight.

The SFA must report any last minute changes of the Operating FA in the eVR.





Reporting for Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 9


8.3.2 Late reporting for duty

If the operating FA is not available at the time of reporting, the SFA will monitorthe time of arrival of the FA and to inform OCC. SFA is to annotate in eVR and ashow cause letter will be issued to the FA concerned by FAD.

When explanation for lateness is found unacceptable, appropriate disciplinaryaction will be taken against the FA.

The standby FA that is called up will report for duty at OCC and may proceed tothe aircraft as soon as possible before the departure.

The SFA to report the last minute changes to the commander and in eVR at theend of the flight.





Reporting for Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 10


FLOW CHART - REPORTING FOR DUTY

YES NO

FA MUST REPORT DUTY AT FLIGHT OPS FOR ALL

ROSTERED FLIGHT ORCALLED UP FLIGHT

REPORTING TIME BEFORESTD (REFER TO TABLE A)

SFA TO NOTATE IN eVR &MONITOR TIMING

To issue FA BriefingNote

IF FA LATE

SHOW CAUSE WILL BESENT OUT AND

DISCIPLINARY ACTIONWILL BE TAKEN BY FAD

FA TO SIGN ON ATCREWNET OR SIGNCOMPLIANCE SHEET ( IFSYSTEM IS DOWN )

FA TO CHECK PERSONALFOLDER OR EMAIL (IF

TIME PERMITS)

FA TO PROCEED FORPRE-FLIGHT BRIEFING AT

SIGN ON TIME





Flight Briefing

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 11


8.4 FLIGHT BRIEFING

8.4.1 Pre-flight Briefing

The pre-flight briefing is to be conducted after all operating FA has reported forduty at the stipulated reporting time.

The SFA of a flight will be the person in charge to conduct the pre-flight briefingto all FA. Pre-flight briefing to start at sign on time.

The SFA will coordinate with the OCC if any rostered operating FA is late orunavailable for flight duty or if a standby FA has been called for the flight before

the start of the pre-flight briefing. The SFA will call for a pre-flight briefing after all FA has signed on the Crew Net

and the compliance sheet, checked their folder and read the notice board.

The pre-flight briefing is conducted at the FA briefing area located at the OCC.

The duration of the pre-flight briefing is approximately fifteen (15) minutes.

During the briefing, the SFA will follow the guidelines given by the FAD tofacilitate the pre-flight briefing sessions which are as follows:

Ensure FA have met one another and have introduced themselves to the

Pilots. Check on the entire grooming of the operating FA in their uniformentirety.

Ensure that all five (05) required flight documents from all operating FA areavailable and produced for inspection

Check and reconfirm the flight schedule to be operated on that day eg Flightnumber / Sector / Flight time / Transit etc

Assign the working position for all FA, check and rotate to ensure FA aregiven the opportunity to learn

The SFA will facilitate a discussion on relevant Safety requirements. Namesof FA who is weak in SEP and first aid will be reported to FAD in VR.

The SFA must highlight the importance of individual duties In flight, stress onboarding priorities and to raise the priorities to be attended to during In flightservice.

The SFA must check on the knowledge of the operating FA on the stationprocedures of any special requirements or documentations.

The FA must be reminded of their performance, responsibilities andcommitments as well as discipline especially when they are in uniforms.

The SFA will check crew knowledge on the latest email of any memos,reminders, circulars or updates of any latest information from the Company

or the FAD. Confirm the In flight service pattern to be done base on domestic and

International Sector. This will be done base on the departure time of the





Flight Briefing

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 12


flight, sector flight time and if there any meals catered to be served (ATM) orWAK guest.

The SFA will conclude the pre-flight briefing by stressing on theDepartment’s Objectives and Service Quality questions.

All the operating FA must proceed in a group immediately to the aircraft afterthe completion of the pre-flight briefing.

When a pre-flight briefing is required to be conducted out of base night stopstation, the SFA will make the necessary arrangement to conduct the pre-flight briefing at the hotel lobby or at the crew lounge (if available) beforeproceeding to the airport.

In the event where the SFA is not around/ last minute change of SFA, the mostsenior FA by staff number will be required to coordinate the flight such aspreparation of flight documentations, briefing, documents checks (as stated in theSEP), cashier and etc.

The most senior FA will take up the position as P4 to man the forward cabin.

The most senior FA must meet the tech crew and commence briefingimmediately on reporting time.

Proceed to the aircraft upon informing Flight Operations and ensure all necessarydocuments are taken and stamped.

Most SFA will further coordinate checking of all safety equipment, reporting tocaptain and etc until permission is given to commence boarding.

SFA is required recheck the safety equipment on his/her part even though it hasalready been checked by another FA.

P3 will be asked to perform gate management.

Note: Once the SFA arrives either at the office or at the aircraft, all information are tobe relayed to the SFA and duties will be taken over immediately by the SFA on dutyfor the said flight.





Flight Briefing

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 13


FLOW CHART - FLIGHT BRIEFINGALL SFA P2 P3 P4

Start briefing

SEP & First Aid

Q&A session

Service pattern &Latest MEMO

update

Handover Float &Equipment pouch

Receive Float& Equipment

pouch

Proceed toaircraft 45 mins

Attend

Briefing

Grooming Check

Introduction &Document Check

Check RedWatchfor ‘Good to

Board’

Receive Float& Equipment

pouch

Clear Immigration

(for Internationalflight only)

Pre DepartureDuties

At aircraft 35 minsbefore STD





After Flight Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 14


8.5 AFTER FLIGHT DUTY

8.5.1 At base

All FA must disembark together in a group when proceeding from the aircraft tothe OCC.

At OCC, FA must check their individual folder for any memos and circulars fromthe Department / Company and designated FA to hand over the In Flight Salesmoney to the cashier.

All FA must read the notice board in the briefing area at the OCC for any latestinformation or news update.

All FA must attend the post flight de-briefing at the FA briefing area at the OCCconducted by the SFA following the guidelines of the post flight de-briefing givenby the FAD.

The post flight de-briefing must be done within fifteen (15) minutes after thearrival time at the OCC.

All FA must sign off and check for any duty changes within 03 hours prior to theirnext flight.

FA must also check their email for any memos or circulars sent by FAD and / orCompany

The SFA must contact FAM or the representative immediately upon arrival atOCC should there be any urgent matters to be highlighted and discussed relatingto the flight operated.

Issues faced during the flight duty must be discussed in the post flight briefingand to be recorded by the SFA in the eVR on a sector to sector basis.

The SFA must submit all other relevant documents of the flight (if applicable) atthe end of every flight duty.

All FA must arrange for their own transportation to return to their residence afterthe end of flight duty.

8.5.2 Out of Base

FA on night stop duty must go through the crew channel to clear Immigration andCustom checks when required (International Flight Only)

FA must then proceed to the designated transport waiting area for the shuttle tothe hotel.

If the transport is not available or has been delayed, the SFA will contact theStation Representative for further clarification or instructions regarding thetransport.





After Flight Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 15


All FA must proceed to hotel in a group at all times using the transport provided.

Upon arrival at the hotel, the SFA will refer to the hotel reception for a groupcheck in for all FA and to arrange for the pickup time of the next flight duty.

All FA are required to attend the post flight de-briefing which is to be done at thehotel lobby or at the crew lounge (if provided for by the hotel).

The post flight de-briefing will be conducted by the SFA for a maximum of fifteen(15) minutes only.

At the end of the post flight de-briefing, the FA will be informed of all the roomnumbers for the set of crew and the pick-up time for the next flight duty ex-

station.

8.5.3 Out of Base (during night stop)

All FA are required to annotate every FA room number and to inform the SFA andthe hotel operator/ reception if FA are sharing room or have change to anotherroom.

All FA are advised to be in or within the vicinity of the hotel area at any time whennight stopping at any station. FA are must not leave further than 20 km radius

from the hotel. For security reasons, FA are reminded to carry with them their Crew Identification

Card and Passport or shore pass (where applicable) whenever they are out of thehotel premises at a night stop station.

FA are also advised to move around in group at any time they are in the nightstop station and adhere to the rules and regulations of the hotel/country they arenight stopping in.

If any FA wish to leave the hotel, they must inform the SFA of their where aboutin case they are required to be contacted urgently for a flight duty or in the caseof emergency.

Any FA who wishes to stay away from the hotel provided by the Company, mustgive the address and contact number to the hotel reception and to the SFAprovided that the place is within the 20km radius of the hotel.

The FA concerned must return to the hotel one day before the next flight duty ex-station. They must contact the SFA the moment they are back at the hotel roomfor confirmation that they are available for the next day flight duty.

FA are reminded and advised that their individual hotel room allocated to themmust be well maintained and should not be occupied by anyone other than FA.

The FA must ensure that they had sufficient rest prior to their next duty and beavailable for their flight duty on the day of departure.

Other facilities provided for by the hotel should be well maintained by the FA anddamages done must be borne by them, individually.





After Flight Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 16


Cooking in the hotel room is strictly prohibited.

The dress code for all FA must be appropriate and decent as they arerepresenting the airline and this reflects the image of the Company.

All FA must adhere the hotel rules and regulations when residing at any hotelprovided by the Company.

Any FA found violating the hotel rules and regulations will be subjected todisciplinary action by FAD / company





After Flight Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 17


FLOW CHART - AFTER FLIGHT DUTY

YES NO

AT BASE OUT OF BASE

FA MUST DISEMBARKTOGETHER IN GROUP

TO OCC

FA TO ATTEND POSTFLIGHT DE-BRIEFING &SUBMIT SALES MONEY

AT OPS CPNTROL FA TOCHECK MEMO,

CIRCULARS OR NOTICES

SFA TO RECORD ANYGRIEVANCES IN THE eVR

& SUBMIT AFTER THEFLIGHT

ALL FA MUST ARRANGETHEIR OWN TRANSPORT

TO RESPECTIVERESIDENCE

FA TO SIGN-OFF WITHIN3 HOURS WINDOW TO

CHECK ON NEXT DUTYCHANGE, IF ANY

FA TO CLEARIMMIGRATION OR

CUSTOMSINTERNATIONAL FLIGHT

ONLY

FA TO PROCEEDWAITING FOR

TRANSPORT FROM AIRPORT TO HOTEL

TRANSPORT

DELAY

SFA TO CALLSTATION REP

FA TOPROCEED TOHOTEL WITHTRANSPORTPROVIDED

POST FLIGHTBRIEFING WILL

BE CONDUCTED AT HOTEL

LOBBY

AFTER FLIGHT DUTY





Transport

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 18


8.6 TRANSPORT

8.6.1 At Base

The Company does not provide any transportation for duty (flight or standby) andFA must arrange for their own transportation.

FA must arrange to report for duty at the OCC 01 hour (A320) before theschedule time of departure of the rostered flight duty. The Departmentencourages FA to report earlier to avoid rushing for the flight.

FA is encouraged to have their place of residence within the radius of 15 to 60

minutes from airport. FA is to ensure that their place of residence is within the radius of 15 to 60 mins

from the airport.

8.6.2 Out Of Base – From Airport to Hotel (Unscheduled Night Stop)

Transportation will be provided by the Company to shuttle FA from the airportterminal to the allocated hotel vice versa at all night stop stations.

The transport will be available after approximately thirty (30) minutes of the arrival

time of the last operated flight into the night stop station.

The FA will proceed to a designated transport waiting area at the airport to waitfor the transport to the hotel.

FA must be punctual at the waiting area for their send off to the hotel.

If the transport is delayed or not available, SFA to contact the hotel forinformation / clarification or request for other transportation arrangement ifnecessary.

If the transport is still not available after thirty (30) minutes, FA will have to maketheir own arrangement to proceed to the hotel via the airport limousine or localtaxi.

Any charges to last minute arrangement of transportation will be borne by thehotel if being instructed by the hotel concerned or by the SFA and will bereimbursed later by the company.

The SFA must report in the eVR and to the hotel management when the transportis not available or delayed at the stipulated pick-up time.

FA are required to proceed from the airport to the hotel vice versa in a group atall times.

If transport is not provided by the company, FA shall make the necessary claimsand submit to the Administrator for the expenses to be reimbursed.





Transport

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 19


8.6.3 Out Of Base - From Hotel to Airport

The SFA is the only person to liaise with the hotel for any arrangement fortransportation.

The necessary arrangement must be done on the first day of arrival at the hotelat the time of check in and the pick-up time for the flight duty (ex-station) must berelayed to all FA during the post flight debriefing.

When making prior arrangement, the pick-up time will depend on the durationtaken from the distance between the hotel and the airport and to include one (01)hour for reporting time at the airport.

All FA must be ready at the hotel lobby (after settling their hotel bills)approximately thirty (30) minutes before the arranged stipulated pick-up time tosettle their individual hotel bills and to attend the pre-flight briefing (ex-station).

All FA is required to proceed from the hotel to the airport vice versa in a group atall times.

Due to operational requirements, FA must arrive at the airport at least one (01)hour before the schedule time of departure of the flight.

Upon arrival at the airport, the SFA must check the gate number or bay numberfrom the station representative or from the ground handling staff.

If at any time the transportation is delayed or not available, the SFA, with theassistance of the hotel concierge, will call for the hotel limousine or the local taxithen proceed to the airport immediately.

The SFA must report the details of the unavailability or delay or transport in theeVR.

At the airport terminal, FA must check in all other luggage (if I when necessary)except their cabin bags before proceeding to the aircraft.

At base, the SFA will raise a reimbursement claim following the standardprocedure together with the receipts attached for the amount paid for the lastminute transportation.





Procedures on Reporting Sick

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 20


8.7 PROCEDURES FOR REPORTING SICK

8.7.1 Procedure for Reporting Sick

8.7.1.1 At base

All FA must SMS to OCC to inform the Duty Officer that they would report sick forthe rostered flight or standby duty that day.

At any time an FA SMS OCC to report sick, he/she will automatically be removedfrom the flight duty or standby duty.

When reporting sick, FA are advised to SMS OCC as early as possible at leastfour (04) hours before STD or before the start of the standby duty.

However, the SMS must be sent to OCC from the registered number in theirCrewNet.

FA must give the following details when reporting sick (SMS):

FA name

FA staff number

The rostered flight duty or standby duty on that day

Name of clinic

Serial number of the medical chit

Date of the MC

The SMS format must be in all CAPITAL letters and must have spacing inbetween each characters, as below:-

Reply from OCC will be: FA to ensure reply form Ops Control within 10 minutesafter SMS send out to Ops Control. *if NIL, FA to call OCC/FAE

SMS No: 36320

CSL<space>MARINA<space>MAA2345<space>AK746<space>CLINICABC<space> 54321<space> 310709

“YOUR CASUAL SICK LEAVE INFORMATION RECEIVED”






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 21


In the event that you have to report sick before getting the medical attention, youare required to follow the below guidelines:-

Report sick to OCC ASAP or min 04 hour before STD or start Standby Duty:

Details to be given to Ops (e.g) :

YOUR STATUS SHALL BE NILCSL UNTIL YOU RE-SUBMIT YOUR MCDETAILS (via SMS) TO OCC ON THE SAME DAY MC IS TAKEN.

Note: FA must provide the correct details of the MC to OCC and MC submitted tothe Department must not be differed from the MC detail reported.

If a FA is on long medical leave due to chicken pox, measles, severe acne,maternity leave, etc that relates to the grooming of the FA, the FA concerned

must inform the FAD on the continuous medical leave given by the doctor.

The FA Department will email Crewing Department the detail of crew who is onlong leave and therefore to be removed from the operating flight duties andforward a copy to the OCC.

FA are reminded NOT TO REPORT SICK AFTER BEING CALLED UP ONSTANDBY OR TO REPORT SICK LAST MINUTE without a medical certificate.Show cause letter will be issued to the FA concerned.

FA found reporting sick concurrently on a particular flight will be rostered twiceconsecutively for the same flight on the next roster period.

If a FA has been on long medical leave due to any illness or has been onmaternity leave they must be reviewed by FAM for approval before resumingflight duty. They may also be subjected to SEP retraining.

SMS to 36320

CSL<space>TONY<space>MAAXXX<space>AK123<space>NIL<space>NIL<space> 120409






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 22


8.7.1.2 Out of base

The FA must inform the SFA or Station Representative (if SFA is not available)that he/she is sick and requires immediate medical attention.

This should be done at a minimum of four (04) hours before the schedule time ofdeparture of the flight from that station.

The FA must proceed to the nearest clinic and get medical consultation from thedoctor immediately.

If the clinic is too far, the FA is to seek the assistance of the hotel representativeor the hotel reception to go to the clinic.

For any severe case, the FA concerned or the SFA will seek the assistance of thehotel to call for the hospital ambulance to the hotel to fetch FA to the hospital.

After consultation, the FA must contact the SFA and inform him/her of themedical results. If the FA has obtained medical leave from the doctor and iscertified unfit to perform the flight duty or unfit to be position back to base, theSFA must inform the hotel reception to make arrangement for the hotelaccommodation to be extended for the sick FA.

The Station Representative will then make the necessary arrangement for thehotel accommodation to be extended for the sick FA.

If information is available, the SFA will report in the eVR on the following detailsof the medical attention given to FA:

Clinic visited

Sickness of the FA

Condition of the FA - fit or unfit to travel

Number of days

Medical leave given

Date of next follow up visit

The FA must ensure that he/she is reviewed by the same doctor at the sameclinic on the date of the follow up visit before being certified fit for crew to travelback to base.

The FA must also inform the details of the medical results which include thenumber of days medical leave is obtained from the doctor.

At base, the SFA must inform the commander and OCC regarding the sick FA atout of base station. The OCC will then make the necessary arrangement toinform the family members of the sick FA.

When the sick FA returns to base, he/she must submit the medical certificate to

the FAD immediately upon arrival after positioning from the station after themedical leave.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 23


The FA must resume their flight duty roster once the crew is certified fit and hadreturn to base.

NOTE : SFA must report in the eVR that the FA concerned is required toseek medical consultation during their stay at the night stop station.

8.7.1.3 Reporting Sick Whilst on Duty (at base)

When an operating FA suddenly falls ill during flight or is unable or unfit toperform duties in flight, he/she should immediately inform the SFA. The SFA

must advise the Commander of the aircraft on the condition of the sick FA.

If the sick FA is required to be offloaded at the next station for immediate medicalattention, the SFA must seek the assistance of the Commander to alert the OCC.

The OCC will inform FA Manager respectively to advice on the situation and thecondition of the FA.

The Commander of the aircraft will request from the OCC to call for a standby FAfor replacement upon returning to base for the continuing flights.

Once the sick FA is offloaded, he/she must proceed to the nearest cliniclocated at Airport’s vicinity for immediate medical attention.

After consultation, the offloaded FA must send the MC details to OCC via SMS.

If the FA is critically ill during In flight, the SFA will page for any medicalpersonnel to render medical assistance to the FA at that moment.

Every effort of first aid must be rendered to ensure that the sick FA is well takencare of before any ground medical attention is available.

The Commander of the flight will raise the incident/accident report and SFA is toreport in the VR pertaining to the incident or accident and to call the FA Managerimmediately after the flight.

The OCC will notify the immediate family member of the FA concerned and

inform them of the details of the sickness of the FA. All FA must ensure that the medical certificate is submitted to the FAD when

reporting for the next flight duty or prior to FA being on medical leave.

FA will resume the rostered flight duties once certified fit by the doctor at baseafter the medical leave.





Submission of Medical Certificate

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 24


8.7.1.4 Reporting Sick Whilst on Duty (out of base)

Once the FA is offloaded, he/she must proceed to the Airport clinic if available orat the nearest clinic located at the airport vicinity.

A Station Representative must accompany the sick FA for medical consultation iattention at any time when the FA is offloaded due to being sick or injured duringin flight.

After consultation, the Station Representative must inform OCC on the conditionof the FA whether he/she is fit or unfit to be position back to base or if FA isrequired to be hospitalized. The Station Representative must make the necessaryarrangement for the sick FA to be:

Hospitalized in the general hospital in that station, or

Accommodated if the FA is certified unfit to be positioned back to baseand has obtained medical leave from the doctor, or

Positioned on the next company's available flight or on other carrier whencertified fit by the doctor, with or without the medical leave

The Station Representative must send a telex to inform the OCC immediatelyonce any of the above arrangement has been made.

The OCC must notify the FA Manager and the immediate family member of theFA concerned with details of the condition of the FA.

The sick FA must ensure that the medical certificate must be submitted to FADepartment upon returning to base resume the next duty as indicated in theroster.

The FA will resume the flight duties once certified fit by the doctor at base afterthe medical leave. The SFA must report the incident in the VR and inform the FAManager and OCC immediately upon arrival at base and resume the next duty asindicated in the roster.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 25


FLOW CHART - PROCEDURES FOR REPORTING SICK

NILCSL CSL

REPORTINGDETAILS

DETAILS OF SMS INCLUDESNAMES, STAFF NO, FLIGHT

NO,NIL CLINIC NAME, NIL MCNO& DATE OF MC

DETAILS OF SMS INCLUDESNAMES, STAFF NO, FLIGHT NO,

CLINIC NAME, MC NO& DATEOF MC

FA WILL GET REPLY FROM OPS

VIA SMS BUT STATUS WILL BECHANGED TO NILCSL

FA WILL GET REPLY FROM OPSVIA SMS

IF NO REPLY, FA TO CONTACTOPERATIONS TO CONFIRM ON

STATUS

FA TO RESUBMIT MC DETAILSVIA SMS TO OPS AGAIN ON

THE SAME DAY OF MC

FA TO SMS TO OCC FORREPORTING SICK






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 26


8.7.2 SUBMISSION OF MEDICAL CERTIFICATE

Must submit personally on FIRST DAY flight duty or no later than 48 hours fromthe date of MC, if not letter of explanation to be submitted together with the MC.

Make a copy for personal record.

Ensure to obtain stamp from FAD or OCC on both original certificate andpersonal copy.

FA to drop the original medical certificate in FAD MC box.

Write medical leave details in the log book.

As per the Company’s Sick Leave, AWOL & MIA rules and procedure:

MC must be submitted no later than 48 hours from the date of the MCunless if you are on OFF day or AL, MC must then be submitted on thenext working day immediately after day off.

All FA must adhere to the following:-

During Office hours (0900hrs to 1800hrs) (Mon to Fri)

Make a copy of the original MC.

Submit the Medical Certificate (MC) to the Administrator in-charge/deputizedperson/FAE

Ensure both the original and the photocopy are stamped (received) andacknowledged by the receiver.

The original copy will be taken by the receiver while the FA concerned willretain the Photocopy for own record.

In the event that the administrators are unavailable, the submission shall then

go to OCC Officer on duty and the processing stated in point (c) and (d)above shall be followed.

Non office hours (inclusive of Public Holidays)

Make a copy of the original MC.

Medical certificate shall be submitted to the OCC Officer on duty/FAE

Ensure both the original and the photocopy are stamped (received) andacknowledged by the receiver.

The original copy will be taken by the receiver while you will retain thephotocopy for your own record.

Drop in MC box.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 27


For All Unmanned Hubs (Without representative from FAD)

All MCs are to be stamped received by OCC or Station Representative. (Dropin MC box)

Should any MC not be submitted as mentioned herein, the CSL status will bechanged to AWOL in roster and a show cause letter be issued. Show causewill be sent via email and a reminder will be sent via Geneva message. Theshow cause letter sent by FAD must be replied by the stipulated time given.

Failing to submit MC or reply to show cause, FA will be subjected todisciplinary action by FAD.

NOTE: Kindly be reminded with the issuance for the warning letter,Productivity Incentive will automatically be forfeited for the said month.

FA who fails to reply to the show cause, he/she shall be deemed to have noexplanation to offer and further disciplinary action will be taken against the FAin accordance with the Company’s disciplinary procedures, which couldtantamount to a case of insubordination.

Non-compliance of the above are serious breaches of the Company’s rules,regulations and policies which will affect all promotions, Fleet transfers,bonuses and productivity incentives for the said FA

Stern disciplinary action will be taken against repeated offenders. FA must not alter any date on the medical leave or duplicate the medical

certificate for any purpose.

Severe disciplinary action which may lead to termination will be taken againstany FA who do not conform to the above.

NOTE: Once FA has exceeded their sick leave entitlement days, annual leave will bededucted automatically. Once your annual leave has been utilized, your salary willthen be deducted.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 28


FLOW CHART - SUBMISSION OF MEDICAL CERTIFICATE

SUBMISSION ON FIRST WORKINGDAY OR NO LATER THAN 48

HOURS FROM THE DATE OF MC

ORIGINAL TO BE SUBMITTED TOFAD, PHOTOCOPY OF MC TO

KEEP FOR OWN RECORD

03 CONDITIONS OF SUBMITTINGMC

NON-OFFICE HOURS(WEEKEND & PUBLIC

HOLIDAY)

OCC OFFICER/FAE ONDUTY

SUBMIT PERSONALLY.

STAMP RECEIVED& ACKNOWLEDGE BY

RECEIVER BOTH ORIGINAL& PHOTOCOPY. INSERTORIGINAL INTO MC BOX.

** FA TO WRITE DOWNNAME & DETAILS IN LOG

BOOK

FOR ALL UNMANNED HUBSOFFICE HOUR

(MONDAY – FRIDAY)

FAD ADMINISTRATOR/DEPUTIS

ED PERSON/FAE

SUBMIT PERSONALLY.

STAMPED RECEIVED & ACKNOWLEDGE BY

RECEIVER BOTH ORIGINAL AND PHOTOCOPY. INSERT

ORIGINAL INTO MC BOX

NOTE:COPY TO BE KEPT BY FA

OCC ONLY

SUBMIT PERSONALLY.

STAMP RECEIVED&

ACKNOWLEDGE BYRECEIVER BOTH ORIGINAL& PHOTOCOPY. INSERTORIGINAL INTO MC BOX.

** FA TO WRITE DOWNNAME & DETAILS IN LOG

BOOK





Offloaded From Flight or Removed From the

Set of Crew

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 29


8.8 OFFLOADED FROM FLIGHT OR REMOVED FROM THE SET OF CREW

There are many reasons why a FA can be offloaded from the rostered flight .

Some of the reasons are:

Rostered FA who is on compassionate leave.

Last minute request of emergency leave with approval from OCC Manager.

FA who is required for other operational requirements by the Company.

Operating FA taken ill suddenly in flight.

FA being injured In flight due to turbulence or accident on board.

Repetition of missed flights/overlook roster/ overslept.

Lost or unavailability of passport / crew identification card / airport pass.

Subject to other reasons by the commander.

When the FA is removed at the time of reporting for duty, the FA must notify FADimmediately and give the reasons why he/she was offloaded.

The SFA will inform OCC to remove him/her from the list and the OCC willimmediately call for a standby FA for a replacement.

When a FA is offloaded from the flight duty during office hours, he/she must seethe FAD.

When FA is offloaded before or after office hours, he/she must contact the FADfor further instructions

When a FA is removed from the set during reporting time or offloaded from theflight duty due to health reasons, the FA concerned must proceed to the nearestclinic at the vicinity of the airport.

The follow up procedure after the medical consultation will refer to the reporting

sick procedure whichever is applicable to the situation. (refer to section 8.5) When the FA is removed from the flight at reporting time or offloaded from flight

due to other reasons, which are last minute request for emergency leave, or oncompassionate leave etc, the FA must refer to the OCC Manager.

The FA is required to write a letter of explanation to the FAD based on thereason/s for being removed or offloaded from the flight.

When the FA is removed from the set of FA at reporting time due to theunavailability of their mandatory documents, he/she will automatically beoffloaded from the flight.






Set of Crew

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 30


When the FA is removed or offloaded from the flight due to failure of SEP linecheck, he/she will then be grounded for two days and will be referred to theSafety Department for revision and exam.

The FA will resume their flight duties only after an approval is given by FSD andthe FAD.

The FA may also be removed from flight duties at the last minute due companyrequirements to attend a function on behalf of the company or other operationalrequirements:

When there is such a requirement, the FA will be notified in advance andan email will be sent to the relevant department concerned.

The FA who is involved in any company function must report to thedepartment concerned and abide by the instructions given to them.

When FA is required to be in uniform, he/she must ensure that they are inthe full uniform for the entire period of duty.

FA attending any functions held by/for the company must always maintainthe standard of grooming, etiquette and discipline consistent with thecompany image and regulation.

Any FA who has been offloaded from flight duties or removed from the flight dueto their own negligence may be grounded for a certain period of time for officeduty at the FAD or to be deployed for Gate Management in uniform or to attendnecessary training assigned by FAD while pending of an investigation.Disciplinary action will be taken against the FA if similar incidents are repeated.






Set of Crew

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 31


OFFLOADED /REMOVE FROM

FLIGHT

REASON OFFLOADEDBEFORE FLIGHT

REASONOFFLOADED

DURINGFLIGHT DUTY

OVERLOOKEDROSTER/OVERSLE

PT/LOSS OFMANDATORYDOCUMENTS

FA TO SEE FAM AND GIVE

EXPLANATION

SUDDENILLNESS/INJUR

ED DURINGFLIGHT

PROCEED TONEAREST

CLINICLOCATED AT AIRPORT'S

VICINITY ANDFOLLOW THEREPORTING

SICK

SAFETYCHECK

FAILURE

GROUNDED AND REFERED

TO FLIGHTSAFETY DEPT

FLOW CHART - OFFLOADED FROM FLIGHT OR REMOVED FROM THE SET OF CREW





Updating Personal Details

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 32



All FA have to update their PERSONAL DETAILS in the CREWNET. The details

are as below :-

Name is as per passport

Date of birth

Passport details, state of birth, city of birth and country of birth

Physical address and contact details

A copy of passport is to be submitted to FAD

In the event of renewal of Passport, FA have to update & complete their personal

data into their personal profile in the Geneva system as soon as possible upon

collection of the Passport. A copy of Passport is to be submitted to FAD

Administrator for CTA application (Australian and China ports).

A WARNING LETTER will be issued to crew who fail to comply within thestipulated time as the implication of non-compliance to this regulation will result in

a stiff penalty from the respective port authorities and delay of flights which will

disrupt the operations of the Airline.





Updating Personal Details

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 33


FLOW CHART - UPDATING PERSONAL DETAILS

PERSONAL DETAILS

TO BE UPDATED IN THECREW NET

DETAILS TO UPDATE

NAME AS PERPASSPORT

DATE OF BIRTH PASSPORT DETAILS

ADDRESS &CONTACT NO.

(AT LEAST 2CONTACT NUMBER)

PASSPORT RENEWAL

UPDATINGDETAILS

DISCIPLINARY ACTIONTO BE TAKEN AFTER UPDATING, A

COPY OF PASSPORTTO BE SUBMITTED TO

ADMINISTRATOR

NO YES





Standby Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 34


8.10 STANDBY DUTY

8.10.1 At base

The importance of standby

The purpose of FA being rostered on standby duty is to ensure that areplacement is available when there is a necessity to replace the rosteredFA who is not available or unable to operate the rostered flight.

Due to operational requirements or when there is an extra flight or acharter flight to be activated, a fresh set of FA are required to be called

up. The standby FA may also replace any FA who is offloaded from a flight.

This could happen either at base or at any slip station, at any time arostered FA is unable to operate the rostered flight.

The FA are rostered for standby duty periodically within a stipulated time ofmaximum of twelve (12) hours per day per standby duty period.

Standby duty time will commence on the standby position as reflected in the roster.

8.10.1.1 Crew activation during standby:

When you are being activated for flight duty during standby, DO NOT enquire asto the identity of the operating SFA or crew of the flight as the Ops Officer have alot of other more urgent and important tasks to address. They do not have the timeto retrieve these information nor the time to participate in unnecessary prolongedconversation.

When the FA is called up to operate any flight at the very last minute, he/she is notallowed to refuse any called up flight duty for whatever reasons unless instructedby the FAD. FA are also reminded not to report sick after being called up during

standby. If a flight is cancelled, the rostered FA of that flight will be positioned on standby

duty by OCC. Details for FA activation will always be advised in STD. With this,FAD will no longer accept explanations due to mistaken reporting time.

Any FA who do not comply to the standby duty procedure will be subjected todisciplinary action by FAD.

FA who are on standby duty must be available and contactable at all times eitherby fixed telephone line or mobile phone if available.

FA to notate down the name of the caller during standby activation for recordpurposes.





Standby Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 35


8.10.1.2 Standby FA (last minute call-up)

Standby FA can be called up by OCC at any time during their standby duty periodto operate a flight at the very last minute.

Reasons for the last minute call up may be due to the following:

Rostered FA who missed a flight due to overslept, overlooked rostermissed transport etc.

Rostered FA who is on compassionate leave

Rostered FA who request for emergency leave approval from FAD or

OCM.

FA who is required for any company function or for any operationalrequirements.

Rostered FA has suffer from illness or injured in flight.

FA reporting sick at the last minute.

Any rescue Flights etc.

The standby FA that has been called up will automatically take over the workingposition of the unavailable rostered FA or to any other position upon delegated bythe SFA.

The SFA will advise the Commander of the aircraft and report the last minutechanges of the operating FA in the VR.

If last minutes called up, FA MUST report at OCC 2 hrs after being activated.Your place of residence must be within 60 minutes’ travelling time from the flightoperation centre to enable you to report for duty at any time required by AirAsia.

8.10.2 Procedure for standby duty

8.10.2.1 Out of base

FA may be put on standby duty at slip station or out of base due to operationalrequirements.

FA must inform the hotel telephone operator if crew intends to be in anotherroom in the hotel.

FA who are not available during their standby duty out of base will be subjectedto disciplinary action by FAD





Standby Duty

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 36


FLOW CHART - STANDBY DUTY

NO YES

FA ACTIVATED (CALLEDUP BY OPS) MUSTREPORT TO OPS

WITHIN 02 HOURSFROM ACTIVATION

TIMES

CONTACTABLE

STATUS WILL BECHANGED TO MIA

FA PROCEED FOR FLIGHT

DISCIPLINARY ACTION TOBE TAKEN BY FAD

FA TO FOLLOW THEFOLLOWING STANDBY

TIMES

STBY 1A/BSTBY 2A/B

STBY 3





Mutual Exchange of Rostered Flights

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 37


8.11 MUTUAL EXCHANGE OF ROSTERED FLIGHTS

FA who wish to do mutual exchange of flight duty after the roster has beenpublished must adhere to the following:

Both FA concern must agree to their mutual exchange duty prior to logging intothe CrewNet system.(earlier general / which term is correctly use?)

Submission of application in the crew net may be made immediate uponreceiving the new roster and NOT LESS (3) days of the date of the flight duty.

The OCC Manager or his representative will not entertain any request that is lessthan the days mentioned. However, any request due to compassionate reasonshall be directed to the OCC Manager.

EG: If the date concerned is Thursday then submission of mutual shouldbe made on Monday

No more than 3 mutual request and acceptance per roster period.

Subsequent mutual exchange request will be based on valid compassionatereasons.

The approval will be based on sufficient time to mitigate unforeseen operationaldelays which is 3 hrs to 4 hrs. (This is to observe minimum rest period &

disruption to subsequent duty)





Compassionate Leave

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 38


8.12 COMPASSIONATE LEAVE (COMPS)

The Company shall grant four (4) days compassionate leave in respect of thedeath of an employee’s immediate family.

Compassionate leave shall commence effective from the day of the death andsuch leave cannot be deferred.

Any compassionate leave taken shall be supported by documentary proof andapplication for such leave must be submitted on the next working day of theemployee.

FA concerned is to inform OCC Officer on the demise of the immediate familymembers.





Emergency Leave

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 39


8.13 EMERGENCY LEAVE (E/L)

Emergency Leave (E/L) within 48 hours may be requested from OCC Managerthrough Duty Executive.

Approval of E/L shall be subjected to crew availability and with a valid reasonprovided. All relevant documentations to support the E/L request shall becompleted and submitted to FAD on the first working day.





Extra Flights

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 40


8.14 EXTRA FLIGHTS

If and when there is any extra flight to be activated, OCC will do the following:

OCC will call for a new set of the standby FA available to operate theextra flight.

OCC may utilize the operating FA from the previous flight duty to operatethe extra flight by contacting the Captain through VHF radio to inform FA(when required).

If the extra flight has been planned earlier, the flight detail will be posted inthe crew net of the FA concerned by the Crewing Department before thereporting time of their rostered flight duty prior from operating the extraflight.

The FA who have been notified to operate or to continue the extra flight mustaccept the operational requirements as long as it is within the flight duty period.

The SFA must report this information in the VR if they continue to operate theextra flight or when operating the extra flight as a fresh set of FA.





Delayed / Retime Flights

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 41


8.15 DELAYED I RETIMED FLIGHTS

OCC will inform the FA concerned if the flight is delayed or retimed.

The FA concerned will be informed either by crew net or telephone from OCC.

If the delayed or retime is known earlier , OCC will notify the FA via the crew net.

If the delay or retime is more than (04) hours and OCC were not able to informthe FA, they may be allowed to return home for rest. However, the duty period ofFA should not exceed the maximum duty period per day.

FA operating the delayed or retimed flight will be given sufficient rest after theflight of if necessary will be removed from the next day's flight to achieveminimum rest period.

The SFA must record the details of the crew duty period in the VR whenoperating the retimed or delayed flight.





Cancelled Flights

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 42


8.16 CANCELLED FLIGHTS

If and when a flight is cancelled, the rostered FA will be put on standby dutyautomatically.

The standby duty time will be coordinated by the OCC.

If the information of the cancelled flight is known earlier, the FA will be notified viathe crew net.

If the flight is cancelled at the last minute, the OCC will inform the FA involved bytelephone.

When FA are informed of the cancelled flight at the time of reporting for duty, theSFA must report in the VR to indicate that he/she had reported for duty and theend time her /his duty.

Flight Attendant is allowed to make a claim for transportation if the flight has to becancelled.





Day Off Call Up

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 43


8.17 DAY OFF CALL UP

From the information captured in the Capt’s VRs and Geneva system, FAallowance will be computed.

All FA shall check their respective data and if there are any discrepancies, kindlynotify the department concerned.

However if a replacement day off is claimed instead, then you are not entitle forthe 5 block hours claim.





Inflight Service

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 44


8.18 INFLIGHT SERVICE

FA must adhere to the highest standards of moral, ethical and legal behaviour inthe execution of the in-flight programme.

FA are restricted from selling any product or service in-flight other than the menuofficially approved by In Flight Service Department.

FA are restricted from bringing any food, beverage, merchandise or amenity itemon-board the aircraft that is being sold in-flight or being used during in-flightservices. Any items found in personal possession of the FA, whether it be in the

flight suitcase, placed in the galley, kept on their person or placed anywhere elseof a dubious nature will be considered a serious offence and a direct violation ofthe policy. The FA will be formally reported to airline management for appropriateaction.

In the event that new items are added, the FA will be advised in advance of thedate of the new item being added to the trolley so as to avoid any confusion onthe actual day of initial uploading (and to ensure the FA from carrying that itemon-board by mistake).

FA are prohibited from transferring any food, beverage or merchandise itemsfrom one trolley to another or place any items in the galley area unless directlyinvolved in heating or serving the product.

FA are prohibited from taking food, beverage or merchandise items out of thetrolley and giving them to guest unless the guest has agreed to pay for suchmerchandise. The only exception is in the instance of showing the product to theguest in the hopes that they will purchase the item.

FA are prohibited from transferring the cash bag to another location on theaircraft not directly associated with the trolley or galley area. This includesoverhead compartments, toilets, flight suitcase and other personal belongings.

FA on a given flight are responsible to ensure that cash handling is done in strictaccordance to in-flight procedures. FA are prohibited from making any transfersof notes to the cash bag without the presence of another FA.





Required Flight Documents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 45


8.19 OTHERS

8.19.1 Vandalism

Any property belonging to AirAsia or its employees must not be damaged, defaced orused inappropriately. Such action will be construed as an act of vandalism which willrender him/her to a disciplinary action.

8.19.2 Shoplifting

Shoplifting at base or outstations is strictly forbidden. FA found guilty of shopliftingand subsequently charged in local courts will be dismissed.

8.19.3 Hotel regulations

Hotel accommodation will be provided to the FA during night stop.

FA are to abide all hotel regulations. Any FA who failed to do so will be subjectedto disciplinary action by the company.

FA are reminded not to involve in the following :

Misbehaviour within the hotel premises

Damaging hotel property

Cooking in rooms

Keeping rooms in most unhygienic conditions

Holding parties in hotel rooms

Creating a commotion which will be inconvenience to other guest of thehotel

Souvenir of hotel articles

Improperly attired in public

Scrambling for rooms during check-in at the hotel reception counter

Without an approval of the hotel management, FA are not allowed toinvite guests, friends and relatives for an overnight stay in their rooms.

FA are not allowed to leave their valuables, documents or cash in theroom. Company will not be responsible for anything that goes missing.

FA incurring any expenses during their stay, will settle their personalaccounts directly with the hotel cashier before checking out. Theseexpenses are not to be debited to the company for individual recharged.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 46


8.19.4 Smoking in the aircraft and while on duty

Smoking in the aircraft is strictly prohibited neither in the cockpit nor in the cabin.Failing to comply this may lead to disciplinary action.

FA may smoke before sign on and after duty end. Smoking is strictly prohibitedat all times whilst on duty. When smoking, you are required to be seated and BEMINDFUL THAT YOU ARE CARRYING AIRASIA BRAND AND IMAGE. Always ensure excellence personal hygiene especially your uniform and breathafter smoking. Use ashtray and not dispose on the ground.

8.19.5 Customs import and export regulations

FA must not carry wrapped, packaged or loose articles external to their personalsuitcases, unless such articles are properly labelled and manifested.

Wrapped or packaged articles inside normal baggage and within crew baggageallowances must be declared for customs purposes even if these articles are notdutiable.

Any article acquired since leaving home base, whether intended for personalused or as a gift must be declared to the customs authorities for assessment or it

may be regarded as contraband and an attempt at smuggling.

Any FA found guilty of the following maybe summarily dismissed and shallindemnify the company for all loss, damage, fines, costs and expenses incurredby reason for such act, activity or default. In addition, FA will be liable to any civilproceedings which the local customs authorities may take against the offender.

Smuggling

Aiding and abetting others in smuggling.

Carrying goods in aircraft with the object of private trading.

Carrying articles not belonging to oneself for purpose of private trading.

Possession of illicit drugs

Carrying restricted articles/cargo (e.g petrol, drugs arms, explosives etc)whether for themselves or accepting them for delivery to anybody else

FA must proceed to and from the aircraft via the customs hall.

Non-saleable items must not be sold to company staff or the general public.Failing to comply to this, disciplinary action be taken against the offender.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 47


8.19.6 Injured Guest

Should any guest suffer injuries or a mishap whilst on board the aircraft, the SFAmust report the following to the Commander immediately:

Names of injured guest

Contact address/ess

A brief description of injuries (if possible from a doctor if available onboard)

Name and address of doctor who attended to injured guest

Hand over the doctor’s report if available

The Commander should ensure that the above are transmitted their relevantreports.

8.19.7 Not to Land (NTL)

The escorting officer(s) if any and NTL shall be subjected to a security search bythe authorities before pre-boarding the aircraft.

The escorting officer(s) shall adequately identify themselves to the SFA.

The NTL Report, Passport and other documents must be handed over to theSFA.

They shall be assigned to be seated at the rear most seats in the aircraftpreferably near the toilet.

SFA must inform the Commander of the NTL on board. SFA will update the VRwith the details of NTL (name/passport number/reason for NTL/seat number) andtravel documents accepted for reference.

The commander must inform OCC of the NTL and the arriving flight details tofacilitate the handling of the NTL upon arrival.

SFA will hand over the NTL and travel documents to the Guest Services Staff.

SFA shall indicate in the VR the staff name/ID that accepted the NTL and thetravel documents.

NTL is first to board and last to disembark.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 48


8.20 REQUIRED FLIGHT DOCUMENTS

8.20.1 International Passport

The recommended minimum validity of the Malaysian International passport forFA is six (06) months from the date of expiry. It is the duty of the FA to inform theFAD of the expected expiry date.

The FA must renew the international passport before the six (06) months from thedate of expiry to facilitate FA movements during the flight duties.

Failure to renew the International passport before the six (06) months of theexpiry date will render the FA to be offloaded during the inspection of the requiredflight documents during the pre-flight briefing.

If a flight is required to be diverted and FA are required to an unscheduled nightstop at any international station, FA may not be allowed entry if the passportvalidity is less than six (06) months before the expiry date.

It is advisable for FA to possess their own individual passport rather than a joint,passport with their spouse or children.

At any time when the FA is on duty, he/she will enter or exit only through the crew

channel via the general declaration. The family members following the FA willhave to clear through the passenger immigration checkpoint. This will hinder theprocess of the immigration clearance and further delay incurred at the passengerimmigration checkpoints.

It is responsibility of each FA to ensure that the International passport is valid andmust be available in their possession at all times during their flight duties.

8.20.2 Airport pass

This special pass issued by airport authority is to facilitate a person to movefreely with in the vicinity of the allocated areas of the airport throughout Malaysianairports only.

Airport pass is issued to individual FA to facilitate FA movement in the Malaysianairport vicinity whilst on flight duties.

The validity of the airport pass is one (01) year. All FA must apply for a renewal ofthe airport pass one (01) month before the expiry.

It is responsibility of each FA to ensure that the airport pass is valid and availablein their possession at all times. FA who fails to renew their Airport Pass will beoffloaded and disciplinary action will be taken.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 50


8.20.5 Safety card

The safety card is issued to all Flight Attendant upon successful completion of thesafety emergency procedure training.

Flight Attendant has to undergo theory and practical practices in order to becertified to become a Flight Attendant to perform flight duties.

Validity of the S.E.P card is thirteen (13) months.

Flight Attendant shall be planned to undergo recurrent training once every twelve(12) months from date of initial or previous recurrent training and practical drill tobe done at every three (03) years interval.

Failing to produce the safety card at the time of reporting will lead to disciplinaryaction by FAD and will be offloaded from flight.





Loss of Flight Documents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 51


8.21 LOSS OF FLIGHT DOCUMENTS

8.21.1 International passport

FA must inform FAD immediately.

FA will be removed from all flight duties temporarily until further notice.

The FA must make a police report and a copy must be submitted to the FAD withan explanation letter.

The FA must apply for a new international passport as soon as possible and tosubmit the police report in order to facilitate and expedite the new application. Aphotocopy of the receipt (date of the collection of passport) must be submitted tothe FAD.

FA will be grounded at the FAD until the passport is ready for collection.

FA will notify FAD immediately once the new passport is ready. FAD will e-mailrelevant departments for the FA to resume flight duties.

FA to submit a photocopy of the new passport to the FAD for record and updatenew details in Geneva system.

8.21.2 Loss of Malaysian Airport Pass

FA must inform FAD immediately.

He/she will proceed to make a police report. A copy of the police report must besubmitted to the FAD

The FA must submit a letter of explanation to the FAD.

FAD will e-mail to Security Department to issue a letter to airport authority fordaily and new issuance of airport pass.

The FA must apply for a new airport pass as soon as possible.

The FA concerned will have to use daily pass until the new airport pass is ready.

For security reasons, if the lost Airport pass is found, it must be returned to theMalaysia Airport Berhad office immediately.

It is the responsibility of each FA to ensure that the airport pass is valid and mustbe available in their possession at all times.





Loss of Flight Documents

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 52


8.21.3 Loss of AirAsia Crew Identification Card

The FA must inform FAD immediately.

The FA will be removed from the flight duty and referred to PD for newapplication.

He/she must submit a letter of explanation to FAD.

The FA will have to pay an amount of RM 30.00 for processing fee.

During weekends and Public Holidays, FA will be removed and will be charged asNILDOC.

8.21.4 Loss of Safety Manual

When a FA has lost their safety manual or unable to produce the manual forinspection at the time of reporting for duty, SFA must immediately inform OCC orFAE on duty. A dispensation letter will be issued to operate the flight.

After returning from flight, the FA must submit a letter of explanation to FSD

explaining the reason.

The FA will be fined RM 100.00 for a new safety manual.

8.21.5 Loss of Safety card

FA must inform FAM immediately when he/she is unable to produce the safetycard at the time of reporting for duty. FA will be offloaded and a replacement FAshall take over.

The FA must submit a letter of explanation to the FAM explaining the reason.

The FA will be charged RM 30.00 for the new safety card.





Airplane Duties & Checks

Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 53


8.22 AIRPLANE DUTIES & CHECKS

8.22.1 PRE DEPARTURE DUTIES

ALL SFA P2 P3 P4

Pre-flight checkon Safety

equipment &Security checks

Check FWDstation (Port) D1L

Check AFTstation (Port) D2L

Check AFTstation

(Starboard) D2R

Check FAP Check F&B cartswith IFA

Check F&B cartPrepare the cabinand assist P2

Receive reportfrom FA and giveclearance to P4

for boarding

Report to SFA oncabin readiness

for Boarding

Standby forboarding

(at covered

walkway)

Check FWDstation

(Starboard) D1R






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 54


All FA are responsible to perform Safety and Security Checks onboard the aircraft :-

Prior to each originating flights

Change of aircraft

After a crew layover/aircraft on ground (more than 02 hours)






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 55


8.22.2 BEFORE TAKE OFF

ALL SFA P2 P3 P4

Give commandon Arming Door& Arming Door

1L

Confirm all doors ARMED on FAP

Arming Door2L

Arming Door2R

Arming Door1R

To cross checkwith P3


To cross checkwith SFA

Announcement

Standby at D2Lfor Demo

Safety Demo Safety Demo

To activateFAP for

Safet Demo

Safety Briefing Safety BriefingExit Row Briefing

To prepare theCabin for Take –Off.

- Seatbelt FAten.- Window shades

open.- Tray table at

original position.

- Armrest down.- No bags at Over

wing Exits.- Toilet bowl cover

down.- All bags properlystowed.

- Galley secured.

Received reportfrom P2& P4


(Via Interphone)

All ready for TakeOff

Report to Captainby pressing #

button


(Physically)






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 56


FA must adhere to the following preparation before take-off :-

Arming and Crosscheck respective doors

Welcome and Safety Demonstration announcement to be done by SFA

All FA to prepare the cabin before Take Off

SFA to report to Captain on cabin readiness

All FA to return to respective stations for Take Off






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 57


8.22.3 AFTER TAKE OFF

ALL SFA P2 P3 P4

To make AfterTake off

Announcement &any Adhoc

Announcement

To make EDCards

announcement &distribute cards

from FWD

RubbishCollection

To prepare F&Band PBM cart forInflight Serviceand distribution

at AFT

To distribute EDCards

(for Internationalflight only)

To prepare F&Bcart for Inflight

Service at FWD

To commenceInflight Service &PBM distribution

RubbishCollection

To conductInflight Games

To proceed withMerchandise &Duty Free Sales

To conductchecks on cabin(15mins day time& 20mins nighttime) & lavatoryevery 30mins

Preparation forLanding






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 58


8.22.3.1 After Take Off duties:-

SFA to make the following announcements;

After Take Off announcement

ED Cards announcement (International Flights)

ADHOC announcements (if any)

PBM announcement

P2 and P3 to serve PBM from FWD to AFT galley followed by F&B sales by P1and P4 from FWD. Upon completion of PBM, P2 and P3 will commence F&Bfrom AFT to FWD meeting FWD cart in mid cabin.

All FA to commence PBM and Commercial In-Flight Service simultaneously.

Rubbish Collection to be done immediately after PBM and Commercial service

In-Flight Games may be conducted (subject to SFA discretion)

To commence Merchandise Sales

To commence Duty Free Sales (for International Flights)

All FA to perform Cabin Checks during Day time (15mins) and Night time(20mins)

Lavatory to be check periodically 30 mins

Proceed for Preparation Before Landing

8.22.3.2 Procedures on ED Cards

After the seatbelt sign is switched off and the "After Take Off" announcement ismade, P1 shall distribute the cards from forward cabin and P3 to distribute from

the aft until they meet in the center. FA must ensure that the ED Cards are to bedistributed diligently and to render assistance to any guests requesting for helpcomplete the cards.

A reminder announcement for "Completion of ED Cards" must be made beforelanding and it should be done together with the "Before Landing Announcement".

P4 is responsible to return the balance ED cards (inbound and outbound) to theplace assigned. The ED cards must be neatly arranged according to countries.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 59


8.22.4 BEFORE LANDING

ALL SFA P2 P3 P4

To make RubbishCollection &Removal of

Inflight Magazine(15 mins prior toSeatbelt Sign-

On)

To make BeforeLanding

Announcement &Completion of

ED Cards ( ForInternational

Flights )

To prepare theCabin for landing

- Seatbelt Fsten.- Window shadesopen.

- Tray table atoriginal position.

- Armrest down.- No bags at Overwing Exits.

- Toilet bowl coverdown.

- All bags properlystowed.

- Galley secured.

Received reportfrom P2


(Via Interphone)

Thank You(ASEAN

Greetings)

Report to Captainby pressing #

button






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 60


FA must adhere to the following to prepare the cabin before Landing;

SFA to make ‘Before Landing Announcement’, including the removal of In FlightMagazines and Completion of ED Cards. SFA must also include Drug announcement(International Flights) and other announcement required by the arrival station.

All FA to prepare the cabin before Landing

SFA to report to Captain on cabin readiness

All FA to return to respective stations for Landing






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 61


8.22.5 AFTER LANDING

ALL FA P2 P3 P4

To make AfterLanding

Announcements

Disarm Door 1L Disarm Door 2L Disarm Door 2R Disarm Door 1R

Confirm all doorsDISARMED on

FAP

Door Open

DisembarkPassenger

Check Cabin&Report

SFA receivedreport from P2

All FA to wait the

command ofDisarming Doorfrom Cockpit



To cross checkwith SFA







Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 62


After Landing duties are as follows:-

SFA to make After Landing announcement

All FA to wait the command from the cockpit on Disarming of Doors

All FA to Disarm and Crosscheck respective doors

Disembark guest

International guest entering the Domestic Arrival Hall, for all International flights

that parked at cul-de-sac 60s and 70s, P4 shall :

Lead guests from the aircraft to the junction of the covered walkway

Hand over the guests to the Apron Controller

Proceed back to the entrance of the covered walkway and standby for the nextdeparture.

NOTE: For additional security, when you hand over guests to Apron Controller, dodirect a few guests to the International arrival hall and ensure that they are moving inthe right direction before proceeding back to the entrance of the covered walkway.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 63


8.22.6 TRANSIT DUTIES

ALL SFA P2 P3 P4

Transit Duties includes:-

P2 to report to SFA on Foreign objects found after guest disembarkation

FA to do Cabin Cleaning

P2 to report to SFA on Cabin readiness for Boarding

SFA, P2 and P3 to standby for guest Boarding

To report to SFAon No Foreign

Objects after allpax disembark &

proceed forCabin Cleaning


Report to SFA onCabin Readiness

for Boarding

Proceed for CabinCleaning


Cabin Cleaning

SFA - from FWDcabin.

P2- from AFTcabin.

P3 – sweep cabinfloor (Broom &dust pan)

P4 – RubbishCollection

(when notrequired to doGate Mgmt)

Proceed for CabinCleaning

Proceed for next

Departure

(Repeat the flowfrom boarding

process)

Proceed for GateManagement






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 64


8.22.7 TERMINATING FLIGHT

ALL SFA P2 P3 P4

Terminating flights includes:-

P2, P3 and P4 to close F&B, Merchandise and Duty Free Carts

P2 to verify with IFC on the closing

FA to clear immigration (when required) and conduct de-briefing in office

To close stocksbefore landing.

(AFT F&B Cart)

Duty Free Closingfor International

Flights

To proceed toImmigration (For

InternationalFlights only) & tohand-over 01GDto Health Office

To close stockswith IFC (At

Base

To proceed to theOffice for De-

Briefing

To close stocksbefore landing

(FWD F&B Cart)

To close stocksbefore landing.

(MerchandiseCarts)






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 65


8.22.7.1 Lost & Found

Item Found On board

Any item found by FA on board will be handed over to the ground staff at thepoint of disembarkation.

The item description and details of staff receiving will be recorded in the eVR. Itmust not be given to a third party i.e. ramp staff and/or any other department.

The item will be recorded in the Register Found Property (RFP) AcknowledgmentForm (RFPAF) and signed by the FA handing over the item to ground staff andcounter signed by the ground staff accepting the item. (03) copies must be

completed. First copy is for FA, second copy for the GS who will use the formwhen handing over the item to CBTO/MLO and file in the station file for futurereference. The third completed copy will be held in the RFP Form File byCBTO/MLO.

Upon acknowledging, the ground staff will be held responsible and musthandover the item to CBTO/MLO as soon as possible. CBTO/MLO staff mustcounter sign the RFPAF to acknowledge the item received.

Item Found On board For Terminating Flights

For terminating flights, the SFA must hand over items found on board (if any) to

CBTO/MLO counter.

The CBTO/MLO staff will then provide two (2) copies of Register Found Property(RFP) forms for the SFA to fill up. One (1) copy of the RFP is kept by the SFAand another (1) copy is handed over to the CBTO/MLO staff.

The CBTO/MLO staff will then make a copy of the RFP form and follow up withthe stations involved.

Upon returning to base after flight, the SFA must report the incident in their eVR,and direct the feedback to MAA CBTO.

8.22.7.2 Item Hand Over

SFA must only accept documents (in A4 envelopes) as items handover.

SFA must bring the items to the FAD Office and will place in the Internal Mail Box.

For KUL to out of base station, SFA will handle items to the Guest Services

Officer.

SFA to record Item Hand Over in the eVR.

SFA shall retain copy of the Item Hand Over.






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 66


8.22.8 DE-BRIEFING

ALL SFA P2 P3 P4

To conduct Debriefing

(discuss issuesonboard)

To release P3 forcash out &

release the rest ofcrew

Sign off & checknext day duty

To check onIFCSR forms – must tally withthe cash sales

To cash out toCashier

Sit in the Debriefing & witnesson counting cash

sales

Sit in the Debriefing & witnesson counting cash

sales






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 67


After the end of a flight, FA must return to office for a post flight de-briefingconducted by the SFA.

During the post flight de-briefing, FA are advised to highlight anyincidents/accidents that happened on board on sector to sector basis.

The post flight briefing is a session that involves all FA operating that flight. It ismeant to be a discussion and feedbacks should be highlighted to the SFA whowill report it in the eVR.

Out of base, the post flight de-briefing will be conducted at the hotel lobby or atthe crew room (if available) once the FA group check in has been made. Duringthe post flight de-briefing, the SFA must remind all FA regarding the rules and

regulations of the hotel and make the necessary arrangement for the flight nextday.

The SFA must conduct post flight de-briefing in a professional manner and mustdiscuss all grievances amicably so as to ensure that future flights will be operatedsmoothly without any misunderstanding from all FA.

FA also to check on IFCSR Forms to ensure the sales money is submittedwithout any discrepancy. The designated FA is responsible to handover themoney to cashier.

All FA will sign off and check their next duty within 03 hours.

8.22.9 ONBOARD

8.22.9.1 ONBOARD (01 Door Embarkation)

P1 to check guest boarding passes at D1L and make an announcement of Flight

No and Destination prior to closing of the aircraft door

P2, P3 and P4 are to be mobile in the cabin assisting guests with the seats and

baggage.

P1 to make Headcount announcement

P1 and P2 are to commence Headcount after all guest boarded and report the

TOB to commander.

8.22.9.2 ONBOARD (02 Doors Embarkation)

P1 to check guest boarding passes at D1L and to make announcement on Flight

No and Destination prior to closing the door.

P2 to check guest boarding passes at D2L

P3 and P4 is to be mobile in the cabin assisting guest with the seat and baggage

P1 to do Commencement of Headcount announcement

P1 and P2 to commence Headcount after all guest boarded






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 68


HEADCOUNTDISCREPENCY

AFTER 3rdCOUNT

TO COMMENCEBINGO BY GSA

(BINGO FIGUREWILL BE TAKEN AS FINAL COUNT)

8.22.10 HEADCOUNT PROCEDURES

REQUIREMENT FORHEADCOUNT ON A320

ANNOUNCEMENT WILL BEDONE BY SFA ON THECOMMENCEMENT OF

HEADCOUNT

HEADCOUNT BY P1 FROMFWD TO AFT CABIN

HEADCOUNT BY P2 FROM AFT TO FWD CABIN

BOTH P1 AND P2 TOCROSSCHECK ON

HEADCOUNT

HEADCOUNTDISCREPENCY

P1 TO DO 3rd HEADCOUNT

P1 TO CONFIRM WITH GSA AND REPORT TO CAPTAIN

DOOR CLOSE

NO

YES






Issue Date 01DEC12

Issue 03 Rev 00

Chapter 8

Page 69


Below are the important guidelines to be followed by FA during headcountprocedure:-

P1 to make headcount announcement prior to the headcount.

In 02 doors embarkation, ensure aircraft door is closed before starting headcount.

P1 to ensure forward door area is manned by P3 and P4 before startingheadcount.

P1 and P2 to do headcount as per below:

Headcount No Process Remarks

01 P1 from Forward to Aft P1 and P2 may beginheadcount oncepassengers has startedsettling down

02 P2 from Aft to Forward

03/Final P1 from Aft to Forward ONLY P1 to doheadcount

If headcount figure do not tally with the figure given by GSA, manual BINGO willbe done by the GSA.

Ensure guests in the Lavatories are taken into account.

If headcount figure tallies with the figure given by GSA, SFA to report the TOB tothe commander.

If headcount figure did not tally with the figure given by GSA, Manual Bingo willbe initiated by the GSA.

Note: If BINGO figure tallies with the initial figure given by GSA, FA WILL BEHELD RESPONSIBLE FOR THE DELAY.