OMA

Question 1

Contingency Fuel

Answer 1

62. Contingency fuel
    The fuel required to compensate for unforeseen factors which could have an
    influence on the fuel consumption to the destination aerodrome such as deviations
    of an individual aeroplane from the expected fuel consumption data, deviations from
    forecast meteorological conditions and deviations from planned routings and/or
    cruising levels/altitudes.

Question 2

92. Final reserve fuel

Answer 2

An amount of fuel, required to fly for 30 minutes at holding speed and at 1500 ft.
MSL/ISA conditions, calculated with regard to the expected landing mass at the
alternate airport (or at destination - if no alternate is required).

Question 3

121.Obstacle clearance altitude (OCA) or obstacle clearance height (OCH)

Answer 3

the lowest altitude or the lowest height above the elevation of the relevant runway
threshold or the aerodrome elevation as applicable, used in establishing compliance
with appropriate obstacle clearance criteria.
Note 1.� Obstacle clearance altitude is referenced to mean sea level and obstacle
clearance height is referenced to the threshold elevation or in the case of non-precision
approaches to the aerodrome elevation or the threshold elevation if that is more than
2 m (7 ft) below the aerodrome elevation. An obstacle clearance height for a circling
approach is referenced to the aerodrome elevation.
Note 2.� For convenience when both expressions are used they may be written in the
form �obstacle clearance altitude/height� and abbreviated �OCA/H�.

Question 4

146.Runway visual range

Answer 4

The range over which the pilot of an aircraft on the centre line of a runway can see
the runway surface markings or the lights delineating the runway or identifying its
centreline.

Question 5

Technical Instructions

Answer 5

The latest effective edition of the Technical Instructions for the Safe Transport of
Dangerous Goods by Air (Doc 9284), including the Supplement and any Addendum,
approved and published by decision of the Council of the International Civil Aviation
Organization. (Oman Air uses IATA DGR latest yearly release.)

Question 6

UN Number

Answer 6

The four-digit number assigned by the United Nations Committee of Experts on the
Transport of Dangerous Goods, to identify a substance, or a particular group of
substances.

Question 7

Contaminated runway

Answer 7

A runway is considered to be contaminated, when more than 25% of the runway
surface area (whether in isolated areas or not), within the required length and width
being used, is covered by the following:
(a) Surface water with a dept. of 3 mm or more, or by slush, or loose snow,
equivalent to a water depth of 3 mm or more;
(b) Snow, which has been compressed into a solid mass which resists further
compression and will hold together, or break into lumps if picked up (compacted
snow); or
(c) Ice, including wet ice.

Question 8

2.5.1 Power to Inspect

Answer 8

Any person authorised by the AUTHORITY is permitted at any time to board and fly
in any aeroplane operated in accordance with the AOC issued by AUTHORITY and to
enter and remain on the flight deck provided that the commander may refuse access
to the flight deck if, in his opinion, the safety of the aeroplane would thereby be
endangered.
�h The certification or inspection on the operation of flights may be carried out
during flight by a Flight Operations Inspector of the AUTHORITY on official duty
and in possession of a valid PACA Inspector Identification card.

�h The inspection may be carried out without prior notice to the crew. However
whenever possible, the AUTHORITY will notify Flight Operations at least 24 hours
in advance to avoid last minute changes of previous jump seat allocations.
�h A commercial seat shall be reserved and in case the aeroplane is already fully
booked, a cabin attendant seat shall be made available.
Conduct of Inspection
Full co-operation on the ground as well as on board will be given to the inspector on
duty. Any abuse or misconduct of the inspector will be reported on the CVR signed at
least by the Commander, another pilot on duty and the Purser. An ASR will be
submitted if the misconduct impairs safety of the flight or its occupants. In an extreme
case of violence, the inspector will be treated in accordance to refer OM-A-10.1.7.
Note: The Commander remains in charge of the Aeroplane at all times but will
consider the inspector as an additional crew member and will include him in all flight
briefings.
A normal passenger ticket is required.
If, for safety reasons, the Commander decides to refuse access of the Flight Deck to
an Inspector or to ask the inspector to leave the Flight Deck in flight, he will justify his
decision to that inspector and will forward a detailed CVR to the relevant Manager
Fleet, copy to SMLO and will call the Manager Fleet or his designee by phone
immediately upon arrival. If the flight terminates at main base, the Commander will
ensure that his report (in the flight envelope) is forwarded immediately. If the flight
terminates elsewhere, or during an overnight, the Commander will request the
Station Manager to fax immediately a copy of his report to the SMLO and will insert
the original copy into the Flight envelope.
While on the ground at outstations, other State Aviation Authorities inspectors, in
possession of valid identification, and on duty, are permitted access to the aircraft for
the purpose of conducting safety inspections. Such access is granted under
international Law, and shall be facilitated by all crew members.

Question 9

4.1.2.3 Cabin Crew Composition

Answer 9

((a) Regulatory Minimum Cabin Crew Composition
The minimum number of cabin crew required for a specific aircraft is based on
CAR-OPS 1.990 and under no circumstances aircraft can depart with cabin crew
less than this minimum. Any reduction below this regulatory minimum shall
require specific authorisation from AUTHORITY.

(b) Below Regulatory Minimum Cabin Crew
Due to last minute unforeseen circumstances if there is a requirement to
operate less than the stipulated regulatory minimum, the procedures in the
deployment of cabin crew shall be based on the following.
(1) Operations with below regulatory minimum cabin crew is not allowed for
flight from base (Muscat);
(2) Prior approval of AUTHORITY mandatory;
(3) Prior to the commencement of the flight, the commander shall receive
approval from the Post Holder Flight Operations;
(4) The number of passengers has been reduced in accordance with
procedures specified in OM-E. At least one cabin crew member is required
for every 50, or fraction of 50, passengers present in the aircraft;
(5) Re-seating of passengers with due regard to exits and other applicable
aeroplane limitations;
(6) Re-location of a cabin crew;
(7) Upon completion of the flight, the commander shall complete a
Mandatory OccE-F705-11E9-B9

Aircraft Type Regulatory Minimum
(AUTHORITY) @
A330-300 8
A330-200 8
B787-8/9 8
B737-800/900ER 4
B737-8 4
ERJ 170-200 2

Schedule minimum number of cabin crew with at least 3 months experience as
below:
Aircraft Type Minimum Cabin Crew with at least 3
months experience as cabin crew member
A330-300/200 4
B787-8/9 4
B737-800/900ER 2
B737-8 2
ERJ 170-200 1YP

The following minimum crew complement must be on board
(a) Prior to commencement of passenger boarding, except when operating with
below regulatory minimum crew.
(b) During transit when passengers are on board, except when operating with
below regulatory minimum crew.
(c) During re-fuelling / de-fuelling with passengers embarking, on board or
disembarking.
Aircraft Flight Deck Cabin Crew
A330-300/200
One Pilot
8
B787-8/9 8
B737-800/900ER 4
B737-8 4
ERJ 170-200 2

Question 10

4.1.7 Restriction After Initial Line Clearance

Answer 10

(a) Commanders: For the first 100 hours on type as Pilot In Command
�h Airline Minima should be increased as given in OMA 8.1.3.23; and
�h No takeoffs and landings to be given to Co-pilots.
(b) Co-pilots: For the first 100 hours on type as Co-pilot
�h To be scheduled with Commanders having more than 100 hours on type
command experience; or
�h To be scheduled with Commanders having more than 500 hours of Command
experience.
(c) Cover Pilot: For a pilot to be scheduled as a cover pilot the requirement is 100
hours on type.

Question 11

4.1.8 Co-pilot as Pilot Flying

Answer 11

A line Commander may allow a Co-pilot to carry out a Take-Off and/ or Landing
provided:
(a) The runway is not contaminated;
(b) The braking action is at least good;
(c) The cross wind component does not exceed 15 knots;
(d) For take-off the visibility is 1000 m or more; and
(e) For landing, the applicable minima for approaches.
The Commander is required to assume the duties of PF irrespective of prior
allocations:
�h at any time he considers it is necessary for the safety; or
�h at any time he considers Oman Air Standards are being compromised of the above
conditions.
Note: Training Commanders may allow Co-pilots to perform take-off and landing with
weather conditions below those indicated with the exception of the landing minima.exception of th

Question 12

6.1.9 Deep Diving (SCUBA)

Answer 12

Flying in pressurized aircraft after deep sea diving can result in decompression
sickness (Bends). Therefore crew members should not participate in deep diving
within 48 hours before a flight.w

Question 13

6.1.10 Blood Donation

Answer 13

After a blood donation the volume of blood lost is made up in a matter of hours but
the cellular content can take some weeks to return to the previous level. Therefore
crew members should not donate blood within 24 hours before a flight assignment
and should not volunteer as blood donors whilst in active flying.

Question 14

7.1.3 Flight Crew � Flight Time

Answer 14

(1) 1000 hours in any period of 365 consecutive days; and
(2) 100 hours in any period of 28 consecutive days.

Reporting Time Between Maximum Uninterrupted Block
Time
0700 � 1359 11 hours
1400 � 1759 10 hours
1800 � 0459 9 hours
0500 � 0659 10 hours
TABLE 01: Maximum uninterrupted block times � flight crew of two

Question 15

7.1.3.2 Duty periods - Flight Crew

Answer 15

Oman Air shall ensure that the total duty periods to which a flight crew
member is assigned shall not exceed:
(1) 1800 hours in any period of 365 consecutive days;
(2) 190 hours in any period of 28 consecutive days; and
(3) 55 hours (*) in any 7 consecutive days.

However this figure (*) can be increased to 58 hours when a rostered duty
consisting of series of duty periods has commenced and is subject to
unforeseen operational delays. A crew member may not start any duty
period knowing 55 hours will be exceeded in any consecutive 7 days.

Question 16

7.1.3.3 Flight duty periods (FDP)w

Answer 16

Reporting Time (Local Time)
Number of landings as operating flight crew member
1-2 3 4 5 6 7 8
0700 - 1159 1400 1315 1230 1145 1100 1015 0930
1200 - 1359 1330 1245 1200 1115 1030 0945 0900
1400 - 1559 1300 1215 1130 1045 1000 0915 0900
1600 - 1759 1230 1145 1100 1015 0930 0900 0900
1800 - 0359 1200 1115 1030 0945 0900 0900 0900
0400 - 0459 1230 1145 1100 1015 0930 0900 0900
0500 - 0559 1300 1215 1130 1045 1000 0915 0900
0600 - 0659 1330 1245 1200 1115 1030 0945 0900
Table 02: Allowable Flight Duty Periods � Multi Pilot Operations

Question 17

7.1.3.4 Augmented Flight Crew

Answer 17

Oman Air shall ensure:
(a) Irrespective of the reporting time, if a flight crew comprising at least 2 pilots is
augmented by the addition of at least one fully qualified flight crew member,
in order to increase the flight duty period derived from Table 02 of this section,
(1) where the additional flight crew member occupies a flight deck observer
seat during take-offs and landing, the flight duty time may be extended to
15 consecutive hours provided:
(i) The sharing of time away from controls between those flight crew
members leaving their posts is kept in balance.
(ii) The subsequent minimum rest period is increased by at least 2
hours.
(2) where a flight relief facility seat is provided, the flight duty time may be
extended to 17 consecutive hours, in which case the maximum flight deck
duty time for any flight crew member shall be 12 hours;
(3) where a flight relief facility bunk is provided, the flight duty time may be
extended to 20 consecutive hours, in which case the maximum flight deck
duty time for any flight crew member shall be 14 hours, provided:
(i) The sharing of time away from controls between those flight crew
members leaving their posts is kept in balance;
(ii) The subsequent minimum rest period is at least equal to the
length of the preceding flight duty time; and
(iii) The augmented flight crew is scheduled to carry out no more than
2 landings within a flight duty period or, with the approval of the
AUTHORITY, 3 landings, provided the block time for one sector is
2 hours or less.SUCH D

Question 18

7.1.4.1 Duty Periods-Cabin Crew

Answer 18

Oman air shall ensure that the total duty periods to which a cabin crew
member is assigned do not exceed
(1) 1800 hrs in any period of 365 consecutive days;
(2) 190 hrs in any Period of 28 Consecutive days; and
(3) 60 hrs in any 7 consecutive days. However this figure can be increased to
63 hours when a rostered duty consisting of a series of duty periods has
commenced and is subject to unforeseen operational delays. A crew
member may not start any duty period knowing 60 hours will be exceeded
in any consecutive 7 days.

Question 19

7.1.4.3 Extension of allowable Flight duty periods Cabin Crew

Answer 19

Oman air shall ensure that if extending the allowable flight duty periods for cabin
crew, irrespective of the reporting time, the flight duty period shall not exceed 18
hours, provided that no more than 2 landings are carried out within a flight duty
period, or, with the approval of AUTHORITY, 3 landings.
(a) When allocating flight duty periods above 16 hours for cabin crew members,
Oman air shall ensure that the following conditions are met.
(1) Each cabin crew member is free of all duties for a period of time equal to
one third of the period calculated by subtracting one hour for each landing
from the total block time in the flight duty period; and
(2) For at least one third of the number of cabin crew members, bunks for the
resting cabin crew members, separated and screened from the flight deck
and the passengers, are available.
(b) When allocating flight duty periods above 14 hours, but not exceeding 16
hours, for cabin crew members, Oman air shall ensure that the following
conditions are met.
(1) Each cabin crew member is free of duties for a period of time equal to one
quarter of the period calculated by subtracting one hour for each landing
from the total block time in the flight duty period; and
(2) For at least one quarter of the number of cabin crew members,
comfortable reclining seats for the resting cabin crew members,
separated from the flight deck and screened from the passengers, are
available.
(c) In exceptional circumstances, when allocating flight duty periods for cabin
crew members, who are above the maximum flight duty periods prescribed in
OM-A 7.1.3.3 Table 02, but not exceeding 14 hours, Oman air shall ensure that
each cabin crew member is free of duty for one hour during the flight.
(d) The periods free of duty should preferably be consecutive

Question 20

7.2 Exceedances of Flight and Duty Time Limitation and/or
Reduction of Rest Periods

Answer 20

The allowable flight duty period may not be increased by more than 2
hours unless:
(i) The flight crew has been augmented, in which case the allowable
flight duty period may be increased by not more than 3 hours; or
(ii) For cabin crew, the allowable flight duty period has been extended
in accordance with OM-A 7.1.4.3, in which case the allowable
flight duty period may be extended by not more than 3 hours;

(1) The commander is required to submit a report to SMLO whenever a flight
duty period is increased or when a rest period is reduced in actual flight
operation; and
(2) Where the increase of a flight duty period or reduction of a rest period
exceeds one hour, a copy of the report, to which SMLO must add his
comments, is sent to AUTHORITY through the EVP-COO no later than 28
days after the event.an 3 hours;

Before arriving at a decision, the commander is required to consult every crew
member for their acceptance to the modifications to the FDTL.
During the consultation process the commander must ascertain from each crew
regarding their fitness to continue the duty and this will entail in differentiating
between tiredness (a normal feeling after or during work) and fatigue (extreme
tiredness caused by exertion or cumulative lack of rest).YP

Question 21

8.1.0.3 Performance Considerations

Answer 21

Regardless of the AFM/FCOM/AOM performance data, a take-off or landing
shall not be made on runways with a reported braking action �POOR� (or a
braking coefficient less than 0.25), unless justified by an emergency situation

Question 22

8.1.0.7 Routes and Area of Operation

Answer 22

Routes and Area of Operation
The Air Operator Certificate authorizes Oman Air to conduct worldwide
commercial air transport with the exception that scheduled flights may not be
conducted into Israel.
Except in accordance with an ETOPS approval and OM-A 8.5, two engined
aeroplanes shall not be operated over a route which contains a point further
from an adequate aerodrome than the threshold distance as per the following
table.
Aeroplane Type Threshold Distance
A330-200/300 430 NM (Based on IAS 330 Knots)
B787-8 443 NM (Based on IAS 320 Knots)
B787-9 443 NM (Based on IAS 340 Knots)
B737-800/900ER 395 NM (Based on IAS 310 Knots)
B737-8 415 NM (Based on IAS 320 Knots)
ERJ 170-200 349 NM (Based on IAS 290 Knots)
Table-Threshold Distance

Question 23

8.1.1 Minimum Flight Altitudes

Answer 23

Engine Failure (CAR-OPS 1.500)
The mass of the aeroplane at the pre-flight or in-flight re-planning stage shall be
such that:
- the one engine inoperative net flight path has a positive gradient at 1500 ft
above the aerodrome where the landing is assumed to be made after engine
failure; and
- the gradient of the one engine inoperative net flight path must be positive at
least 1000 ft above all terrain and obstructions along the route within 5 nm on
either side of the intended track.
- The one engine inoperative net flight path must permit the aeroplane to
continue flight from the cruising altitude to an aerodrome where a landing can
be made while clearing vertically, by at least 2000 ft, all terrain and
obstructions along the route within 5 nm on either side of the intended track.

Question 24

8.1.3 Methods for the Determination of Aerodrome Operating Minima

Answer 24

For Oman Air, the AUTHORITY has approved the use of the �new� appendix 1
to EU OPS 1.430 (same as appendix 1 to CAR OPS 1.430) as the method for
establishing Aerodrome Operating minima as determined by Jeppesen.
As per Oman Air policy, circling approaches are not permitted.
Surveillance Radar ApproaIn ches (SRA) are not permitted.

In case the State Minima is higher than the Jeppesen Minima, the higher
minima should be used.

Question 25

8.1.3.6 General Guidelines on application on Aerodrome Operating Minima

Answer 25

An aircraft shall not descend below MDH/ MDA, unless:
(1) the aircraft is in a position at that height from which a normal approach
to the runway of intended landing can be made; and
(2) the �required visual reference� (see note 1) has been established with
regard to approach threshold of that runway or approach lights or other
marking identifiable with the approach end of the runway.
The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.
Note 1:.The �required visual reference� means that section of the visual aids or the
approach area which should have been in view for sufficient time for the pilot to have
made an assessment of the aircraft position and rate of change of position, in relation
to the desired flight path. (Visual references for different types of approaches are
specified in this section).
Notes:
If MDA or DA is not specified, the authorised MDA or DA is the sum of the Obstacle
Clearance Limit/Obstacle Clearance Height and Touch Down Zone elevation rounded
up to the nearest 10 feet. If the touchdown zone elevation is not available, airport
elevation shall be used. In no case this method of calculation permits lower minima
than those outlined in this section.
Whenever both RVR/ Visibility are available, RVR will be the criteria for landing.

Question 26

8.1.3.6.2 Application of Ceiling and RVR

Answer 26

Ceiling must be taken into account when the only approaches available are
non-precision.
Vertical visibility if provided will replace ceiling. These values are given above
the ground level.
Note: Clouds reported broken or more will be considered for ceiling.g��

Take Off CAT I When touchdown and midpoint RVR values are available,
BOTH shall be at or above the applicable Take-Off minima.
Landing CAT I When touchdown and midpoint RVR values are available,
the following criteria will be applied:
�h Touch Down RVR at or above the landing minima
�h Mid RVR equal to or greater than 350 meters ��unless a
higher value is stated��.

Approach and landing operations are NOT authorised when the prevailing
visibility is below 800 meters or the Converted Meteorological Visibility
(CMV) is below 800 RVR unless RVR reporting is available for the runway of
intended use.a�

Question 27

8.1.3.8 Take-off alternate aerodrome � Selection

Answer 27

Take-off alternate aerodrome � Selection
Requirement: A take-off alternate must be selected and specified in the
operational flight plan if it would not be possible to return to the aerodrome
of departure for meteorological (weather conditions below CAT I minima, or
applicable landing minima if ILS approach is not available), performance or
operational reasons. The take-off alternate shall be located within:
(1) For two-engined aeroplanes, either:
One hour flight time at a one-engine-inoperative cruising speed in
still air conditions based on the actual take-off mass; or
When a take-off alternate is not available within one hour flight
time as per (i) above, the approved ETOPS diversion time of 120
minutes, subject to any MEL restriction, at the one-engine
inoperative cruising speed in still air standard conditions based on
the actual takeoff mass for aeroplanes and crews authorised for
ETOPS.

Question 28

8.1.3.9 Takeoff Minima

Answer 28

(1) Before commencing take-off, a commander must satisfy himself that the
RVR or visibility in the take-off direction of the aeroplane is equal to better
than the applicable minima.
The commander shall not commence take-off unless the weather
conditions at the aerodrome of departure are equal to or better
than CAT I minima or if ILS approach is not available applicable
minima for landing at that aerodrome unless a suitable take-off
alternate aerodrome is available.
When the reported meteorological visibility is below that required
for take-off and RVR is not reported, a take-off may only be
commenced if the commander can determine that the
RVR/visibility along the take -off runway is equal to or better than
the required minimum.
When no reported meteorological visibility or RVR is available, a
take-off may only be commenced by the commander if he can
determine that the RVR/visibility along the take-off runway is equal
to or better than the required.
Pilot assessment of visibility vs. RVR. Pilot�s assessment of visibility
is acceptable ONLY when RVR is not reported. Pilots are NOT to use
visibility assessment when RVR is reported.
Use of terms RVR & Visibility.
(A) RVR: Assessment of conditions by instruments.
(B) Visibility: Assessment of conditions by manual observations.lined in this

Question 29

Take - off Minima (RVR/Visibility)me � Selection

Answer 29

Nil (day only) 500 m Reported RVR/Visibility of only
initial part of the takeoff run can
be replaced by pilot assessment.
(Applicable only when RVR is
not reported)
i) Day: Runway edge lighting
and/or centerline marking
ii) Night: Runway edge &
runway end lights are
required
400 m Reported RVR/Visibility of only
initial part of the takeoff run can
be replaced by Pilot Assessment
(Applicable only when RVR is
not reported)est).YP

Question 30

8.1.3.11 Selection of Alternate Aerodromes (Weather Conditions)�

Answer 30

As per Oman Air Policy, for all flights at least one destination alternate is required.
Oman Air does not operate flights without a destination alternate

Takeoff Alternate It would not be possible to return to the aerodrome of
departure due to:
�h Weather conditions below the CAT I minima or applicable
landing minima if ILS approach is not available at the
aerodrome of departure; or
�h For performance or operational reasons.s.

Destination Alternate At least One alternate
Weather reports or forecasts or any combination thereof, for
the destination aerodrome indicate, that the weather
conditions will be at or above the applicable destination landing
minima. (Aerodrome Operating Minima)
Two alternates
�h Weather reports or forecasts or any combination thereof,
for the destination aerodrome indicate, that the weather
conditions are below the applicable destination landing
minima. (Aerodrome Operating Minima); or
�h No meteorological information is available.]P

Question 31

8.1.3.12 Planning Minima for IFR flight

Answer 31

take-off alternate aerodrome when the appropriate weather reports or
forecasts or any combination thereof indicate that, during a period
commencing 1 hour before and ending 1 hour after the estimated time of
arrival at the aerodrome, the weather conditions will be at or above the CAT I
minima, or the applicable landing minima specified for the aerodrome if ILS
approach is not available.

(1) The ceiling must be taken into account when the only approaches
available are non-precision approaches.
(2) Any limitations related to one engine inoperative conditions must be
taken into account.
Planning minima for a destination aerodrome The destination aerodrome
shall only be selected when:
(1) the appropriate weather reports or forecasts or any combination thereof,
indicate that, during a period commencing 1 hour before and ending 1
hour after the estimated time of arrival at the aerodrome, the weather
conditions will be at or above the applicable planning minima (AOM as
per Jeppesen) as follows:
RVR/Visibility specified for the planned instrument approach at the
aerodrome; and
For a non-precision approach, the ceiling at or above MDH; or
(2) Two destination alternate aerodromes are selected.
Planning minima for a:
(1) destination alternate aerodrome, or
(2) 3% ERA aerodrome, or
(3) en-route alternate aerodrome required at the planning stage
Oman air shall only select an aerodrome for one those purposes when the
appropriate weather reports or forecast, or any combination thereof, indicate
that, during a period commencing one hour before and ending one hours after
the estimate time of arrival at the aerodrome, the weather conditions will be
at or above the planning minima in Table 4 below.

Cat II and III
(Pilots must be qualified for Cat II/III)
Cat I (Note 1)
Cat I Non-precision (Notes 1 & 2)
Non-precision Non-precision (Notes 1 & 2) plus 200 ft/1000 mces.

Question 32

8.1.3.22 Visual Approach

Answer 32

If NO circling minima is specified, the cloud ceiling must be at or above the
appropriate Minimum Safe Altitude and the reported visibility at least 5000 meters.t/1000 mces.

A side-step maneuver may be performed in Day VMC conditions, provided the
criteria for stabilized approach is met.
Once the aeroplane is established and descending on final approach to the runway
of intended landing, 360� turns and other manoeuvres for descent profile
adjustment are NOT PERMITTED.

Minimum Flight Altitude shall be observed. If a full circuit pattern is
flown, the circuit altitude shall be 1500 feet above aerodrome elevation.ast 5000 meters.t/1000 mces.

Question 33

8.1.3.23 Airport Operating Minima for newly released PIC � on type

Answer 33

PIC up to 100 hours on type Plus 100 feet Plus 400 meters_T�|ġ�

Question 34

8.1.3.24 Meteorological Conditionflightselection

Answer 34

For all flights a commander shall not
(1) Commence take-off; nor
(2) Continue beyond the point from which a revised flight plan applies in the
event of in-flight re-planning, unless information is available indicating
that the expected weather conditions at the destination and/or required
alternate aerodrome(s) are at or above the planning minima prescribed
in OM-A 8.1.3.12 (b) for destination aerodrome and OM-A 8.1.3.12 (c)
(Table 4) for destination alternate and en-route alternate.
Note: For destination expected weather conditions shall be above the
applicable landing minima; and for required alternates the expected
weather conditions shall be above the planning minima given in OM-A
8.1.3.12 (c) (Table 4).
For all flights, a commander shall not continue beyond
(1) Decision point when using the decision point procedure; or
(2) Pre-determined point when using the predetermined procedure, unless
information is available indicating that the expected weather conditions
at the destination and/or required alternate aerodrome(s) are at or above
the applicable aerodrome operating minima.
For all flights, a commander shall not continue towards the planned destination
unless latest information available indicates that, at the expected time of arrival, the
weather conditions at the destination, OR at least one destination alternate
aerodrome, are, at or above the applicable aerodrome operating minima.]P

Question 35

8.1.3.28 Commencement and Continuation of Approach

Answer 35

(a) The commander or the pilot to whom conduct of the flight has been delegated
may commence an instrument approach regardless of the reported
RVR/Visibility but the approach shall not be continued beyond the outer
marker, or equivalent position, if the reported RVR/visibility is less than the
applicable minima.
(b) When RVR is not available, RVR values may be derived by converting the
reported visibility in accordance with the OM-A 8.1.5.5.
(c) If, after passing the outer marker or equivalent position (note 1 below) in
accordance with (a) above, the reported RVR / visibility falls below the
applicable minimum, the approach may be continued to DA/H or MDA/H.
(d) When no outer marker or equivalent position (note 1 below) exists, the
commander or the pilot to whom conduct of the flight has been delegated shall
make the decision to continue or abandon the approach before descending
below 1000 feet above the aerodrome on the final approach segment.

(e) If the MDA/H is at or above 1000 feet above the aerodrome, the approach may
be continued to MDA/H. below which the approach shall not be continued if
the RVR/Visibility is less than the applicable minima.
(f) The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.
(g) The touchdown zone RVR is always controlling. If reported and relevant (see
note 2), the midpoint and stop end are also controlling.
Note 1: The �equivalent position� mentioned above can be established by means of a
DME distance, a suitably located NDB or VOR, SRE or PAR fix or any other suitable fix
that independently establishes the position of the aeroplane.
Note 2: �Relevant�, in this context, means that part of the runway used during the
high speed phase of the landing down to a speed of approximately 60 knots.

Question 36

8.1.7.5 In-flight fuel Checks / Management - Requirements

Answer 36

The commander shall continually ensure that the amount of usable fuel
remaining in flight is not less than the fuel required to proceed to an
aerodrome where a safe landing can be made, with final reserve fuel
remaining.
In flight Fuel Check
A commander must ensure that the fuel checks are carried out in flight at
regular intervals. The remaining fuel must be recorded and evaluated to:
(1) Compare actual consumption with planned consumption;
(2) Check that the remaining fuel is sufficient to complete the flight; and
(3) Determine the expected fuel remaining on arrival at the destination.
(4) The relevant fuel data must be recorded.
In flight Fuel Management
(1) If, as a result of an in-flight check, the expected fuel remaining on arrival
at the destination is less than the required alternate fuel PLUS final
reserve fuel, the commander must take into account the traffic and the
operational conditions prevailing at the destination aerodrome, along the
diversion route to an alternate aerodrome and at the destination
alternate aerodrome, when deciding to proceed to the destination.

(2) In arriving at this decision and when within 1 hour of the destination, the
commander may continue so as to land at the destination with not less
than final reserve fuel if:
The actual and forecast weather conditions at the destination will
permit a visual approach;
There are no known ATC delays for the period of ETA to ETA plus
one hour; and
There are at least two suitable geographically located separate (See
note 1 below) runways available for landing.
Note 1: Separate Runways: Runways on the same aerodrome are
considered to be separate runways when:
(A) They are separate landing surfaces which may overlay or cross
such that if one of the runways is blocked, it will not prevent
the planned type of operations on the other runway; (Mumbai
airport does not fulfil this requirement) and
(B) Each of the landing surfaces has a separate approach
procedure based on a separate aid.
(3) The commander shall request delay information from ATC when
unanticipated circumstances may result in landing at the destination
aerodrome with less than the final reserve fuel plus any fuel required to
proceed to an alternate aerodrome.
(4) Notwithstanding (2) above, in terminal area, the commander may decide
to use the alternate fuel to continue approach, or hold and land at the
destination aerodrome when:
In the judgement of the commander a safe landing, with not less
than final reserve fuel remaining can be accomplished at the
destination aerodrome; and
An allocated Expected Approach Time or confirmation from ATC of
maximum likely delay is available; and
Landing is assured in the prevailing and immediate forecast
conditions.
Note: In such cases, a CVR must be submitted to the company.
(5) The commander shall advise ATC of a minimum fuel state by declaring
MINIMUM FUEL when, having committed to land at a specific aerodrome,
the pilot calculates that any change to the existing clearance to that
aerodrome may result in landing with less than planned final reserve fuel.
(6) If MINIMUM FUEL is declared, a CVR must be submitted immediately to
the company.
Notes:
The declaration of MINIMUM FUEL informs ATC that all planned aerodrome
options have been reduced to a specific aerodrome of intended landing and any
change to the existing clearance may result in landing with less than the
planned final reserve fuel. This is not an emergency situation but an indication
that an emergency situation is possible should additional delay occur.

It should be noted that Pilots should not expect any form of priority handling as
a result of a �MINIMUM FUEL� declaration. ATC will, however, advise the flight
crew of any additional expected delays as well as coordinate when transferring
control of the aeroplane to ensure other ATC units are aware of the flight�s fuel
state.

Question 37

8.1.8.10 Last Minute Changes (LMC) Procedure`”

Answer 37

Tolerance
Limit
A-330 B787-8 B787-9 B737 ERJ 170-200
Traffic Load
and
Operational
Loads
Plus or
Minus 500
kg
Plus or Minus
1400 Kg
Plus or Minus
1180 Kg
Plus or Minus
400 kg
Plus or Minus
220 kg
Corresponding
Index
Plus or
Minus 10
Plus or Minus
4
Plus or Minus
4
Plus or Minus
5
Plus or Minusuel
state.

Note A: After a LMC, actual ZFW, TOW and LAW must be amended. However LMC
less than 100 kg do not require such amendments. If the LMC total exceeds the limits
as indicated above (LMC Tolerance Limits) a new load sheet must be prepared.�

Question 38

8.1.9.5 Compliance with and Deviation from Flight PlanX”a�~Km�\�

Answer 38

Flight shall be conducted in accordance with the flight plan. Deliberate
deviation from flight plan enroute when necessitated by a change in conditions
affecting safety, quality etc. shall be first requested from the appropriate ATC
authority unless the deviation is necessitated by sudden emergency, in which
case ATC shall be informed at the earliest possible time. In each case the
appropriate ATC procedure shall be employed.
In the event of inadvertent departure from flight plan, if it should be:
(1) Deviation from the track � the aircraft will be navigated to regain track as
soon as possible, unless ATC is advised and approves, if necessary, the
new track.
(2) Variation of TAS by plus or minus 5%, ATC will be informed of the
variation.
(3) Change in Estimated Elapsed Time of over 3 minutes to next reporting
point. ATC will be notified of the change.�>T’

Question 39

8.1.10.2 Computer Flight Plan System-Failure`”

Answer 39

In case of system failure, whereby it is not possible to generate a CFP, it is in order to
use historic flight plans, while ensuring that:
Historic flight plan is for the same type of aircraft and engine;
Performance adjustment as required is made;
Additional fuel is catered for on the basis of estimated wind component, when
it is higher than the flight plan; and
Delta correction is applied for difference in Estimated Take-Off Weight.P

Question 40

8.2.1.3 Refuelling with One Engine Runningre`”

Answer 40

This is strictly an emergency procedure and is used when APU is unserviceable
or at airports where ground power is not available. The procedure for refuelling
with one engine running is given in FCOM/AOM.

Question 41

8.2.1.4 Refuelling and Defuelling (Fuelling) when Passengers are Embarking, On-board
or Disembarking

Answer 41

Fuelling is NOT PERMITTED with passengers boarding, on board or
disembarking with WIDE CUT GASOLINE TYPE FUEL (Jet B, JP4, JP8 or
equivalent) or when a mixture with these types of fuel might occur.
Fuelling with JP 1 or Jet A1, when passengers are embarking, onboard, or
disembarking is ALLOWED. However, when passengers are involved,
precautions must be taken to ensure that they can be evacuated in the unlikely
event that fire does occur. These precautions involve the Ramp
Agent/Turnaround Coordinator, the engineer (qualified ground crew member),
the cabin crew and the pilot(s) working as a team. Crew, staff and passengers
must be warned that refuelling/defuelling will take place.

No stretcher patients or passengers with reduced mobility to be boarded.
Note: It is not necessary to disembark stretcher patients or passengers with
reduced mobility before refuelling/defuelling. Such passengers may remain on
board during refuelling / defuelling. Cabin crew must follow appropriate
procedures in the event of evacuation/deplaning.

Question 42

8.2.1.4.1 Evacuation/Deplaning

Answer 42

In the case of a fire resulting from fueling operations, or from a large fuel
spillage, a precautionary deplaning or an emergency evacuation may be
performed. In both cases, the same recommendations apply.

Question 43

8.2.1.5 Refuelling/De-fuelling with Wide-Cut Fuel-Precautions/|�

Answer 43

Wherever possible, the use of wide-cut fuel types should be avoided. But in
exceptional circumstances other types of fuel such as Jet B, JP-4 or AVTAG may
be supplied if Jet A1 is not available and this may be accepted unless prohibited
by the AFM. In such situations it is necessary to be aware that mixtures of widecut
fuels and kerosene turbine fuels can result in the air/fuel mixture in the
tank being in the combustible range at ambient temperatures.

NO PASSENGERS ON BOARD.

Question 44

8.2.2.6 Death of Passengers

Answer 44

In the event of a passenger�s death on board an aircraft, bearing in mind
that only a Physician can certify death and pronounce passenger dead,
the Commander shall, according to prevailing circumstances, decide
whether to return to last airport of departure, make a landing en-route or
continue to scheduled destination.
(2) However, when death is not certified, the Pilot-in Command (P.I.C) must
divert to the nearest suitable airport. In such a case, the Cabin Director
must move the other passenger away from the apparently-dead
passenger; cover the body and calm passengers in the best possible
manner.
(3) If passenger is certified dead, the Pilot-in Command (P.I.C) may continue
to destination.
(4) The Commander shall inform Airport Services Manager/Representative
(or handling agent) at the station by VHF communication of the presence
of a dead passenger on board and if possible, name and nationality.�

Question 45

8.2.3 Procedure for Refusal of Embarkationre`”

Answer 45

Carriers may in the exercise of reasonable discretion refuse to carry or cancel the
reserved space of and/or remove at a place en route when:
Such action is necessary for safety reasons.
Passengers who are not in conformity with the passport, visa, health or
customs regulations of the countries of transit, destination and origin.
Passengers who are not in possession of a valid ticket or having a
counterfeit/altered ticket.
Passengers whose transportation by air represents a danger or risk to
themselves and/or their fellow travellers or property.
Passengers, who show visible signs of disease and who, by their appearance,
behaviour or kind of nursing required, are likely to cause discomfort to other
passengers.
Passengers requiring individual nursing and care during the flight and who are
not accompanied by attendants.
Persons obviously under the influence of alcohol, drugs or narcotics.
Persons who fail to observe the instructions of the carrier.
The passenger has refused to submit to a security check.
In most cases, the decision whether a passenger falls within any of the above
categories or not, and whether he should be accepted or not, would rest on the
correct judgment of the Airport Services Manager and his correct interpretation of
these rules.
D50
Effective: 16-Feb-17tination, OR

Question 46

8.2.4.15 Checks
Post De-icing / Anti-icing Check

Answer 46

Pre take off check
The Commander shall continually monitor the weather conditions after the
performed deicing / anti-icing treatment. Prior to takeoff he shall assess
whether the applied holdover time is still appropriate and/or if untreated
surfaces may have become contaminated. This check is normally done from
inside the flight deck.
Pre-Take-Off Contamination Check
This is a check of critical surfaces for contamination. This check shall be
performed when the condition of the critical surfaces of the aeroplane cannot
be effectively assessed by a pre-take off check or when the applied holdover
time has been exceeded. This check is normally performed from outside the
aeroplane. The alternate means of compliance to a pre take off contamination
check is a complete de-icing/anti-icing re-treatment of the aeroplane.

Question 47

8.2.4.19 Procedure in case of Hold Over Time is exceeded

Answer 47

The commander shall continually monitor the weather conditions after the
performed de-icing/anti-icing treatment. Prior to take-off he shall assess whether the
applied HOT is still appropriate and/or if untreated surfaces may have become
contaminated.
When holdover time tables are used as decision making criteria, take off after HOT
has been exceeded CAN occur ONLY if pre take off contamination inspection is
completed or the aircraft is de-iced / anti-iced again. If HOT is exceeded, the PIC shall
contact the de-icing agency to De-ice the aircraft.

Question 48

Receiver autonomous integrity monitoring (RAIM):

Answer 48

A form of ABAS whereby a GNSS
receiver processor determines the integrity of the GNSS navigation signals using only
GPS signals or GPS signals augmented with altitude (baroaiding). This determination
is achieved by a consistency check among redundant pseudo-range measurements.
At least one additional satellite needs to be available with the correct geometry over
and above that needed for the position estimation for the receiver to perform the
RAIM function.
RNAV operations: Aircraft operations using area navigation for RNAV applications.
RNAV operations include the use of area navigation for operations which are not
developed in accordance with PBN manual.

Question 49

8.3.2.11.5 ABAS Requirements

Answer 49

In the event of a predicted, continuous loss of appropriate level of fault detection of
more than five minutes for any part of the RNP/RNAV operation where GPS is
mandatory, the flight plan should be revised (e.g. delaying the departure or planning
a different departure/arrival procedure).

Question 50

8.3.2.11.6 Flight crew proceduresitoring (RAIM):

Answer 50

Where only RNAV approaches are available at the destination, an alternate
aerodrome is required that has an IAP based on conventional navigation aids.
If an alternate is required, it must have an approved non�]GPS instrument
approach procedure expected to be available at the estimated time of arrival.

Question 51

8.3.2.11.7 Electronic Database management(RAIM):

Answer 51

Verify the aircraft�s RNP/RNAV system is available, operating correctly, and the
correct airport and runway data are loaded, prior to commencing take-off.
Note that the Navigation databases are expected to be current for the duration
of the flight. If the AIRAC cycle is due to change during flight, pilots should collect
an additional Operational Flight Plan with the data of the next cycle, and use
both plans on currently, until the ARINC cycle changes, at which point the OFP
based on the expired ARINC cycle may be discarded. The electronic database
must not be switched during flight.
Not fly an RNP/RNAV SID or STAR unless it is retrievable by route name from
the onboard navigation database and conforms to the charted route. However,
the route may subsequently be modified through the insertion or deletion of
specific waypoints in response to ATC clearances. The manual entry, or
creation of new waypoints by a manual entry, of latitude and longitude or
Place/Bearing/Distance values is not permitted. Additionally, pilots must not
change any RNAV SID or STAR database waypoint type from a fly-by to a flyover
or vice versa.9

Question 52

8.3.2.13.1 DiversionP

Answer 52

Minimum fuel for diversion
The minimum fuel for a diversion includes fuel burn from the point of diversion
to landing at the diversion aerodrome plus final reserve (fuel for 30 minutes
holding at 1500 ft above diversion aerodrome at standard temperature).H

8.3.2.13.2 Diversions to Airports with Oman Air Representative
If the alternate airport has Oman Air representative, he shall co-ordinate with the
Commander and the Cabin Director and be responsible for handling the diversion in
accordance with local procedure.
8.3.2.13.3 Diversions to Airports without Oman Air Representative
If the alternate airport has No Oman Air Representative, the Commander shall be
responsible for the correct co-ordination of all activities and to delegate the Cabin
Director or other member of the crew for special duties.
8.3.2.13.4 Notification / Responsibilities
En-route and destination station as well as the Operations Control Centre shall
be informed of the actual time of arrival, expected time of delay and handling
of passengers and load.
Normally, the national carrier will act as an agent for Oman Air in areas where
Oman Air has no representative. Handling Agent, as per Commander�s
instructions will provide all the necessary requirements asked for by the
Commander.
The Cabin Director will be responsible for the welfare of the passengers. At
least two of the cabin crew will have to accompany the passengers to the
transit lounge. If it is decided that the passengers should go to the hotel, the
commander with the agent will have to arrange for suitable accommodation
for the passengers.
The Cabin Director will ensure that there is always some cabin crew with the
passengers.

Question 53

8.3.2.13.5 Passenger�s Travel Following Diversion for Medical Assistance

Answer 53

If the physician advises that further travel is undesirable, but does not threaten
the person�s life, the person may be carried if he signs the following statement.
�I acknowledge that the examining physician has recommended against my
onward travel on Oman Air—– from——to——, but I elect to continue despite
this advice�.

Question 54

8.3.2.17 Abnormal flight

Answer 54

The PF will be responsible for ATC
communication during emergency or abnormal procedure, when PM is
carrying out the Emergency or abnormal/check list.

Question 55

8.3.5 Ground Proximity Warning System Procedures

Answer 55

EGPWS warnings must always be regarded as �genuine� warnings. Action taken
in response to a EGPWS hard warning i.e. �Terrain, Terrain� is to apply
maximum power as aggressively as possible and rotate the aircraft to achieve
the maximum possible angle of climb until the warning stops and minimum
terrain clearance is attained. The above applies to any stage of height at night,
in IMC or reduced visibility conditions.

During daylight VMC conditions, if it can be positively confirmed by both the
pilots to be a false warning, the commander may decide as the course of action
to be taken.

Any EGPWS activation must be reported in the ASR. When such activation
indicates a technical malfunction of the system an appropriate entry should
also be made in the Technical Log.

Question 56

8.3.18.24 System Malfunction � Reset of CB

Answer 56

After a system malfunction or trip, a circuit breaker may be reset if allowed by the
applicable procedure in the aircraft QRH. The pilot who is doing the QRH procedure
shall reset the circuit breaker, if directed by the QRH procedure. If the breaker trips
again, the system or component should be considered inoperative and the breaker
shall not be reset, unless a greater emergency exists, then only at the Commander’s
discretion. Weight.P

Question 57

8.3.18.25 Speed Control below 10,000ft AMSL

Answer 57

For climb, when above MSA and only with the approval or request of ATC, a higher
speed may be maintained below 10,000 ft AMSL.
During descent, with the approval or request of ATC, a higher speed may be
maintained below 10,000 ft AMSL but the speed must be reduced to 250 knots or less,
prior to descending below 5000 ft AAL.planing.

Question 58

8.3.18.28 Repeated Approach Attemptsft AMSL

Answer 58

A maximum of two approach attempts at the destination aerodrome are permitted.
The following must be considered:
�h Must have the required fuel to divert after the approach attempt.
�h Before attempting a second approach, the PIC must be reasonably sure that the
reason for Go around will not be encountered again and landing can be
accomplished safely.
�h Use of maximum possible automation and flying a higher category of approach, if
available.atures.

Question 59

8.4.4.1 Precision Approach CAT IIptsft AMSL

Answer 59

Category II operation is a precision instrument approach and landing using ILS:
o A Decision Height below 200 ft but not lower than 100 ft; and
o RVR of not less than 300 m.

Question 60

8.4.4.2 Precision Approach CAT IIItsft AMSL

Answer 60

Category III operations are subdivided as follows:
o Category III A operations: A precision instrument approach and landing using ILS
with a decision height lower than 100 feet; and a runway visual range not less
than 200 m.
o Category III B operations: A precision instrument approach and landing using ILS
with :
�X A decision height lower than 100 ft, or no decision height; and
�X A runway visual range lower than 200m but not less than 75m.
Note: Where the decision height (DH) and runway visual range (RVR) do
not fall within the same Category, the RVR will determine in which
Category the operation is to be considered.

Question 61

8.4.20 Commencement and Continuation of an Approach

Answer 61

The Commander may commence an instrument approach regardless of the reported
RVR/visibility but the approach shall not be continued beyond the Approach Ban
point, if the reported RVR/visibility is less than the applicable minima.
If, after passing the Approach Ban point, the reported RVR/visibility falls below the
applicable minimum, the approach may be continued to DA/H.
When no outer marker or equivalent position exists, the commander or the pilot to
whom conduct of the flight has been delegated shall make the decision to continue
or abandon the approach before descending below 1000 feet above the aerodrome
on the final approach segment.
The conversion of visibility to RVR is not applicable to CAT II/III approach.
Continuation of approach below DH
The approach may be continued below DA/H or MDA/H and the landing may be
completed provided that the required visual reference is established at the DA/H or
MDA/H and is maintained.1E9-B9

Question 62

8.4.28 Practice Low Visibility Approach/Autoland

Answer 62

When practicing CAT II / III procedures in weather conditions of CAT I or better, it will
not be feasible to expect ATC to provide LVP protection. Commander should be alert
to the possibilities of beam deflection by aircraft and vehicles on the ground and
preceding traffic and notify ATC that they will be doing a practice approach.

Question 63

8.4.30 Loss of Visual References

Answer 63

Operations with DH - Before Touchdown
If the decision to continue has been made and the visual references
subsequently become insufficient (for the appropriate category), or the flight
path deviates unacceptably, a go-around shall be initiated (a go around
initiated below the MABH, whether auto or manual, may result in ground
contact).
Note: If the touchdown occurs after GA is engaged the AP remains engaged in
that mode, and ATHR remains in Full Thrust. Ground spoilers and auto-brake
are inhibited.
Operations with DH - After Touchdown
If the visual references are lost after touchdown, a go-around should not be
attempted.
(1) Fail Operational Aircraft: should continue the rollout with AP in ROLLOUT
mode down to taxi speed.
(2) Fail Passive Aircraft: Disconnect A/P after touchdown and maintain
direction using localizer.�>T’

Question 64

8.4.31 Failures and Associated Actionsh/Autoland

Answer 64

Downgrading during LVO approaches shall be conducted in accordance with FCOM
procedures. If the required visual reference has already been obtained and a landing
can be safely conducted, the approach may be continued at the Commander�s
discretion.
In general there are three possible responses to the failure of any system, instrument
or element of the AFS during the approach, which causes capability reduction:
REVERT to a higher minima and proceed to a new DH provided it has been
included in the landing briefing.
GO-AROUND and re-assess the capability,
LAND if the required visual reference has been attained.
The nature of the failure and the point of its occurrence will determine which
response is appropriate.

Question 65

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