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OPERATION MANUAL
PART A
GENERAL
This Operations Manual is produced by Citilink Indonesia Flight Operations Division based on IATA /
ICAO regulations and CASR as they apply.
The content of this manual is approved / accepted by the DGCA (Directorate General of Civil
Aviation). It does not supersede Aeroplane Flight Manuals.
In case of conflict with the applicable national regulations, the latter apply.
Any questions with respect to information contained in this manual should be in written, directed
to the Vice President Flight Operations.
Citilink Indonesia
Vice President Flight Operations,
GMF Management Building, 1st Floor
Soekarno Hatta Airport, Tangerang - Banten
Phone: +62 21 55912610
E-mail: jktofqg@citilink.co.id
OPERATION
MANUAL A GENERAL
PREFACE
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MANUAL A
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MANUAL A
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MANUAL A Chapter PRE
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REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST

OPPORTUNITY
Date: August 1st 2017

• The effective date is the approximate date that the revision is received by user.
• Citilink Indonesia Operation Manual Part A 02-04 effective from August 1st 2017.
• Question in respect to this manual or information contained here in shall be directed to Flight Standards
& Technical (JKTOFSQG) at GMF Management Building 1st Floor, Phone +62 21 55912610; or email:
jktofsqg@citilink.co.id
• Missing pages may be obtained at Operations Support Publication (JKTOFD2QG) at phone number
+62 21 5502656 or email: jktofd2qg@citilink.co.id.
Flight Operation Center

GMF Management Building, Soekarno-Hatta Airport
Edited by
Natasha Nur Afifah
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Acknowledgment
Operation Manual Part A Issue 02 – Revision 04, Date: August 1st, 2017, has been modified to fulfill
Flight Operations based on IATA/ICAO regulation, CASR and Citilink Indonesia Policy. Any ambiguity,
uncertainty or inquiry regards to the procedure in this manual please direct to VP Flight Operations.
Jakarta, August 1st, 2017 Jakarta, August 1st, 2017

Prepared By, Approved By,
Captain Bambang Tarunaning P. Captain Fattahullah

SM Flight Standard & Technical VP Flight Operation
PT Citilink Indonesia (JKTQG) Head Office

Menara Citicon, 16th Floor
Jl. S. Parman Kav. 72 Slipi, West Jakarta 11410
Phone : +62 21 2934 1000
Fax : +62 21 2930 8786
PT Citilink Indonesia (JKTOFQG) Flight Operation Office

GMF Management Building, 1st Floor
Soekarno Hatta Airport
Phone : +62 21 559 12610
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Structure of The Manual
CHAPTER NUMBER NAME OF CHAPTER

PRE Preface
TOC Table of Contents
LEP List of Effective Pages
ROR Record of Normal Revision
RTR Record of Temporary Revisions
Chapter 0 Administration and Control of Operation Manual
Chapter 1 Organization and Responsibilities
Chapter 2 Operational Control and Supervision
Chapter 3 Safety Management System
Chapter 4 Crew Composition
Chapter 5 Crew Qualification and Requirements
Chapter 6 Crew Health Precautions
Chapter 7 Flight Time Limitations
Chapter 8 Operating Procedures
Chapter 9 Dangerous Goods and Weapons
Chapter 10 Security
Chapter 11 Handling of Accident and Occurrences
Chapter 12 Rules of the Air
Chapter 13 Company Forms
Appendixes
Appendix A Citilink Indonesia - Standard Operating Procedures (SOP)
Appendix B Citilink Indonesia - Safety and Emergency Procedures (SEP)
Appendix C Runway Incursion
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Table of Contents
Acknowledgment—vii
Structure of The Manual —ix
List of Effective Page —1
Record of Normal Revision —1
Record of Temporary Revision —1
Chapter 0
Administration and Control of Operation Manual —1
0.1 Introduction —1
0.1.1 Applicability —1
0.1.2 Operations Manual Compliance —1
0.1.3 Air Operator Certificate —2
0.2 General —3
0.2.1 Operations Manual Structure —3
0.2.2 Format —3
0.2.3 Availability and Use —3
0.2.4 Writing Policy —4
0.2.5 Appendixes —4
0.3 System of Amendment and Revision —5
0.3.1 Amendement to The Operation Manual —5
0.3.1.1 Responsibility —5
0.3.1.2 Internal Responsibility for Initiating Amendments —5
0.3.1.3 Revision Cycle —5
0.3.1.3.1 Operation Manual Review —5
0.3.1.3.2 Operation Manual Part B Updating —5
0.3.1.4 Conflict —5
0.3.1.5 Approval —6
0.3.1.6 Publication Authority —6
0.3.1.7 Annotation of Changes —6
0.3.1.8 Temporary Revisions —6
0.3.1.9 Revision & Issue —7
0.3.2 Nomenclature —7
0.3.2.1 Page Layout —7
0.3.2.2 Manual Special Notice —7
0.3.3 Operation Policy Manual Distribution List —8
0.3.3.1 Destruction and Disposal of Obsolete Operational Documents —8
0.3.3.2 Management and Control of Flight Operations Documents / Publications —8
0.3.3.2.1 Documents —9
0.3.3.2.2 Station Library —10
0.3.3.2.3 Manual and Aeronautical Chart Dissemination —10
0.4 Information —11
0.4.1 Abbreviation —11
0.4.2 Definition —15
0.4.3 Units Conversion Table —18
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0.4.4 International Standard Atmosphere (ISA) —19
0.5 List of Distribution —20
Chapter 1
Organization and Responsibilities —1
1.1 Citilink Indonesia Organization Structure —1
1.1.1 Citilink Indonesia Organization Chart —1
1.1.2 Flight Operations Division Organization Chart —2
1.1.3 Ground Operations and Services Division Organization Chart —3
1.2 Accountable Executives —4
1.2.1 Chief Executive Officer (CEO) —4
1.2.2 Chief Operating Officer (COO) —4
1.3 Nominated Persons —5
1.4 Personal Qualification, Responsibilities and Duties of Flight Operation Personnel —6
1.4.1 Vice President Flight Operation (Director of Flight Operation) – OF —6
1.4.1.1 Manager Operation Liasion (OFE1) —7
1.4.1.2 Manager Operation and System Development (OFE2) —8
1.4.1.3 Manager Crew Health Care (OFE3) —9
1.4.2 Chief Pilot – OFA —9
1.4.2.1 Deputy Chief Pilot —11
1.4.2.1.1 Deputy Chief Pilot 1 (OFA1) —11
1.4.2.1.2 Deputy Chief Pilot (OFA2) —12
1.4.2.2 Manager Operation Development (OFA3) —13
1.4.3 Chief Cabin Crew - OFP —14
1.4.3.1 Deputy Chief Cabin Crew —15
1.4.3.1.1 Deputy Chief Cabin Crew 1 (OFP1) —15
1.4.3.2 Manager Cabin Crew Culture (OFP5) —19
1.4.4 SM Training – OFQ —20
1.4.5 SM Flight Standard and Technical – OFS —22
1.4.5.1 Manager Technical Pilot (OFS1) —24
1.4.5.2 Manager Cabin Crew Standard (OFS2) —25
1.4.5.3 Manager Flight Operation Officer Standard (OFS3) —25
1.4.6 SM Operation Control Center - OFT —26
1.4.6.1 Manager On Time Performance (OFT1) —27
1.4.6.2 Manager OCC (OFT2) —27
1.4.7 SM Operation Support & Dispatch (Chief FOO) - OFD —28
1.4.7.1 Manager Operation Support Engineering (OFD1) —30
1.4.7.2 Manager Operation Support Publication (OFD2) —30
1.4.7.3 Manager Operation Navigation and Technical Compliant (OFD3) —31
1.4.7.4 Manager Flight Following and Dispatch (OFD4) —32
1.5 Personal Qualification, Responsibilities and Duties of Ground Operation and Services
Personnel—33
1.6 Safety Management System —34
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1.6.1 Vice President Safety, Security and Quality —34

1.6.2 Senior Manager Quality Assurance —37
1.6.3 Senior Manager Safety Management —38
1.6.4 Senior Manager Aviation Security —39
1.7 Authorities, Duties and Responsibilities of The PIC —39
1.8 Authorities, Duties and Responsibilities of Crewmembers Other Than The PIC —41
1.8.1 First Officer —41
1.8.2 Cabin Crew In Charge (CIC) —42
1.8.3 Other Cabin Crew —44
1.8.4 Flight Dispatch Officer —44
1.8.5 Flight Following Officer —46
1.9 Succession of Command —47
1.9.1 Key Personal Backup —47
1.10 Personal Competency —47
1.10.1 Pilot In Command / Captain —48
1.10.2 Second In Command / First Officer —48
1.10.3 Cabin Crew —49
1.10.4 Flight Operation Officer —49
1.10.5 Medical Requirement —49
1.11 Crew Regulations —49
1.11.1 Accident / Illness —49
1.11.2 Behaviour in Public —49
1.11.3 Cabin Circuit Breaker Procedures —50
1.11.4 Company Identity Card —50
1.11.5 Contact of Crew Abroad —50
1.11.6 Crew Baggage —50
1.11.7 Crew Deadheading and Positioning —50
1.11.8 Crew Hotels / Stopovers Away From Base —51
1.11.9 Crew Activity During Layover —51
1.11.10 Customs and Currency Regulations —51
1.11.11 Dress Code —51
1.11.12 Handling of Company Material —52
1.11.13 Flight Documents —52
1.11.14 Headsets on Aircraft —52
1.11.15 Leave —53
1.11.16 Local Contact of Crew —53
1.11.17 Public Statement by Crewmembers —53
1.11.18 Tips —53
1.11.19 Uniform and Appearance —53
1.11.19.1 Uniform —53
1.11.19.2 Appearance —53
1.11.20 Regulations for Wearing the Uniform —53
1.11.21 Violation of Customs or Currency Regulations —54
1.11.22 Water Bottles on the Flight Deck —54
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Chapter 2
Operation Control and Supervision —1
2.1 Operational Control Center —1
2.1.1 Objectives —1
2.1.2 Before The Flight —1
2.1.3 Initiation of The Flight —2
2.1.4 Once The Flight Has Commenced —2
2.1.5 After The Flight —2
2.2 Supervision of The Flight Operation —2
2.2.1 Operational Documentation —2
2.2.2 Competence of Flight Operations Personnel —3
2.2.3 Licence and Qualification Validity —3
2.2.4 Flight Duty Time —3
2.2.5 Airports, Routes and Areas of Operations —4
2.2.6 Documents Control Analysis and Records —4
2.2.6.1 Aircraft Maintenance Log —4
2.2.6.2 Aircraft Flight Log —4
2.2.6.3 Safety Report —5
2.2.7 Digital Flight Data Recorder (DFDR) and Cockpit Voice Recorder (CVR) —5
2.2.7.1 Flight Data Recorder —5
2.2.7.2 Cockpit Voice Recorder Data —6
2.2.8 Document Storage Period —6
2.2.8.1 Record Keeping —7
2.2.9 Flight Operation Information and Instruction —9
2.2.9.1 Flight Operation Notices —9
2.2.9.2 Safety Information —10
2.2.9.3 Inter Office Memo (IOM) —10
2.2.9.4 Flight Operation Notice Record —10
2.2.10 Bases —11
2.3 Power of Authority —11
2.3.1 Air Operator Certificate (AOC) —11
2.3.2 Inspections —12
Chapter 3
Management System —1
3.1 Introduction —1
3.1.1 Preface —1
3.1.2 General Concept —1
3.1.2.1 Considered Domain —1
3.1.2.2 Framework —1
3.1.2.3 Management System Process —4
3.2 Safety Management System Organization and Accountability —5
3.2.1 Safety Security and Quality Organization Structure —5
3.3 Citilink Indonesia Safety, Aviation Security and Corporate Quality Policy —6
3.3.1 Citilink Indonesia Safety Policy —6
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3.3.2 Citilink Indonesia Aviation Security Policy —7

3.3.3 Citilink Indonesia Corporate Quality Policy —8
Chapter 4
Crew Composition —1
4.1 Crew Composition —1
4.1.1 Crew Composition and Function —1
4.1.2 Crew Composition Determination —1
4.1.2.1 Supernumerary —2
4.1.2.1.1 Cockpit Travel (Paxing) —3
4.1.3 Flight Crew —4
4.1.3.1 Flight Crew Composition —4
4.1.3.2 Crew Pairing —4
4.1.3.2.1 Inexperience Pilot —4
4.1.3.2.2 Expatriate Pilot —4
4.1.3.3 Pilot in Training —5
4.1.3.4 Inflight Relief of Flight Crew Member —5
4.1.3.5 Age Limitations —5
4.1.4 Cabin Crew —5
4.1.4.1 Minimum Number Required of Cabin Crew —5
4.1.4.2 Cabin Crew In Charge (CIC) —6
4.1.4.3 New Hire Cabin Crew —6
4.1.4.4 Additional Crew - Special Duties —6
4.2 Designation of The PIC —7
4.2.1 General —7
4.2.1.1 Period of Command —7
4.2.1.2 Responsibility of Command —7
4.2.2 Two Captain Rostered Together —7
4.2.3 Manipulation of Controls —9
4.3 Flight Crew Incapacitation —10
4.3.1 Flight Procedures —10
4.3.2 Succession of Command In Case Of Incapacitation of The PIC —10
4.4 Operation On More Than One Type —11
4.4.1 Operation On More Than One Type for Flight Crew —11
4.4.2 Operation On More Than One Type for Cabin Crew —12
4.4.2.1 Determination of Aircraft Types and Variants —12
4.4.2.2 Safety Briefing for Cabin Crew —13
Chapter 5
Qualification Requirements —1
5.1 Flight Crew —1
5.1.1 New Hire Flight Crew —1
5.1.1.1 Rated Pilot —1
5.1.1.2 Non-Rated Pilot —1
5.1.1.3 Zero Hour Pilot (local pilots) —2
5.1.2 Entry Level Pilot Rank —2
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5.1.3 Upgrading Pilot —2
5.2 Cabin Crew —3
5.2.1 New Hire Cabin Crew —3
5.2.1.1 New Hire Zero Experience —3
5.2.1.2 New Hire Experienced Cabin Crew —3
5.3 Flight Operation Officer —3
5.3.1 New Hire Flight Operation Officer —3
5.4 Specific Pilot Qualification —4
5.4.1 Technical Pilot —4
5.4.2 Right Hand Seat (RHS) Captain —4
5.5 Airport and Route Qualification (ARQ) —5
5.5.1 Airport and Route Qualification Recency —7
5.5.2 Competence Training —7
5.5.2.1 Route Competence Training —7
5.5.2.2 Aerodrome Competence Training —7
5.6 Additional Flight Crew Qualification —8
5.6.1 Airborne Collision Avoidance System (ACAS) / Traffic Collisiion Avoidance System (TCAS) —8
5.6.2 Performance Based Navigation (PBN) —8
5.6.2.1 Area Navigation (RNAV) / Required Navigation Performance (RNP-X) —8
5.6.2.2 Required Navigation Performance Authorized Required (RNP AR) —8
5.6.3 Reduce Vertical Separation Minimum (RVSM) —9
5.6.4 RESERVE —9
5.6.5 Dangerous Goods Transportation (DG) —9
5.7 Cabin Crew Qualification Requirement —9
5.8 Other Operation Personnel —10
5.8.1 Aircraft Towing —10
5.8.2 Engine Run Up —10
Chapter 6
Crew Health Precautions —1
6.1 General —1
6.1.1 Illness or Incapacitation While On Duty —1
6.1.2 International Regulation —1
6.1.3 Quarantine Regulation —1
6.1.4 Drugs and Alcohol Testing Policy —2
6.1.4.1 Test Method —2
6.1.4.2 Employees Who Must Be Test —2
6.1.4.3 Substances for Which Testing Must Be Conducted —2
6.1.4.4 Problematic Use of Alcohol / Psychoactive Substances —3
6.1.5 Blood Pressure, Alcohol and Drugs Tests —3
6.1.6 Narcotics —3
6.1.7 Drugs, Sleeping Tablets and Pharmaceutical Preparations —4
6.1.8 Immunization —5
6.1.9 Deep Diving —5
6.1.10 Fatigue —5
6.1.11 Pregnancy —6
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6.1.12 Blood Donations —6

6.1.13 Meal Precautions Prior To and During Flight —6
6.1.13.1 Symptoms and Treatment of Poisoning —6
6.1.14 Sleep and Rest —6
6.1.15 Surgical Operations —7
6.1.16 Vision Correction —7
6.1.16.1 Near Vision Correction —7
6.1.16.2 Near and Distant Vision Correction —7
6.1.16.3 Eye Protection —7
6.1.17 Humidity —7
6.1.18 Diurnal Rhythm —7
6.1.19 Aircraft Cabin Disinsection —8
6.2 Tropical Medicine —9
6.2.1 Tropical Climate —9
6.2.2 Hygiene —9
6.2.3 Tropical diseases —9
6.2.4 Main Tropical Diseases —11
6.2.4.1 Amoebiasis (amoebic dysentery) —11
6.2.4.2 Malaria —11
6.2.4.3 Typhoid and Paratyphoid Fevers —12
6.2.4.4 Cholera —12
6.2.4.5 Dysentery —13
6.2.4.6 Yellow Fever —13
Chapter 7
Flight Time Limitation —1
7.1 Citilink Indonesia Responsibilities —1
7.1.1 Crew Scheduling —1
7.1.2 Crew Responsibility —2
7.1.3 Flight Duty Records —2
7.2 Duty Schedule —2
7.2.1 Crew Operating Pattern (CROPA) —3
7.2.2 Ground Pattern —3
7.2.3 Duty Schedule Revisions —3
7.2.4 Medical Examination —4
7.2.5 Education and Training —4
7.3 Flight Duty Time (FDT) and Flight Time (FT) Limitations —5
7.3.1 General —5
7.3.2 For Flight Crew —5
7.3.2.1 Standard 2 Pilot Crew —5
7.3.2.2 Enlarged Crew 2 Pilots and At Least 1 Additional Pilot —6
7.3.3 Flight Duty Time Limitation and Rest Requirment for Cabin Crew —6
7.3.4 Determination of Flight Duty Time and Rest Periods —7
7.3.4.1 Reporting Time —7
7.3.5 Unforeseen (Irregularity Beyond Company Control) —8
7.3.6 Split Flight Duty Time —8
7.3.7 Working Hours and Duty Time Limitation for Flight Operation Officer —9
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7.3.7.1 Working Hours —9
7.3.7.2 Duty Time Limitation —9
7.4 Reserve and Standby —10
7.4.1 Reserve —10
7.4.2 Standby —10
7.4.3 Flight Duty Assignment from Reserve —11
7.5 Rest Period and Layover Time —12
7.5.1 Rest Period —12
7.5.1.1 For Standard Crew (2 Pilots) —12
7.5.1.2 For Enlarged Crew (2 pilots and at least 1 additional flight crewmember) —12
7.5.1.3 For Cabin Crew —12
7.5.1.4 Rest Period Calculation —12
7.5.2 Layover Time —13
7.6 Day Off (DO) and Duty Free (DF) —14
7.6.1 Day Off (DO) —14
7.6.2 Duty Free (DF) —15
7.7 Deadheading —16
7.8 Summary —17
7.8.1 Summary Diagram of CROPA —17
7.8.2 Summary Diagram for Flight Crew Work and Rest —18
Chapter 8
Operating Procedure —1
8.1 Flight Preparation —1
8.1.1 Minimum Flight Altitudes —1
8.1.1.1 Visual Flight Rules —1
8.1.1.1.1 Basic VFR Minima —1
8.1.1.1.2 Special VFR Weather Minima in Control Zones —2
8.1.1.2 Instrument Flight Rules —2
8.1.1.2.1 ATC Clearance and Flights Plan Required —3
8.1.1.2.2 Takeoff and Landing Under IFR —3
8.1.1.2.3 Minimum Altitude for IFR Operation —5
8.1.1.2.4 IFR Cruising Altitude or Flight Levels —5
8.1.1.2.5 Course to Be Flown —6
8.1.1.3 Minimum VFR Altitude Requirements —7
8.1.1.4 Minimum IFR Altitude Requirements —7
8.1.1.4.1 Minimum En-Route Altitude (MEA) —7
8.1.1.4.2 Minimum Obstruction Clearance Altitude (MOCA) —8
8.1.1.4.3 Minimum Off Route Altitude (MORA) —8
8.1.1.4.4 Grid MORA —9
8.1.1.4.5 Minimum Safe Altitude (MSA) —9
8.1.1.4.6 Related Information —10
8.1.1.5 Abnormal Operation —10
8.1.1.5.1 Engine Failure —10
8.1.1.5.2 Pressurisation Failure —11
8.1.1.6 Altitude Correction —11
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8.1.1.6.1 Temperature Correction —12

8.1.1.6.2 Pressure Correction —13
8.1.2 Airport, Route / Area Qualification —14
8.1.2.1 Aerodrome Categorization —14
8.1.2.2 Airfield Check, Prior to Consideration for Use —14
8.1.2.3 Planning Minima —15
8.1.2.3.1 Planning Minima for Takeoff Alternate Airport —16
8.1.2.3.2 Planning Minima for Destination Airport —16
8.1.2.3.3 Flight Planning Minima for Enroute Alternate —17
8.1.2.3.4 Flight Planning Minima for Destination Alternate —17
8.1.2.3.4.1 Close-In Alternate —18
8.1.2.3.5 Raising of Prescribed Minima —19
8.1.2.4 Aerodrome Classification List —20
8.1.2.5 Operational Criteria for The Selection of Aerodrome —25
8.1.3 Aerodrome Operating Minima Determination —26
8.1.3.1 Aircraft Category —26
8.1.3.2 Aerodrome Operating Minima —27
8.1.3.3 Determination of Takeoff Minima —30
8.1.3.4 Standard Takeoff Minima —30
8.1.3.5 RESERVED —30
8.1.3.6 Visibility RVR Conversion —31
8.1.3.7 Operation Application —31
8.1.3.8 Publication of Takeoff Minima —31
8.1.3.9 Takeoff Alternate Aerodrome —31
8.1.3.10 Circling Minima —31
8.1.3.11 Landing Minima —32
8.1.3.11.2 Application of RVR Reports —32
8.1.3.11.3 Application of Visibility Reports —32
8.1.3.12 Visibility Minimum Tables —33
8.1.3.13 Instrument Approaches —34
8.1.3.13.1 Commencement of The Approach —34
8.1.3.13.2 Conduct of Instrument Approaches —35
8.1.3.13.2.1 Terrain Clearance During Approach —35
8.1.3.13.2.2 Identification of Aerodromes and Runways —35
8.1.3.13.2.3 Entry for Instrument Approach —35
8.1.3.13.2.4 Noise Abatement (if applicable) —35
8.1.3.13.3 ILS CAT 1 Operation —36
8.1.3.13.3.1 Initiation of The Approach —36
8.1.3.13.3.2 Localizer —36
8.1.3.13.3.3 Glide Path —36
8.1.3.13.3.4 Component – Out —36
8.1.3.13.3.5 Amended CAT I OCA/H —36
8.1.3.13.3.6 RVR Requirements —36
8.1.3.13.3.7 Continuation of The Approach Until Reaching DA —37
8.1.3.13.3.8 Application of DA —37
8.1.3.13.3.9 Descent Below DA —37
8.1.3.13.4 Non-Precision Approach —37
8.1.3.13.4.1 Initiation of The Non Precision Approach —38
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8.1.3.13.4.2 Amended OCA/H —38
8.1.3.13.4.3 RVR Requirements —38
8.1.3.13.4.4 Continuation of The Non Precision Approach Until Reaching The MDA + 50 Feet —38
8.1.3.13.4.5 Application of MDA —38
8.1.3.13.4.6 Descent Below MDA —39
8.1.3.13.4.7 Non-Precision Approach —39
8.1.3.13.4.7.1 Non-Precision Approach with CANPA —39
8.1.3.13.5 Downgraded of An Approach —40
8.1.3.13.6 Instrument Approach Followed by Visual Maneuvering (Circling Approach) —41
8.1.3.13.7 Visual Approach —41
8.1.3.13.8 Change-Over from Instrument Flying to Flying with Visual Reference —42
8.1.3.13.9 Missed Approach (Go Around) —42
8.1.3.13.9.1 Missed Approach In Precision Approach —42
8.1.3.13.9.2 Missed Approach In Non-Precision Approach —42
8.1.3.13.9.3 Missed Approach In Circling Approach —43
8.1.3.13.9.4 Missed Approach In Visual Approach —44
8.1.3.13.9.5 Initiation of a Missed Approach —44
8.1.4 Meteorological Information —45
8.1.4.1 SIGWX (Significant Weather) Charts —46
8.1.4.2 Winds and Temperatures Charts —47
8.1.4.3 METAR / SPECI (Aviation Weather Report) —47
8.1.4.4 TAFOR (Terminal Aerodrome Forecast) —48
8.1.4.5 Satellite Imagery —49
8.1.4.6 VAA (Volcanic Ash Advisory) —50
8.1.4.7 Tropical Cyclone Warning —50
8.1.5 Determination of Fuel and Oil Policy —52
8.1.5.1 Fuel Policy —52
8.1.5.2 Definition Related to Fuel —53
8.1.5.2.1 Planned Operation Condition —53
8.1.5.2.2 Taxi Fuel —53
8.1.5.2.3 Trip Fuel —53
8.1.5.2.4 Takeoff Fuel —53
8.1.5.2.5 Contingency Fuel —53
8.1.5.2.6 Destination Alternate Fuel —53
8.1.5.2.7 Final Reserve —54
8.1.5.2.8 Additional Fuel —54
8.1.5.2.8.1 Fuel Tankering Determination —54
8.1.5.2.8.2 Fuel Tankering Coefficient —54
8.1.5.2.8.3 Fuel Tankering Table —55
8.1.5.2.8.4 Example —57
8.1.5.2.9 Discretionary / Extra Fuel —58
8.1.5.2.10 Block Fuel —58
8.1.5.3 Fuel Planning —58
8.1.5.3.1 When Alternate Aerodrome Is Not Required —58
8.1.5.3.2 When Alternate Aerodrome Is Required —58
8.1.5.3.3 Isolated Aerodrome —59
8.1.5.4 Oil Policy —59
8.1.5.5 Fuel and Oil Records —60
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8.1.6 Weight and Balance —60

8.1.6.1 General —60
8.1.6.2 Definition —60
8.1.6.2.1 Empty Weight —60
8.1.6.2.2 Standard Basic Empty Weight —60
8.1.6.2.3 Basic Empty Weight (BEW) —61
8.1.6.2.4 Basic Weight (BW) —61
8.1.6.2.5 Operation Empty Weight (OEW) —61
8.1.6.2.6 Operation Weight (OW) —61
8.1.6.2.7 Dry Operating Weight (DOW) —61
8.1.6.2.8 Payload —61
8.1.6.2.9 Maximum Design Zero Fuel Weight —61
8.1.6.2.10 Zero Fuel Weight (ZFW) —62
8.1.6.2.11 Maximum Design Takeoff Weight —62
8.1.6.2.12 Operational Takeoff Weight —62
8.1.6.2.13 Takeoff Weight (TOW) —62
8.1.6.2.14 Maximum Design Taxi Weight —62
8.1.6.2.15 Taxi Weight —62
8.1.6.2.16 Maximum Design Landing Weight —62
8.1.6.2.17 Operation Landing Weight —62
8.1.6.2.18 Landing Weight —62
8.1.6.2.19 Aircraft Spare Weight —62
8.1.6.3 Passenger and Crew Weight Classification —63
8.1.6.3.1 Passenger Classification —63
8.1.6.3.2 Crew Classification —63
8.1.6.3.3 Baggage Classification —63
8.1.6.4 CG Limit —64
8.1.6.4.1 Takeoff CG Lower Than 27% —64
8.1.6.4.2 Landing CG Less Than 25% —64
8.1.6.4.3 Seating Policy —64
8.1.6.4.4 Cargo Weight Determination Policy —65
8.1.6.5 Load and Trim Sheet Preparation —65
8.1.6.6 FOO Procedure for Load and Trim Sheet Planning and Preparation —66
8.1.6.7 Flight Crew Load and Trim Sheet Verification —67
8.1.6.8 Last Minute Change (LMC) —67
8.1.7 Flight Plan and Maintenance Log —68
8.1.7.1 ATC Flight Plan —68
8.1.7.2 Repetitive Flight Plan —68
8.1.7.3 Notification of Incidental Changes on ATC RPL —69
8.1.7.4 ATC Flight Plan —69
8.1.7.4.1 Filling ATC Flight Plan —69
8.1.7.4.2 Filing Flight Plan (FPL) —69
8.1.7.4.3 Manual FPL —70
8.1.7.5 Pilot and ATC Agreement —84
8.1.7.6 ATC Clearance —85
8.1.7.6.1 Clearance Limits —85
8.1.7.6.2 Departure Procedure —85
8.1.7.6.3 Route of Flight —85
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8.1.7.6.4 Altitude —85
8.1.7.6.5 Holding Instructions —86
8.1.7.6.6 Arrival Route —86
8.1.7.6.7 Communications —86
8.1.7.6.8 Approach Clearance —86
8.1.7.6.9 Complying With A Clearance —86
8.1.7.6.10 Clearance Recording —86
8.1.7.6.11 Cancelling an IFR Flight Plan —86
8.1.7.7 Operational Flight Plan —87
8.1.7.7.1 NavTech Computerized Flight Plan —87
8.1.7.8 Aircraft Maintenance Log System —93
8.1.7.8.1 Use of Aircraft Maintenance Logbook by Flight Crew —93
8.1.7.8.2 Maintenance Release Certificate —94
8.1.7.8.3 Hold Item List (HIL) —95
8.1.7.9 Cabin Maintenance Log —95
8.1.7.10 Guidline to Fill In The Aircraft or Cabin Maintenance Logbook —95
8.1.8 Documents To Be Carried —96
8.1.8.1 List of Documents To Be Carried —96
8.1.8.1.1 Aircraft Documents —96
8.1.8.1.2 Operations Manuals —96
8.1.8.1.3 Crew Documents —97
8.1.8.1.4 Flight Specific Documents —97
8.1.8.2 Aircraft Flight Log —100
8.1.8.3 Information Retained On The Ground —100
8.1.8.4 E-Manual System - If Applicable —100
8.1.8.4.1 Station e-Manual —101
8.1.8.4.2.1 EFB Storage —101
8.1.8.4.2.2 EFB Standard Operation Procedures —101
8.1.8.4.3 E-manual Update —105
8.1.8.5 Responsibility and Stowage of Flight Documents —105
8.2 Flight Dispatch Process —106
8.2.1 Dispatch Procedure —106
8.2.1.1 Dispatch Preparation —108
8.2.1.2 Dispatching —109
8.2.1.3 After Dispatch —110
8.2.1.4 Re-Dispatch —110
8.2.1.5 EFB Handover Procedures - If Applicable —110
8.2.1.6 Extended Overwater Operation —111
8.2.2 Flight Following / Watch —111
8.2.2.1 ACARS Message Types —111
8.2.2.2 Requirement —112
8.2.2.3 Flight Following / Watch Process —112
8.2.2.4 Crew Monitoring Process —115
8.2.2.5 Communications System —115
8.2.2.5.1 Air – Ground Communication —115
8.2.2.5.2 Use of Company Channel —116
8.2.2.5.3 Ground – Communication —116
8.2.2.6 Flight Following Action Chart —117
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8.3 Ground Handling —118

8.3.1 Fueling Procedure —118
8.3.1.1 Fueling - Safety Precautions —118
8.3.1.2 PIC Duties Concerning Refueling —119
8.3.1.3 Refueling When Passenger Are Embarking, Onboard or Disembarking —119
8.3.1.4 Precautions With Mixed Fuels —121
8.3.1.4.1 Fuel Freezing Point of Fuel Mixture —121
8.3.1.5 Fueling With One Engine Running (only applicable as pre-planned procedures) —122
8.3.1.6 Fueling Inside Hangar —123
8.3.2 Aircraft, Passenger and Cargo Handling Procedure Related To Safety —124
8.3.2.1 Minimum Number of Cabin Crew Onboard (On Ground) —124
8.3.2.2 Embarkation and Disembarkation of Passengers —124
8.3.2.2.1 Boarding —124
8.3.2.2.1.1 Operational Punctuality —124
8.3.2.2.1.2 Ground Turnaround Times —124
8.3.2.2.1.3 Automatic Boarding —125
8.3.2.2.1.3.1 Preflight Crew Procedures —125
8.3.2.2.1.3.2 Inflight Crew Procedures —125
8.3.2.2.1.3.3 Crew Procedures During Transit —125
8.3.2.2.1.4 Alternate Boarding Procedures (Remote Bay Restrictions, Windy and Heavy Rain, etc.) —125
8.3.2.2.1.5 Summary —126
8.3.2.2.1.5.1 Domestic flight —126
8.3.2.2.1.5.2 International Flight —127
8.3.2.2.2 Transit Passengers —128
8.3.2.3 Seats Allocation —128
8.3.2.3.1 Exit Row Seating Assignment —129
8.3.2.3.1.1 Cabin Crew Duties Regarding Exit Seating —131
8.3.2.3.1.2 Exit Seating Briefing Responsibility —131
8.3.2.4 Carriage of Passenger with Special Needs —131
8.3.2.4.1 Blind or Visually Impaired —132
8.3.2.4.2 Hearing Impaired —132
8.3.2.4.3 Speech impaired —132
8.3.2.4.4 Hearing impaired and Speech Impaired —132
8.3.2.4.5 Mentally Impaired —132
8.3.2.4.6 Elderly —132
8.3.2.4.7 Expectant Mother —133
8.3.2.4.8 Unaccompanied Minor (UM) —133
8.3.2.4.9 Infant —133
8.3.2.4.10 Mobility Impaired —134
8.3.2.4.10.1 Wheelchair Ramp (WCHR) —134
8.3.2.4.10.2 Wheelchair Step (WCHS) —134
8.3.2.4.10.3 Wheelchair Cabin (WCHC) —134
8.3.2.4.11 Stretcher —134
8.3.2.4.12 Passenger with Medical Case —134
8.3.2.4.13 Severe Illness or Injury Inflight —134
8.3.2.4.14 Summary —135
8.3.2.4.15 Carriage of Paralympic Passengers —135
8.3.2.4.15.1 General Preparation —136
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8.3.2.4.15.2 Seat Allocation —136
8.3.2.4.15.3 Flight Preparation —136
8.3.2.4.15.4 Escort Preparation —136
8.3.2.4.15.5 Passenger Preparation —137
8.3.2.5 Transport of Special Attention Passengers —137
8.3.2.5.1 Inadmissible / Denied Admittance Passenger —137
8.3.2.5.2 Deportees —137
8.3.2.5.3 Persons In Custody —137
8.3.2.5.3.1 Handling Procedures —138
8.3.2.5.3.2 Seating Arrangement —138
8.3.2.5.4 Very Important Passenger (VIP) —139
8.3.2.5.5 Able Bodied Passengers (ABP) —139
8.3.2.5.5.1 Suitable Passenger To Act as ABP —139
8.3.2.6 Disorderly Passenger —139
8.3.2.6.1 Narcotics and Drugs —139
8.3.2.6.2 Alcohol —139
8.3.2.7 Baggage In Cabin —140
8.3.2.8 Special Loads —140
8.3.2.8.1 Dangerous Goods —140
8.3.2.8.2 Wet Cargo —141
8.3.2.8.3 Live Animals —141
8.3.2.8.4 Cool Goods (COL) —141
8.3.2.8.5 Frozen Goods (FRO) —141
8.3.2.8.6 Hatching Eggs (HEG) —142
8.3.2.8.7 Carbon Dioxide Solid - Dry Ice (ICE) —142
8.3.2.8.8 Perishable Cargo (PER) —142
8.3.2.8.9 Pharmaceuticals (PIL) —142
8.3.2.8.10 Others —142
8.3.2.9 Positioning of Ground Equipment —142
8.3.2.9.1 Airbus A320 —143
8.3.2.9.2 Boeing B737-500 —144
8.3.2.10 Operation of Aircraft Doors —145
8.3.2.11 Safety On The Ramp —145
8.3.2.11.1 Engines Blast and Suction Areas —145
8.3.2.11.2 Fire Prevention —145
8.3.2.11.2.1 Protective Clothes / Protective Breathing Equipment —145
8.3.2.11.2.2 Brakes Overheat / Fire —145
8.3.2.11.2.3 Cargo Compartment Fire —146
8.3.2.11.2.4 Engine or APU Compartment Fire —146
8.3.2.11.2.5 Engine Tailpipe Fire —146
8.3.2.12 Startup, Ramp Departure and Arrival Procedures —147
8.3.2.12.1 Marshalling Signals —147
8.3.2.13 Delay Code —153
8.3.3 Procedures of The Refusal of Embarkation —157
8.3.4 De-Icing and Anti-Icing On The Ground —158
8.3.4.1 Terminology —158
8.3.4.2 De-Anti-Icing Awareness - The Basic Requirements —163
8.3.4.3 De-Anti-Icing Aircraft on the Ground: “When, Why and How” —164
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8.3.4.3.1 Communication —164

8.3.4.3.1.1 Conditions which Cause Aircraft Icing —164
8.3.4.3.2 Checks to Determine the Need to De-ice / Anti-ice —165
8.3.4.3.2.1 The Clean Wing Concept —165
8.3.4.3.2.2 External Inspection —165
8.3.4.3.3 Responsibility: the De-icing / Anti-icing Decision —166
8.3.4.3.3.1 Maintenance / Ground Crew Decision —166
8.3.4.3.3.2 Pilots Decision —166
8.3.4.3.4 The Procedures to De-ice and Anti-ice An Aircraft —166
8.3.4.3.4.1 De-icing —167
8.3.4.3.4.2 Anti-icing —167
8.3.4.3.4.3 Limits and Precautions —168
8.3.4.3.4.4 Checks —170
8.3.4.3.4.5 Flight Crew Information - Communication —171
8.3.4.3.5 Pilot Techniques —176
8.3.4.3.5.1 Receiving Aircraft —176
8.3.4.3.5.2 Cockpit Preparation —176
8.3.4.3.5.3 Taxiing —177
8.3.4.3.5.4 Takeoff —177
8.3.4.3.5.5 General Remarks —177
8.4 Flight Procedure —178
8.4.1 VFR / IFR Policy —178
8.4.1.1 Change From IFR To VFR —178
8.4.1.2 Simulated Abnormal Situation In Flight —178
8.4.1.3 Meteorological Conditions / Minima —178
8.4.1.4 Instrument Departure and Approach Procedures —179
8.4.1.5 Takeoff Conditions —179
8.4.1.6 Commencement and Continuation of An Approach —179
8.4.1.7 Stabilized Approach —180
8.4.1.7.1 Stabilized Approach Criteria —180
8.4.1.7.2 Stabilized Instrument Approach Point —180
8.4.1.7.3 Stabilized Visual Approach Point —181
8.4.1.7.4 Stabilized Circling Approach Point —181
8.4.1.7.5 Maintaining Stabilized Approach Criteria —181
8.4.1.8 Departure Contingency Procedures —182
8.4.1.8.1 Malfunctions During Takeoff —182
8.4.1.8.1.1 Engine Failure Before V1 —183
8.4.1.8.1.2 Engine Failure After V1 —183
8.4.1.8.1.3.1 Continuing Flight After Abnormal and Emergency Situation —184
8.4.1.8.1.4 Engine Fire —184
8.4.1.8.1.5 Tyre / Wheel Trouble —184
8.4.1.9 Overweight Landing —184
8.4.1.10 Noise Abatement Procedure —185
8.4.1.11 Normal Checklist Policy —186
8.4.1.12 Crew Workload During Night and IMC Instrument Approach and Landing Operation —186
8.4.2 Navigation Procedures —187
8.4.2.1 Routes and Areas of Operation —187
8.4.2.2 Inflight Procedures —188
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8.4.2.3 Performance Based Navigation Concept —188
8.4.2.3.1 RNAV “X” Specifications —189
8.4.2.3.2 RNP “X” Specifications —189
8.4.2.3.3 Airspace Designation —190
8.4.2.4 RNAV/RNP Aircraft Navigation Systems —190
8.4.2.4.1 Aircraft Without GPS Primary —190
8.4.2.4.2 Aircraft With GPS Primary —190
8.4.2.5 RNAV Instrument Approach Procedure (RNAV IAP) —191
8.4.2.5.1 RNAV (GNSS or GPS) —191
8.4.2.5.1.1 Management of Degraded Navigation —192
8.4.2.5.1.2 Missed Approach Procedures —193
8.4.2.5.2 RNAV (RNP) —193
8.4.2.6 RNAV IAP Operational Approval —193
8.4.2.6.1 RNAV Training and Documentation —193
8.4.2.6.2 Flight Crew Procedures (RNAV Approach) —193
8.4.2.7 Crew Reporting —194
8.4.2.8 Enroute Navigation Facilities —194
8.4.2.9 Reduce Vertical Separation Minimum (RVSM) —195
8.4.2.9.1 General Concept —195
8.4.2.9.2 RVSM Operation —196
8.4.2.9.2.1 Operational Approval —196
8.4.2.9.2.2 RVSM Procedures —196
8.4.2.9.2.3 RVSM Contingencies Procedures Asia / Pacific Region —199
8.4.2.9.2.3.1 General Procedures —199
8.4.2.9.2.3.2 Wheather Deviation Procedures —200
8.4.3 Altimeter Setting Procedure —202
8.4.3.1 General —202
8.4.3.2 Type of Altimeter Settings —202
8.4.3.3 Setting Procedures —202
8.4.3.4 Temperature Correction —202
8.4.3.5 Altimeter Discrepancies Inflight —203
8.4.3.6 Metric Altimetry —203
8.4.3.6.1 General Procedures —204
8.4.3.7 QFE and QNH —205
8.4.3.8 IFR Flight Level Tables —206
8.4.4 Altitude Alerting System Procedure —207
8.4.4.1 Altitude Awareness Procedures —207
8.4.4.1.1 Prevention of Altitude Deviations —207
8.4.4.1.2 Resolution of Disagreement On Cleared Altitude —208
8.4.4.1.3 Distraction Management —208
8.4.4.1.4 Adherence to Level Assignments —208
8.4.4.1.5 Flight Below Minimum Altitudes During Climb and Cruise —208
8.4.4.2 Limitation on High Rate of Descent at Lower Altitude —208
8.4.5 Ground Proximity Warning System / Terrain Avoidance Warning System —210
8.4.5.1 Flight Crew Training —210
8.4.5.2 System Limitations and Traps —210
8.4.5.2.1 Predictive (Enhanced) Functions (For Airbus Fleet) —211
8.4.5.2.2.1 EGPWS: Enhanced Functions —211
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8.4.5.2.2.2 T2CAS Predictive Functions —211

8.4.5.2.3 GPS Positioning Function —211
8.4.5.3 Reaction to A GPWS/EGPWS Warning —212
8.4.5.4 TAWS Operation (for Airbus Fleet) —212
8.4.5.4.1 TAWS Alerts —212
8.4.5.4.2 TAWS Deactivation —212
8.4.5.5 GPWS/EGPWS —213
8.4.5.6 Caution —213
8.4.6 Traffic Alert and Collision Avoidance System / Airborne Collision Avoidance System —214
8.4.6.1 Definitions —214
8.4.6.2 Introduction —215
8.4.6.2.1 History —216
8.4.6.2.2 Confusion —216
8.4.6.2.3 Use of The Equipment —216
8.4.6.2.4 General Policy —217
8.4.6.2.5 Traffic Advisories (TA) —217
8.4.6.2.6 Resolution Advisories (RA) —217
8.4.6.2.7 Training Requirements —218
8.4.7 Policy and Procedures For The Inflight Fuel Management —219
8.4.7.1 Fuel Quantity Checks —219
8.4.7.1.1 General —219
8.4.7.1.2 Inflight Fuel Checks —219
8.4.7.1.3 Inflight Fuel Management —220
8.4.7.1.4 Required Minimum Remaining Fuel —220
8.4.7.1.5 Re-planning In Flight —220
8.4.7.1.6 Minimum Fuel Operation —221
8.4.7.2 Fuel Freezing Limitations —222
8.4.8 Adverse Weather and Potentially Hazardous Atmospheric Conditions —224
8.4.8.1 Thunderstorm —224
8.4.8.1.1 General —224
8.4.8.1.2 Weather Information —224
8.4.8.1.3 Thunderstorm Hazards —224
8.4.8.1.3.1 Turbulence —224
8.4.8.1.3.2 Icing —224
8.4.8.1.3.3 Hail —225
8.4.8.1.3.4 Low Ceiling and Visibility —225
8.4.8.1.3.5 Effect On Altimeters —225
8.4.8.1.3.6 Lightning —225
8.4.8.1.3.7 Engine Water Ingestion —225
8.4.8.1.4 Avoiding Thunderstorms —226
8.4.8.1.4.1 General Rule —226
8.4.8.1.4.2 Departure and Arrival —226
8.4.8.1.4.3 Enroute —227
8.4.8.1.4.3.1 Overflight —227
8.4.8.1.4.3.2 Lateral Avoidance —227
8.4.8.1.4.3.3 Vertical Avoidance —227
8.4.8.1.4.3.4 Flight Near Thunderstorms —227
8.4.8.1.4.3.5 Thunderstorm Penetration —228
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8.4.8.1.5 Operational Procedures —228
8.4.8.1.6 Air Traffic Considerations —229
8.4.8.2 Icing Conditions —229
8.4.8.3 Turbulence —229
8.4.8.4 Windshear —230
8.4.8.4.1 Microburst - Wind Shear Probability Guidelines —231
8.4.8.4.2 Windshear on Takeoff —232
8.4.8.4.3 Windshear on Approach —232
8.4.8.5 Jetstream —232
8.4.8.6 Volcanic Ash Clouds —233
8.4.8.6.1 Volcanic Ash Symptoms —233
8.4.8.7 Heavy Precipitation —233
8.4.8.8 Sandstorm —234
8.4.8.9 Mountain Waves —234
8.4.8.9.1 Recognition of Wave Activity —234
8.4.8.9.2 Procedures —234
8.4.8.10 Significant Temperature Inversion —234
8.4.8.10.1 Temperature Inversion, The Weather Phenomenon —234
8.4.8.10.1.1 General —234
8.4.8.10.1.2 Morning Temperature Inversion —235
8.4.8.10.1.3 Other Types of Temperature Inversion —236
8.4.8.10.2 The Effect On Aircraft Performance and Recommendations —236
8.4.8.10.2.1 Effect On Aircraft Performance —236
8.4.8.11 Hot Weather Operations —237
8.4.8.11.1 Aircraft Performance —237
8.4.8.11.2 Aircraft Systems —237
8.4.8.11.3 Brake Temperatures —237
8.4.8.11.4 Low Level Turbulence —237
8.4.8.12 Cold Weather Operations —238
8.4.8.12.1 Heating Requirements —238
8.4.8.12.2 Fluid Freeze —238
8.4.8.12.3 Cold Brakes —238
8.4.8.12.4 Engine Warm-up —238
8.4.8.12.5 Battery Power —238
8.4.8.12.6 Crew Protection —238
8.4.8.13 Typhoon / Tropical Cyclone Planning —238
8.4.8.13.1 Typhoon Effects on Operations —239
8.4.8.14 Operations On Slippery Surfaces —240
8.4.8.14.1 Runway Friction Characteristics —240
8.4.8.14.2 Measuring and Expressing Friction Characteristics —240
8.4.8.14.3 Braking Action Reporting —241
8.4.8.14.4 Meteorological Observations —241
8.4.8.14.4.2 Friction Coefficient Between 0.25 and 0.35 (medium/poor-medium) —242
8.4.8.14.4.3 Friction Coefficient Between 0.35 and 0.45 (medium/good-good) —242
8.4.8.14.5 Aircraft Performance On Wet or Contaminated Runways —243
8.4.8.14.6 Operation On Slippery Surface Policy —243
8.4.8.14.6.1 Tail and Crosswind Restrictions —243
8.4.8.14.7 Guidelines for Operations On Slippery Surfaces —244
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8.4.8.14.7.1 General Consideration —244

8.4.8.14.7.2 Taxiing —244
8.4.8.14.7.3 Takeoff —245
8.4.8.15.7.4 Landing —245
8.4.9 Wake Turbulence —247
8.4.9.1 Weight Categories —247
8.4.9.1.1 Separation By Time (Non Radar) —247
8.4.9.1.2 Radar Separation —248
8.4.9.1.3 Visual Separations —248
8.4.9.1.4 Pilot Considerations —248
8.4.9.2 In Cruise —248
8.4.9.3 The Warning Signs —248
8.4.9.4 How to Avoid Wake Turbulence —249
8.4.10 Flight Crew Members At Their Duty Stations —250
8.4.10.1 Flight Crew —250
8.4.10.2 Cabin Crew —250
8.4.11 Use of Safety Belts For Crew and Passengers —251
8.4.12 Admission to Flight Deck —252
8.4.12.1 Observer Briefing —252
8.4.12.2 Use of Observer Seat Other Than Flight Crew —253
8.4.12.2.1 Observer Seat : Enroute Inspections —253
8.4.13 Flight Deck / Cockpit Door Policy —254
8.4.13.1 Entry Cockpit Procedures —254
8.4.13.1.1 For Cabin Crew —254
8.4.13.1.2 For Cockpit Crew —254
8.4.13.2 Security Breach / Terrorist Threat —254
8.4.14 Incapacitation of Crew Members —255
8.4.14.1 General —255
8.4.14.2 Types of Incapacitation —255
8.4.14.3 Causes and Effects —255
8.4.14.4 Recognition —256
8.4.14.5 Action to Be Taken When Crew Incapacitate —256
8.4.14.5.1 Flight Crew Incapacitation —256
8.4.14.5.2 Cabin Crew Incapacitation —257
8.4.15 Cabin Safety Requirements —258
8.4.15.1 Cabin Preparation and Passenger Seating —258
8.4.15.1.1 Cabin Preparation —258
8.4.15.2 Smoking Onboard —259
8.4.15.2.1 Smoking Policy —259
8.4.15.2.2 Use of “No Smoking” Signs —259
8.4.15.3 Refueling / Defueling With Passenger Onboard During Embarking or Disembarking —260
8.4.15.4 Portable Electronic Device (PED) —262
8.4.15.4.1 Use of PED Onboard —262
8.4.15.4.2 Cellular Phone —264
8.4.15.5 Medical Kits —264
8.4.15.5.1 First Aid Kits —264
8.4.15.5.2 Emergency Medical Kit —265
8.4.15.5.3 Procedures and Checklist System —266
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8.4.16 Passenger Briefing Procedures —267
8.4.16.1 General —267
8.4.16.2 Before Takeoff —267
8.4.16.3 After Takeoff —267
8.4.16.4 Before Landing —267
8.4.16.5 After Landing —267
8.4.16.6 Emergency Situations —268
8.4.16.7 Public Address (PA) Announcements —268
8.5 (RESERVED) —268
8.6 Use of The Minimum Equipment List (MEL) and Configuration Deviation List (CDL) —269
8.7 Special Flight —271
8.7.1 Definitions —271
8.7.2 Training Flights —271
8.7.3 Test Flight —271
8.7.3.1 General —271
8.7.3.2 Purpose —272
8.7.3.3 Category —272
8.7.3.4 Procedures —272
8.7.3.5 Test Flight Crew —272
8.7.3.6 Technical (Test) Flight Training —273
8.7.3.7 Technical (Test) Flight Program —274
8.7.4 Delivery Flights —274
8.7.4.1 Crew Composition for Delivery Flights —275
8.7.5 Technical Ferry Flights —275
8.7.5.1 General —275
8.7.5.2 Permission for Technical Ferry Flight —275
8.7.5.3 Crew Composition for Technical Ferry Flight —275
8.7.5.4 Operational Requirement —275
8.7.6 Acceptance Flight —276
8.7.6.1 Acceptance Flight Crew —276
8.7.7 Demonstration Flights —276
8.7.7.1 Crew Composition for Demonstration Flights —276
8.7.8 Positioning Flights —276
8.7.8.1 Crew Composition for Positioning Flight —276
8.8 Oxygen Requirements —277
8.8.1 Condition Under Which Oxygen Must Be Provided And Used —277
8.8.1.1 Supplemental Oxygen for Emergency Descent and for First Aid —277
8.8.1.2 Supplemental Oxygen for Sustenance —278
8.8.1.3 Crew Protective Breathing Equipment —279
Chapter 9
Dangerous Goods and Weapons —1
9.1 Dangerous Goods —1
9.1.1 General Philosophy —1
9.1.2 Limitation —1
9.1.2.1 Forbidden Dangerous Goods —2
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9.1.2.1.1 Dangerous goods forbidden in aircraft under any circumstances —2

9.1.2.1.2 Dangerous goods forbidden unless exempted —2
9.1.2.2 Hidden dangerous goods —2
9.1.2.3 Dangerous goods carried by passengers and crew —6
9.1.2.4 Transport of dangerous goods by post —6
9.1.2.5 Dangerous goods in operator’s property —6
9.1.2.5.1 Exceptions —6
9.1.2.5.2 Aircraft spares —6
9.1.2.6 Dangerous goods in excepted quantities —6
9.1.2.7 Dangerous goods in limited quantities —7
9.1.2.8 State And Operator Variations —7
9.1.3 Recognition of Undeclared Dangerous Goods —7
9.1.4 Provision for Passenger and Crew —7
9.1.5 Classification of Dangerous Goods —10
9.1.6 Emergency Procedures —15
9.1.6.1 General —15
9.1.6.2 Flight Crew Procedures —15
9.1.6.3 Cabin Crew Action —16
9.1.6.3.1 Cabin Crew Checklist —16
9.1.6.3.2 Amplified Cabin Crew Checklist for Dangerous Goods Incidents in The Passenger Cabin During Flight —16
9.1.6.3.2.1 Initial Action —16
9.1.6.3.2.2 In Case of Fire —17
9.1.6.3.2.3 Lithium Battery Fire —17
9.1.6.3.2.4 In Case of Spillage or Leakage —18
9.1.6.3.2.5 After Landing —19
9.1.7 Infectious Substances Detected In flight —19
9.1.7.1 Cabin Crew Action When Infectious Substances Detected In Flight —19
9.2 Weapon and Ammunitions —20
9.2.1 Security Item —20
9.2.2 Carriage of Firearms, Bullets and Weapons —20
Chapter 10
Security—1
10.1 Security Instruction And Guidance —1
10.1.1 Identification Cards —1
10.1.2 Crew Baggage Security —1
10.1.3 Securing The Flight Deck —1
10.1.3.1 Flight Crew Notification —1
10.1.3.2 Accessing and Exiting The Cockpit —2
10.1.3.3 Cabin Crew Responsibilities —2
10.1.3.4 Cockpit Seat Occupation —2
10.1.4 Unruly Passengers —3
10.1.4.1 General —3
10.1.4.2 Airport Handling —3
10.1.4.3 Inflight —3
10.1.4.4 After Landing —3
10.1.4.5 Reporting Procedure —3
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10.1.5 Bomb or Sabotage Threats —4
10.1.5.1 General —4
10.1.5.2 Bomb and Other Sabotage Threats —4
10.1.5.2.1 Aircraft is On The Ground —4
10.1.5.2.2 Aircraft Is In Flight —5
10.1.5.2.3 Located Bomb Onboard —5
10.1.5.2.3.1 Cockpit Procedures —5
10.1.5.2.3.2 Cabin Procedures —8
10.1.6 Hijacking / Unlawful Seizure of An Aircraft —11
10.1.6.1 General —11
10.1.6.2 Hijacker Profile —11
10.1.6.3 Guidelines In Dealing With Hijackers —11
10.1.6.4 Communication Procedures —12
10.1.6.5 The 5 (Five) Basic Categories —12
10.1.6.6 Cope and Survive —13
10.1.6.7 Post Hijacking —15
10.1.6.8 Motto of Hijacking —15
Chapter 11
Handling of Accidents and Occurences —1
11.1 Terminology —1
11.1.1 Accident —1
11.1.2 Serious Incident —1
11.1.3 Incident —1
11.1.4 Serious Injury —2
11.2 Accident Procedures —2
11.2.1 PIC / Crew Post-Accident Procedures —2
11.2.2 Preservation, Production and Use of Flight Data —2
11.3 Mandatory Occurences Reports —3
11.3.1 Accident and Serious Incident Reporting —3
11.3.2 Flight Incident —3
11.3.3 Ground Incidents —4
11.3.4 Air Traffic Incidents —4
11.3.5 Airborne Collision Avoidance System Resolution Advisory —4
11.3.6 Bird Hazards and Strikes —4
11.3.7 Dangerous Goods Incidents and Accidents —4
11.3.8 Unlawful Interference —5
11.3.9 Encountering Potential Hazardous Conditions —5
11.4 Occurence Report Forms (ASR) —5
11.4.1 Reporting Procedure —5
11.4.2 Reporting Responsibility —5
11.4.3 Handling of Air Safety Reports —5
11.5 Investigation —6
11.5.1 General —6
11.5.2 Policy —6
11.5.3 Investigating Team’s Terms of Reference —6
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11.5.4 Preparation —6
11.5.5 Reporting The Results of The Investigation —7
Chapter 12
Rule of The Air —1
12.1 Operations in Foreign Country —1
12.2 Right of Way Rules —1
12.3 Compliance With The Rules of The Air —2
12.4 Separation —2
12.4.1 Separation with Visual Reference —2
12.5 Interception of Civil Aircraft —3
12.5.1 Signal For Use In The Event of Interception —4
12.6 Visual Signals Used to Warn and/or About To Enter a Restricted, Prohibited or Danger Area
—5
12.7 Light and Pyrotechnic Signals —5
12.7.1 Instructions —5
12.7.2 Acknowledgment by An Aircraft —6
12.8 Ground / Air Visual Code For Survivor —6
12.9 Distress and Urgency Signal —7
12.9.1 Distress Signal —7
12.9.2 Urgency Signal —7
12.10 Route Requirement —8
12.10.1 Route Width —8
12.11 Aircraft Speed —8
12.12 Flight Within Control Airspace —9
12.12.1 Communications and Radio Navigation Requirements —9
12.12.2 Air Traffic Clearance —9
12.13 Air Traffic Advisory Service —9
12.14 Flight Information Service —10
12.15 Traffic Information Broadcast by Aircraft (TIBA) – if applicable —10
12.15.1 Introduction —10
12.15.2 TIBA Procedures —11
12.15.3 Frequency —11
12.15.4 Listening Watch —11
12.15.5 Time of Broadcasts —11
12.15.6 Acknowledgement of Broadcasts —11
12.15.7 Changes of Cruising Level —11
12.15.8 Collision Avoidance —12
12.15.9 Position Reporting —12
12.16 Aerodrome Control Service —12
12.16.1 Procedure —12
12.16.2 Air Traffic Clearance —13
12.16.3 Start-up Procedures —13
12.17 Route Selection —13
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12.18 Communication Procedure —14
12.18.1 Listening Watch —14
12.18.1.1 Use of Headset —14
12.18.1.2 During Start-Up —14
12.18.1.3 During Flight —14
12.18.1.4 Appendices to Numeral Values —15
12.18.1.5 Violation of An ATC Clearance —15
12.18.2 SELCAL Watch —16
12.18.3 Emergency Frequency —16
12.18.4 Communication Failure —16
12.18.4.1 General Rules —16
12.18.4.2 Visual Meteorological Conditions —17
12.18.4.3 Instrument Meteorological Conditions —17
12.18.5 Receiver Failure —18
12.18.6 Transponder Procedures —18
Chapter 13
Company Forms —1
13.1 Manual Load and Trim Sheet —2
13.1.1 Manual Load Sheet (All Company Aircraft Type) —2
13.1.2 Manual Trim Sheet —3
13.1.2.1 Airbus A320-232 Manual Trim Sheet —3
13.1.2.4 B 737 – 300 Trim Sheet —6
13.1.2.5 B 737 – 500 Trim Sheet —7
13.2 Electronic Load and Trim Sheet —8
13.3 Weight and Balance —10
13.4 Loading Instruction Report —12
13.4.1 Manual Airbus A 320 Loading Instruction Report —12
13.4.2 Manual B 737 – 300 Loading Instruction Report —13
13.4.3 Manual B737 – 500 Loading Instruction Report —14
13.4.4 Electronic Loading Instruction Report —15
13.5 Preliminary Certificate of Death —17
13.6 Voluntary Safety Report —18
13.7 Airbus Vibration Reporting Sheet —20
13.8 Air Safety Report —21
13.9 Final Warning —23
13.10 Law Statement for Disruptive / Unruly Passenger —24
13.11 A320 Aircraft Search Procedure Checklist —26
13.12 Eye Witness Form —28
13.13 Aircraft Flight Log (AFL) —30
13.14 Aircraft Maintenance Log —32
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Appendix A
Citilink Indonesia - Standard Operating Procedures (SOP) —1
A.1 Introduction —1
A.2 Crew Document and Equipment to Carry —1
A.2.1 Corrective Lenses Policy —1
A.3 Crew Resource Management (CRM) —2
A.3.1 Human and Organzational Error Management —2
A.3.1.1 Error Management Principles —2
A.3.2 Culture —2
A.3.2.1 Decision Making —3
A.3.3 Situation Awareness, Workload Management and Stress —3
A.3.3.1 Situation Awareness —3
A.3.3.2 Workload Management —4
A.3.3.3 Stress —4
A.3.4 Company Safety Culture and SOP’s —5
A.3.5 Communication —5
A.3.5.1 Communicate —5
A.3.5.2 Language —6
A.4 Crew Briefing —6
A.5 Normal Operation —6
A.5.1 On Ground —6
A.5.1.1 Exterior Walkaround —6
A.5.1.2 Cockpit Preparation —7
A.5.1.2.1 For Boeing Fleet (refer to Boeing FCOM NP) —7
A.5.1.2.2 For Airbus Fleet —7
A.5.2 Inflight —8
A.5.3 Briefings —9
A.5.4 Crew - Company Message —9
A.5.4.1 Departure Message —9
A.5.4.2 Arrival Message —9
A.5.4.3 ACARS/ATSU —9
A.5.5 Automation Policy —9
A.5.5.1 Minimum Altitude for Use of Autopilot —10
A.5.5.2 Side Stick and Takeover Control (Airbus Fleet) —10
A.5.5.3 Hand Over Control —10
A.5.6 Computer or C/B Reset —11
A.5.7 Cockpit Gesture and Etiquette —11
A.5.7.1 Cockpit Gesture Procedures —11
A.5.7.2 Flight Deck Etiquette —12
A.5.8 Standard Callouts - Announcements / Communication —12
A.5.8.1 Cockpit – Ground Crew Communication —12
A.5.8.1.1 Remove Ground Equipment Procedures —12
A.5.8.1.2 Pushback and Engine Start Procedures —13
A.5.8.1.3 Parking and Refueling Process —13
A.5.8.2 Cockpit - Cockpit Communications —14
A.5.8.2.1 Normal Duty Transfer Procedures —14
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A.5.8.3 Cockpit – Cabin Crew Communication —14
A.5.8.3.1 Normal Operation Procedure —14
A.5.8.3.1.1 Opening Door and/or Armed / Disarmed Slide Other Than Embarking / Disembarking Procedures —15
A.5.8.3.1.2 Refueling Procedures —15
A.5.8.3.2 Emergency Operation Procedures —16
A.5.8.3.2.1 Pressurization Failure / Decompression —17
A.5.8.3.2.2 Turbulence —18
A.5.8.3.2.3 Suspicious Activity or A Security Breach —18
A.5.8.4 Crew-Assigned Duties For Evacuation —19
A.5.8.4.1 Cockpit Crew-Assigned Duties For Evacuation —19
A.5.8.5 Cockpit - ATC Communication —19
A.5.8.5.1 Standard Phraseology —19
A.5.8.5.2 Fly In Metric Altimetry —19
A.5.8.6 Passenger Announcement —20
A.5.9 Flight Deck Door Operation —20
A.5.10 Secured and Clean Cockpit Policy —20
A.5.11 ALAR Risk Assessment Checklist —20
A.5.11.1 ALAR Philosophy —20
A.5.11.2 Use of ALAR Checklist —21
A.5.12 Quick Operational References (QOR) —21
A.6 Abnormal and Emergency —22
A.6.1 General —22
A.6.2 ECAM Management and Crew Task Sharing —22
A.6.2.1 ECAM Management (for Airbus fleet) —22
A.6.2.2 CRM Guidance During Abnormal and Emergency Situation —23
A.6.2.3 During Rejected Takeoff and Emergency Descent —24
A.6.3 One Engine Inoperative —24
A.6.3.1 One Engine Inoperative After Takeoff —24
A.6.3.2 APU Start During One Engine Inoperative —24
A.7 Citilink Indonesia Green Operating Procedures (for Airbus fleet) —25
A.7.1 Dispatch —25
A.7.1.1 Fuel Quantity —25
A.7.1.2 Takeoff Configuration —25
A.7.1.3 Takeoff Thrust —25
A.7.2 Cockpit Preparation —25
A.7.2.1 Cost Index —25
A.7.2.2 Flight Level Selection —25
A.7.2.3 Takeoff Runway Optimization —25
A.7.2.4 Air Conditioning (For A320 CEO Only) —26
A.7.3 Before Pushback Or Start —26
A.7.3.1 Pushback / Start Clearance —26
A.7.4 After Start —26
A.7.4.1 APU —26
A.7.5 Taxi —26
A.7.5.1 Thrust Management —26
A.7.6 Before Takeoff —26
A.7.6.1 Air Conditioning —26
A.7.7 After Takeoff —27
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A.7.7.1 Thrust Reduction and Acceleration Altitude —27

A.7.7.2 Acceleration Below 10,000 Feet —27
A.7.8 Descent Preparation —27
A.7.8.1 Acceleration Below 10,000 Feet —27
A.7.8.2 Go-Around Thrust Reduction and Acceleration Altitude —27
A.7.8.3 Landing Runway Optimization —27
A.7.8.4 Landing Preparation —27
A.7.8.5 Deceleration Approach —28
A.7.9 After Landing —28
A.7.9.1 Single Engine Taxi IN —28
A.7.9.2 APU —28
A.8 EFB Flight Crew Operational Procedures —29
A.8.1 EFB Preflight Procedures —29
A.8.1.1 EFB Check Out and Serviceability checks —29
A.8.1.2 Manual Validity Check —31
A.8.1.3 iPAD Transmitting Capability —31
A.8.2 EFB Taxi Procedures —31
A.8.2.1 Before Takeoff —31
A.8.3 EFB In-Flight Procedures —31
A.8.4 EFB Inflight Failure —31
A.8.5 Before Final Approach —32
A.8.6 EFB After Flight Procedures —32
A.8.6.1 After Flight —32
A.8.6.2 EFB Handover —32
Appendix B
Citilink Indonesia - Safety and Emergency Procedures (SEP) —1
B.1 Company Policy —1
B.1.1 Regulations and Policies Onboard —1
B.1.1.1 Preflight Briefing —1
B.1.1.2 Briefing Checklist —2
B.1.1.3 Preflight Check —2
B.1.1.3.1 Safety Check —2
B.1.1.3.2 Security Check —4
B.1.1.3.3 Service Check —5
B.1.1.3.4 Reporting Mechanism —6
B.1.1.4 Retention of Mass Item —6
B.1.1.5 Boarding Music Policy —6
B.1.1.6 Passenger Boarding —6
B.1.1.7 Passenger Seat Allocation and Restrictions —7
B.1.1.8 The Use of Portable Electronic Device By Cabin Crew —7
B.1.1.9 Seat, Seatbelt, Shoulder Harness and Child Restraint System —7
B.1.1.9.1 Seat and Seatbelt —7
B.1.1.9.2 Shoulder Harness —8
B.1.1.9.3 Child Restraint System —8
B.1.1.10 Passenger Announcement —9
B.1.1.11 Passenger Briefing Before Takeoff (Safety Demonstration) —9
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B.1.1.11.1 Special Passenger Individual Briefing —9
B.1.1.12 Passenger Briefing For Extended Over Water Operation —10
B.1.1.13 Compliance with Briefings or Safety Instructions —10
B.1.1.14 Normal Door Closing Procedures —10
B.1.1.15 Door Slide Arming Procedures —11
B.1.1.16 Sterile Cockpit —12
B.1.1.17 Cabin Crew Surface Movement Requirement —13
B.1.1.18 Final Cabin Check —13
B.1.1.19 Cabin Lighting Policy —14
B.1.1.20 One Minute Silent Review —15
B.1.1.21 After Takeoff Procedure —15
B.1.1.22 Urgent Information —16
B.1.1.23 Serving The Flight Deck Crew —16
B.1.1.24 Periodic Cabin and Lavatory Check —16
B.1.1.25 Sales On Board (SOB) Policy —17
B.1.1.26 Oxygen for Medical Use by Passenger —17
B.1.1.27 Death Onboard —17
B.1.1.28 Aircraft on Descent —18
B.1.1.29 Preparation Before Landing —19
B.1.1.30 After Landing —19
B.1.1.31 Door Slide Disarming Procedures —20
B.1.1.33 Door Operation From Outside —21
B.1.1.34 Disembarking —22
B.1.1.35 Crew Deplaning —22
B.1.1.36 Post Flight Briefing —22
B.1.1.37 Cabin Crew Duties During Transit —22
B.1.1.38 Door Barrier Strap —23
B.1.2 Communications —23
B.1.2.1 Communication Between Crewmembers —23
B.1.2.2 Use of Public Address System —23
B.2 First Aid —24
B.2.1 Principles and Practice of First Aid —24
B.2.1.1 Introduction to First Aid —24
B.2.1.2 Crew’s Responsibilities —24
B.2.1.3 Asessment of Injury and Illness —24
B.2.1.3.1 Primary Survey —24
B.2.1.3.2 Secondary Survey —25
B.2.1.3.3 Responsibility —26
B.2.1.3.3.1 First Aider —26
B.2.1.3.3.2 Assistant First Aider —26
B.2.1.3.3.3 Commuicator —26
B.2.1.3.3.4 Support Crew Member —26
B.2.1.4 Mass Casualty Assessment —26
B.2.1.5 First Aid Kits —27
B.2.1.6 Emergency Medical Kit —27
B.2.1.7 Precautions —27
B.2.1.8 Recovery Position —27
B.2.1.8.1 For Adult —28
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B.2.1.8.2 For Infant —28

B.2.2 Common Problems Inflight —29
B.2.2.1 Airsickness (Motion Sickness) —29
B.2.2.2 Earache —29
B.2.2.3 Hyperventilation (Overbreathing) —29
B.2.2.4 Hypoxia —30
B.2.2.5 Oxygen Therapy —30
B.2.3 Life Saving Techniques —31
B.2.3.1 Cardiopulmonary Resuscitation (CPR) —31
B.2.3.1.1 Danger —31
B.2.3.1.2 Response —31
B.2.3.1.3 Compression —32
B.2.3.1.4 Airway —32
B.2.3.1.4 Breathing —33
B.2.3.2 Choking —34
B.2.4 Traumatic Injuries —36
B.2.4.1 Bleeding —36
B.2.4.2 Bleeding With Impaled Objects —37
B.2.4.3 Bruises —37
B.2.4.4 Burns —37
B.2.4.5 Chest Injuries —38
B.2.4.5.1 Rib Fractures —39
B.2.4.5.2 Open Chest Wound —39
B.2.4.6 Chemical Injury To The Eye —39
B.2.4.7 Foreign Body In The Eye —40
B.2.4.8 Fractures —40
B.2.4.9 Head Injury —41
B.2.4.9.1 Compression Of Brain Tissue (Scale Wounds) —41
B.2.4.9.2 Skull Fracture —41
B.2.4.10 Shock —41
B.2.4.11 Sprain and Dislocation —42
B.2.4.11.1 Sprain —42
B.2.4.11.2 Dislocation —42
B.2.5 In-Flight Medical Illness —43
B.2.5.1 Abdominal Pain —43
B.2.5.2 Asthma —43
B.2.5.3 Convulsion —44
B.2.5.4 Deep Vain Thrombosis (DVT) —44
B.2.5.5 Diabetic Condition —45
B.2.5.5.1 Hyperglycemia —45
B.2.5.5.2 Hypoglycemia —45
B.2.5.6 Emergency Childbirth —45
B.2.5.6.1 Preparation —46
B.2.5.6.2 Prevent Infection —46
B.2.5.6.3 The First Stage —46
B.2.5.6.4 The Second Stage —46
B.2.5.6.5 Moment of Birth —47
B.2.5.6.6 Anomalies —47
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B.2.5.6.7 The Third Stage —47
B.2.5.6.8 Nursing The Mother —47
B.2.5.7 Epilepsy —48
B.2.5.8 Fainting —48
B.2.5.9 Heart Attack —48
B.2.5.10 Indigestion —48
B.2.5.11 Miscarriage (Threatened Abortion) —49
B.2.5.12 Nosebleed —49
B.2.5.13 Poisoning —49
B.2.5.13.1 Food Poisoning —49
B.2.5.13.2 Poisoning —50
B.2.5.14 Severe Allergic (Anaphylatic Shock) —50
B.2.5.15 Stroke —50
B.2.6 Hot and Cold Condition —52
B.2.6.1 Excess Heat —52
B.2.6.1.1 Burns And Scalds —52
B.2.6.1.2 Dehydration —52
B.2.6.1.3 Heat Exhaustion —53
B.2.6.1.4 Heat Rash —53
B.2.6.1.5 Heat Stroke —54
B.2.6.1.6 Sunburn —55
B.2.6.2 Excess Cold —55
B.2.6.2.1 Frostbite —55
B.2.6.2.2 Hypothermia —56
B.2.7 Bandaging —58
B.2.7.1 Triangular Bandage —58
B.2.7.1.1 The Usage of Triangular Bandage —58
B.2.7.1.2 Reef Knot —59
B.2.7.1.3 Arm Sling —59
B.2.7.1.4 Elevation Sling —61
B.2.7.1.5 Collar and Cuff —62
B.2.7.2 Roller Bandage —62
B.2.7.2.1 Hand Bandage —62
B.2.7.2.2 Leg / Foot and Heel Bandage —64
B.2.7.2.3 Elbow Bandage —64
B.2.7.2.4 Knee Bandage —65
B.2.7.2.5 Shoulder Bandage —65
B.2.8 Transporting Victim —67
B.2.8.1 How To Carry A Patient —67
B.2.8.2 Evacuation of Non-Ambulatory Passenger —68
B.2.8.3 Categorization of Handicapped Passengers and Their Evacuation —68
B.2.8.4 Lift and Carry —69
B.2.8.4.1 One Rescuer —69
B.2.8.4.2 Two Rescures —71
B.2.8.4.3 Three Rescuers —73
B.3 Kind of Emergency Equipment —74
B.3.1 Asbestos Glove —74
B.3.2 Crash Axe —74
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B.3.3 Emergency Locator Transmitter —75

B.3.3.1 Emergency Locator Transmitter (ELT) S06 —75
B.3.3.2 ELT ADT 406S —76
B.3.3.3 Emergency Locator Transmitter RESCU 406(S) —77
B.3.3.4 Emergency Locator Transmitter RESCU 406(SE) —79
B.3.3.5 Portable Locator Beacon Kannad 406 AS —80
B.3.4 First Aid Kit and Emergency Medical Kit —81
B.3.4.1 First Aid Kit —81
B.3.4.2 Emergency Medical Kit —82
B.3.5 Flashlight —84
B.3.5.1 Astronics EF-1 —84
B.3.5.2 Astronics Air Lite 1E —85
B.3.6 Hand Fire Extinguisher —85
B.3.6.1 Kidde (Halon) —85
B.3.6.2 Air Total (Halon) —86
B.3.6.3 BCF —87
B.3.6.4 Kidde H2O —88
B.3.6.5 P3 Hafex —90
B.3.7 Life Vest —90
B.3.7.1 Adult / Child Life Vest —91
B.3.7.1.1 Crew Life Vest —92
B.3.7.1.2 Passenger Life Vest —93
B.3.7.2 Infant Life Vest —94
B.3.8 Megaphone —95
B.3.8.1 ACR —95
B.3.8.2 Federal Signal —96
B.3.9 Portable Oxygen Bottle (POB) —96
B.3.9.1 Avox Portable Oxygen Cylinder Assembly (POCA) —97
B.3.9.2 Scott Portable Oxygen Bottle (POB) —98
B.3.10 Protective Breating Equipment (PBE) —99
B.3.10.1 Air Liquide —99
B.3.10.2 Drager / B/E Aerospace —100
B.3.10.3 Essex —102
B.3.10.4 Scott / Avox System —103
B.3.10.5 Puritan / B/E Aerospace —104
B.3.11 Escape Slide And Slide Raft —107
B.3.11.1 Escape Slide —107
B.3.11.2 Off-Wing Slide —107
B.3.11.3 Slide Raft —107
B.3.12 Life Raft (if installed) —107
B.3.13 Survival Kit —109
B.3.14 Seatbelt —110
B.3.14.1 Passenger Seatbelt —110
B.3.14.2 Infant Seatbelt —111
B.3.14.3 Extention Seatbelt —111
B.3.14.4 Airbag Seatbelt (if installed) —112
B.3.15 Universal Precaution Kit (if installed) —113
B.3.16 Dangerous Goods Kit (if installed) —115
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B.3.17 Passenger Restraint Kit —117
B.4 Abnormal Procedures —119
B.4.1 Flooding —119
B.4.2 Malfunction of Air Conditioning —119
B.4.3 Heavy Smoke In The Cabin —119
B.4.4 Blown Tire —119
B.4.5 Cracked Window / Door Seal Leak —120
B.4.6 Unwarranted Evacuation —120
B.4.7 Jump Seat Unserviceable —121
B.5 Emergency Procedures —121
B.5.1 Fire —121
B.5.1.1 Elements Of Fire —121
B.5.1.2 Fire Fighting Techniques —122
B.5.1.3 General Fire Fighting Procedure —122
B.5.1.4 Preventing Panic —122
B.5.1.5 Firefighting Role and Procedures —122
B.5.2 Decompression —123
B.5.2.1 Effects of Decompression —123
B.5.2.2 Slow Decompression —123
B.5.2.3 Rapid Decompression —124
B.5.2.4 Post Emergency Descent Procedure —125
B.5.3 Human Factors —126
B.5.3.1 Negative Panic —126
B.5.3.2 Loss of Awareness - Inability To Locate Exits —126
B.5.3.3 Loss of Awareness - Inability or Operate Exit —126
B.5.4 Types of Emergency Landing —127
B.5.4.1 Unplanned Emergency Landing —127
B.5.4.2 Planned Emergency Landing —128
B.5.5 Emergency Signal —128
B.5.5.1 Flight Deck to Cabin Crew —128
B.5.5.2 Cabin Crew to Flight Deck —128
B.5.5.3 Cabin Crew to Cabin Crew —128
B.5.6 Preparation For Planned Emergency Landing —129
B.5.6.1 Initial Warning —129
B.5.6.2 PIC Briefs Cabin Crew In Charge (CIC) —129
B.5.6.3 Cabin Crew In Charge (CIC) Briefs Other Cabin Crew —129
B.5.6.4 Passenger And Cabin Preparation —129
B.5.6.4.1 Initial Preparation —129
B.5.6.4.2 Emergency Announcement —129
B.5.6.4.3 Preparing Infant —130
B.5.6.4.4 Preparing less agile passengers —130
B.5.6.4.5 Preparing The Able Bodied Passenger —130
B.5.6.4.6 Final Preparation —131
B.5.6.5 Bracing for Impact —131
B.5.7 Evacuation —133
B.5.8 Exit Responsibility —133
B.5.9 Assessing Condition —133
B.5.10 Land / Terrain Evacuation —134
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B.5.11 Water Evacuation (Ditching) —135

B.5.12 Exit Unuseable —136
B.5.13 Crowd Control —137
B.5.14 Evacuation Command —137
B.5.15 Evacuation Completed —141
B.5.16 Dangerous Situation for Cabin Crew —141
B.5.17 Take Along Emergency Equipment —141
B.5.18 Cabin Crew Evacuation Route —142
B.5.19 Flight Deck Evacuation —142
B.5.20 Post Evacuation —142
B.5.21 Survival —143
B.5.21.1 Search & Rescue Procedures —143
B.5.21.2 Creeping Line Ahead —144
B.5.21.3 Attracting Attention —144
B.5.21.4 Ground – Air Visual Signal Codes for Use by Survivors —144
B.5.21.4.1 Air to Ground Signals —144
B.5.21.4.2 Ground Air Visual Signal Code —144
B.5.21.5 Dangers to The Body —145
B.5.21.5.1 Cold —145
B.5.21.5.2 Heat —146
B.5.21.5.3 Frostbite —146
B.5.21.5.4 Mild Frostbite —147
B.5.21.5.5 Deep Frostbite —147
B.5.21.5.6 Hypothermia —148
B.5.21.5.7 Sunstroke —148
B.5.21.5.8 Malaria —149
B.5.21.5.9 Dysentery —149
B.5.21.5.10 Sore Eyes —149
B.5.21.6 Principles of Survival —150
B.5.21.6.1 Protection —150
B.5.21.6.2 Location —150
B.5.21.6.3 Water —150
B.5.21.6.4 Food —150
B.5.21.7 The Will to Survive —150
B.5.21.8 Survival on Land —151
B.5.21.9 Survival in The Desert —151
B.5.21.10 Survival In The Jungle —152
B.5.21.11 Arctic / Winter Survival —153
B.5.21.12 Survival At Sea —153
B.5.21.13 Emergency Exit (Overwing escape hatches) —154
B.6 Announcement and Briefing Pattern —155
B.6.1 Briefing Point —155
B.6.2 Emergency Announcement —156
B.6.3 ABP BRIEFING —161
B.6.4 ABP Briefing For Life Raft Operation —162
B.6.5 Infant Briefing —163
B.6.6 Visually Impaired Passenger Briefing —164
B.7 COWADS —165
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Appendix C
Runway Incursion —1
C.1 Runway Incursion Avoidance Guidance —1
C.2 Background —1
C.3 SOP for Taxi / Maneuvering —1
C.4 Task Sharing —1
C.5 Planning —1
C.6 Intra-Flight Deck / Cockpit Verbal Coordination —4
C.7 ATC / Flight Crew Communication —5
C.8 Taxiing —6
C.9 Use of Exterior Aircraft Lights to Make Aircraft More Conspicuous —6
C.9.1 General —6
C.9.2 Exterior Lights —7
C.10 Backtrack and Cross Runway Procedures —7
C.11 Runway Occupancy Time —8
C.11.1 Arriving Aircraft —8
C.11.2 Departing Aircraft —8
C.11.3 Conclusion —8
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List of Effective Page
Chapt - Page Nbr. Rev. Nbr. Effective Date Chapt - Page Nbr. Rev. Nbr. Effective Date
PRE - i 00 10 Feb 2016 TOC - 34 04 1 Aug 2017
PRE - ii 00 10 Feb 2016 LEP - 1 04 1 Aug 2017
PRE - iii 04 1 Aug 2017 LEP - 2 04 1 Aug 2017
PRE - iv 04 1 Aug 2017 LEP - 3 04 1 Aug 2017
PRE - v 04 1 Aug 2017 LEP - 4 04 1 Aug 2017
PRE - vi 04 1 Aug 2017 LEP - 5 04 1 Aug 2017
PRE - vii 04 1 Aug 2017 LEP - 6 04 1 Aug 2017
PRE - viii 04 1 Aug 2017 LEP - 7 04 1 Aug 2017
PRE - ix 00 10 Feb 2016 LEP - 8 04 1 Aug 2017
PRE - x 00 10 Feb 2016 LEP - 9 04 1 Aug 2017
TOC - 1 04 1 Aug 2017 LEP - 10 04 1 Aug 2017
TOC - 2 04 1 Aug 2017 ROR - 1 04 1 Aug 2017
TOC - 3 04 1 Aug 2017 ROR - 2 04 1 Aug 2017
TOC - 4 04 1 Aug 2017 ROR - 3 04 1 Aug 2017
TOC - 5 04 1 Aug 2017 ROR - 4 04 1 Aug 2017
TOC - 6 04 1 Aug 2017 ROR - 5 04 1 Aug 2017
TOC - 7 04 1 Aug 2017 ROR - 6 04 1 Aug 2017
TOC - 8 04 1 Aug 2017 RTR - 1 02 5 Aug 2016
TOC - 9 04 1 Aug 2017 RTR - 2 02 5 Aug 2016
TOC - 10 04 1 Aug 2017 0-1 01 1 Jun 2016
TOC - 11 04 1 Aug 2017 0-2 00 10 Feb 2016
TOC - 12 04 1 Aug 2017 0-3 04 1 Aug 2017
TOC - 13 04 1 Aug 2017 0-4 00 10 Feb 2016
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12 - 15 00 10 Feb 2016 A-8 04 1 Aug 2017
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12 - 17 00 10 Feb 2016 A - 10 04 1 Aug 2017
12 - 18 00 10 Feb 2016 A - 11 04 1 Aug 2017
13 - 1 00 10 Feb 2016 A - 12 03 15 Nov 2016
13 - 2 04 1 Aug 2017 A - 13 03 15 Nov 2016
13 - 3 04 1 Aug 2017 A - 14 04 1 Aug 2017
13 - 4 04 1 Aug 2017 A - 15 04 1 Aug 2017
13 - 5 04 1 Aug 2017 A - 16 04 1 Aug 2017
13 - 6 04 1 Aug 2017 A - 17 03 15 Nov 2016
13 - 7 04 1 Aug 2017 A - 18 03 15 Nov 2016
13 - 8 04 1 Aug 2017 A - 19 03 15 Nov 2016
13 - 9 04 1 Aug 2017 A - 20 03 15 Nov 2016
13 - 10 04 1 Aug 2017 A - 21 03 15 Nov 2016
13 - 11 04 1 Aug 2017 A - 22 03 15 Nov 2016
13 - 12 04 1 Aug 2017 A - 23 03 15 Nov 2016
13 - 13 04 1 Aug 2017 A - 24 03 15 Nov 2016
13 - 14 04 1 Aug 2017 A - 25 03 15 Nov 2016
13 - 15 04 1 Aug 2017 A - 26 03 15 Nov 2016
13 - 16 04 1 Aug 2017 A - 27 04 1 Aug 2017
13 - 17 04 1 Aug 2017 A - 28 04 1 Aug 2017
13 - 18 04 1 Aug 2017 A - 29 04 1 Aug 2017
13 - 19 04 1 Aug 2017 A - 30 03 15 Nov 2016
13 - 20 04 1 Aug 2017 A - 31 03 15 Nov 2016
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter LEP
7
OPERATION
MANUAL A
GENERAL
LEP
OPERATION
MANUAL A
A - 32 03 15 Nov 2016 B - 43 04 1 Aug 2017
B-1 03 15 Nov 2016 B - 44 04 1 Aug 2017
B-2 04 1 Aug 2017 B - 45 04 1 Aug 2017
B-3 04 1 Aug 2017 B - 46 04 1 Aug 2017
B-4 04 1 Aug 2017 B - 47 04 1 Aug 2017
B-5 03 15 Nov 2016 B - 48 04 1 Aug 2017
B-6 03 15 Nov 2016 B - 49 04 1 Aug 2017
B-7 03 15 Nov 2016 B - 50 04 1 Aug 2017
B-8 03 15 Nov 2016 B - 51 04 1 Aug 2017
B-9 03 15 Nov 2016 B - 52 04 1 Aug 2017
B - 10 03 15 Nov 2016 B - 53 04 1 Aug 2017
B - 11 03 15 Nov 2016 B - 54 04 1 Aug 2017
B - 12 03 15 Nov 2016 B - 55 04 1 Aug 2017
B - 13 03 15 Nov 2016 B - 56 04 1 Aug 2017
B - 14 03 15 Nov 2016 B - 57 04 1 Aug 2017
B - 15 04 1 Aug 2017 B - 58 04 1 Aug 2017
B - 16 04 1 Aug 2017 B - 59 04 1 Aug 2017
B - 17 04 1 Aug 2017 B - 60 04 1 Aug 2017
B - 18 03 15 Nov 2016 B - 61 04 1 Aug 2017
B - 19 03 15 Nov 2016 B - 62 04 1 Aug 2017
B - 20 03 15 Nov 2016 B - 63 04 1 Aug 2017
B - 21 03 15 Nov 2016 B - 64 04 1 Aug 2017
B - 22 03 15 Nov 2016 B - 65 04 1 Aug 2017
B - 23 04 1 Aug 2017 B - 66 04 1 Aug 2017
B - 24 03 15 Nov 2016 B - 67 04 1 Aug 2017
B - 25 03 15 Nov 2016 B - 68 04 1 Aug 2017
B - 26 04 1 Aug 2017 B - 69 04 1 Aug 2017
B - 27 04 1 Aug 2017 B - 70 04 1 Aug 2017
B - 28 04 1 Aug 2017 B - 71 04 1 Aug 2017
B - 29 04 1 Aug 2017 B - 72 04 1 Aug 2017
B - 30 04 1 Aug 2017 B - 73 04 1 Aug 2017
B - 31 04 1 Aug 2017 B - 74 04 1 Aug 2017
B - 32 04 1 Aug 2017 B - 75 04 1 Aug 2017
B - 33 04 1 Aug 2017 B - 76 04 1 Aug 2017
B - 34 04 1 Aug 2017 B - 77 04 1 Aug 2017
B - 35 04 1 Aug 2017 B - 78 04 1 Aug 2017
B - 36 04 1 Aug 2017 B - 79 04 1 Aug 2017
B - 37 04 1 Aug 2017 B - 80 04 1 Aug 2017
B - 38 04 1 Aug 2017 B - 81 04 1 Aug 2017
B - 39 04 1 Aug 2017 B - 82 04 1 Aug 2017
B - 40 04 1 Aug 2017 B - 83 04 1 Aug 2017
B - 41 04 1 Aug 2017 B - 84 04 1 Aug 2017
B - 42 04 1 Aug 2017 B - 85 04 1 Aug 2017
OPERATION
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Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
LEP
B - 86 04 1 Aug 2017 B - 129 04 1 Aug 2017
B - 87 04 1 Aug 2017 B - 130 04 1 Aug 2017
B - 88 04 1 Aug 2017 B - 131 04 1 Aug 2017
B - 89 04 1 Aug 2017 B - 132 04 1 Aug 2017
B - 90 04 1 Aug 2017 B - 133 04 1 Aug 2017
B - 91 04 1 Aug 2017 B - 134 04 1 Aug 2017
B - 92 04 1 Aug 2017 B - 135 04 1 Aug 2017
B - 93 04 1 Aug 2017 B - 136 04 1 Aug 2017
B - 94 04 1 Aug 2017 B - 137 04 1 Aug 2017
B - 95 04 1 Aug 2017 B - 138 04 1 Aug 2017
B - 96 04 1 Aug 2017 B - 139 04 1 Aug 2017
B - 97 04 1 Aug 2017 B - 140 04 1 Aug 2017
B - 98 04 1 Aug 2017 B - 141 04 1 Aug 2017
B - 99 04 1 Aug 2017 B - 142 04 1 Aug 2017
B - 100 04 1 Aug 2017 B - 143 03 15 Nov 2016
B - 101 04 1 Aug 2017 B - 144 03 15 Nov 2016
B - 102 04 1 Aug 2017 B - 145 03 15 Nov 2016
B - 103 04 1 Aug 2017 B - 146 03 15 Nov 2016
B - 104 04 1 Aug 2017 B - 147 03 15 Nov 2016
B - 105 04 1 Aug 2017 B - 148 03 15 Nov 2016
B - 106 04 1 Aug 2017 B - 149 03 15 Nov 2016
B - 107 04 1 Aug 2017 B - 150 03 15 Nov 2016
B - 108 04 1 Aug 2017 B - 151 04 1 Aug 2017
B - 109 04 1 Aug 2017 B - 152 04 1 Aug 2017
B - 110 04 1 Aug 2017 B - 153 04 1 Aug 2017
B - 111 04 1 Aug 2017 B - 154 04 1 Aug 2017
B - 112 04 1 Aug 2017 B - 155 04 1 Aug 2017
B - 113 04 1 Aug 2017 B - 156 04 1 Aug 2017
B - 114 04 1 Aug 2017 B - 157 04 1 Aug 2017
B - 115 04 1 Aug 2017 B - 158 04 1 Aug 2017
B - 116 04 1 Aug 2017 B - 159 04 1 Aug 2017
B - 117 04 1 Aug 2017 B - 160 04 1 Aug 2017
B - 118 04 1 Aug 2017 B - 161 04 1 Aug 2017
B - 119 04 1 Aug 2017 B - 162 04 1 Aug 2017
B - 120 04 1 Aug 2017 B - 163 04 1 Aug 2017
B - 121 04 1 Aug 2017 B - 164 04 1 Aug 2017
B - 122 04 1 Aug 2017 B - 165 04 1 Aug 2017
B - 123 04 1 Aug 2017 B - 166 04 1 Aug 2017
B - 124 04 1 Aug 2017 C-1 03 15 Nov 2016
B - 125 04 1 Aug 2017 C-2 03 15 Nov 2016
B - 126 04 1 Aug 2017 C-3 03 15 Nov 2016
B - 127 04 1 Aug 2017 C-4 03 15 Nov 2016
B - 128 04 1 Aug 2017 C-5 03 15 Nov 2016
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter LEP
9
OPERATION
MANUAL A
GENERAL
LEP
OPERATION
MANUAL A
Chapt - Page Nbr. Rev. Nbr. Effective Date
C-6 03 15 Nov 2016
C-7 04 1 Aug 2017
C-8 04 1 Aug 2017
Signature
Capt. Bonifal Andi Purnama

Principal Operation Inspector
OPERATION
10
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
ROR
Record of Normal Revision
Chapter Revision
PRE Update : content information
LEP Update : content information
ROR Update : content information
ALL CHAPTER “Cabin Crew 1” terms change to “Cabin Crew In Charge (CIC)”
ALL CHAPTER “SM Flight Training” terms change to “SM Training”
ALL CHAPTER “Manager Pilot Flight Training” terms change to “Manager Pilot Training”
0.2.1 "Flight Crew Training Manual" change to "Flight Crew Technique Manual"
0.3.1.3.1 Update Operation Manual Review
0.3.1.3.2 Update Operation Manual Part B Updating
0.4.1 Insert VSR in Abbreviation
0.4.2 Insert Transit Passanger in Definition
0.5 Update List of Distribution
1.1.2 Update Flight Operations Division Organization Chart
1.1.3 Added new chapter 1.1.3 "Ground Operations and Services Division Organization Chart"
1.3 Update Nominated Persons
1.4.1.3 Insert Manager Crew Health Care (OFE3)
1.4.2 Update Responsibilities and Duties of Chief Pilot (OFA)
1.4.2.1.1 Update Responsibilities and Duties of Deputy Chief Pilot 1 (OFA1)
1.9.1 Update Key Personal Backup of VP Flight Operation
1.11.2 Update Behaviour in Public
1.11.19 Update Uniform and Appearance
1.11.20 Update Regulations for Wearing the Uniform
2.2.10 Update Citilink Indonesia bases
3.3.1 Update Citilink Indonesia Safety Policy
3.3.2 Update Citilink Indonesia Aviation Security Policy
3.3.3 Update Citilink Indonesia Corporate Quality Policy
Removed sub chapter 3.4 and refer to Safety Management System Manual (SMSM) for
3.4
detail
5.1.1.3 Update requirements of Zero Hour Pilot (local pilots)
Update requirements of Upgrading Pilot BAR-II (First Officer), BAR-III (First Officer), BAR-IIII
5.1.3
(Captain)
6.1.16.3 Added new sub chapter 6.1.16.3 "Eye Protection Procedure"
6.1.19 Added new sub chapter 6.1.19 "Aircraft Cabin Disinsection"
7.3.2.1 Removed Notes
Added "for international and supplemental operations (not for domestic)", insert terms of
7.3.2.2
Flight Relief Facity-Seat (FRFS)
7.6.1 Update terms of Day Off (DO)
8.1.1.5.1 Update Engine Failure
8.1.2.1 Insert un-categorized Aeorodromes
8.1.2.2 Update detail of Category C
8.1.2.3.5 "Raising of Weather Minima" change to "Raising of Prescribed Minima"
8.1.2.4 Update Aeorodrome Classification List
8.1.3.13.2 "FCTM NO-080" change to "Airbus FCTM PR-NP-SOP-160"
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter ROR
1
OPERATION
MANUAL A
GENERAL
ROR
OPERATION
MANUAL A
Chapter Revision
8.1.3.13.2.3 "FCTM NO-050" change to "Airbus FCTM PR-NP-SOP-120"
8.1.3.13.4.7 "Non-Precision Approach with CANPA" change to "Non-Precision Approach"
Added new sub chapter : Non-Precision Approach with CANPA
8.1.3.13.4.7.1
“FCOM LIM-22” change to “FCOM LIM-AFS-10”
Insert picture of Missed Approach In Circling Approach, "FCTM NO-140" change to "Airbus
8.1.3.13.9.3
FCTM PR-NP-SOP-190-GUI"
8.1.3.13.9.5 update with FCTM NO 180
Update Meteorological Information (change "BMKG" with "Local Official Weather Source"),
8.1.4
update Meteorological Information Dissemination
8.1.5.3 Update note "in normal cruising consumption at 1,500 ft in term of VMC."
8.1.6.4.2 "Airbus QRH FPE - IFL" change to "Airbus QRH PER-A"
8.1.7.7.1 Update NavTech new format
8.1.8.1.1 Update Aircraft Documents To Be Carried
8.1.8.1.4 "BMKG" change to "Local Official Weather Source"
8.2.1 Update General Information of Dispatch Procedure
Removed In General, added source : Sub Chapter 8.3.1.5 refer to Airbus FCOM PRO-NOR-
8.3.1.5
SUP-FUEL
8.3.2.2.2 Added new sub chapter : Transit Passengers
Update Cabin crew transit procedures (change "Cabin Crew 1" to "Cabin Crew in Charge
8.3.2.4.8
(CIC)"
8.3.2.4.15 Added new sub chapter : Carriage of Paralympic Passengers
8.3.2.8.1 Update Dangerous Goods
8.3.4.3.2.1 "FCOM Supplementary Techniques" change to "FCOM Supplementary Procedures"
“Airbus FCOM Supplementary Techniques” change to “Airbus FCOM Supplementary
8.3.4.3.5 Procedures”
“Boeing FCOM SUP-PROC” change to “Boeing FCOM SP”
8.3.4.3.5.1 "Boeing FCOM SUP-PROC" change to "Boeing FCOM SP"
Update references:
“Airbus FCOM PRO-SUP-91-30” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR”
8.3.4.3.5.5 “Airbus FCOM PRO-SUP-30” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR”
“Airbus FCOM PRO-SUP-91-50” change to “Airbus FCOM PRO-NOR-SUP-ADVWXR”
“Boeing FCOM SUP-PROC” change to “Boeing FCOM SP”
8.4.1 Added RNP Approach
8.4.1.7.1 Update Stabilized Approach Criteria
8.4.1.8.1.1 "FCTM AO-020" change to "Airbus FCTM PR-NP-SOP-160"
8.4.1.8.1.3.1 Added new sub chapter : Continuing Flight After Abnormal and Emergency Situation
“Airbus FCOM” change to “Airbus FCOM-LIM-AG-WGHT”
8.4.1.9
"Airbus QRH-ABN-80 " change to "Airbus QRH ABN-25.07"
"Airbus FCTM NO-050" change to "Airbus FCTM PR-NP-SOP-120"
8.4.1.10 Replaced picture NADP
“Boeing FCTM Chapter 3” change to “Boeing FCTM Chapter 3.30”
8.4.2 “Boeing FCOM Chapter 11” change to “Boeing FCOM Chapter SP.11”
8.4.2.5.1.1 "Airbus FCOM-NOR-SOP-18C p10/22" change to "Airbus FCOM NOR-SOP-18C p12/24"
8.4.4.1 "FCOM PRO-SUP-34" change to "FCOM PRO NOR-SUP-NAV"
"Airbus FCOM PRO-ABN-34" change to "Airbus FCOM PRO-ABN-NAV" " Boeing QRH
8.4.5.3
Chapter MAN" change to " Boeing QRH Chapter MAN 1.4"
OPERATION
MANUAL A Chapter ROR
2
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
ROR
Chapter Revision
Sub chapter "Citilink Indonesia Fleet" change to "GPWS/EGPWS", "Boeing FCTM Chapter
8.4.5.5
7" change to "Boeing FCTM Chapter 7.31"
8.4.7.1.6 Update Minimum Fuel Operation (Radio Telephony)
"FCOM Flight in severe turbulance" change to "FCTM PR-NP-SP-10-10-2 and QRH ABN-
8.4.8.1.3.1
25.08"
"FCOM Operation in or near to heavy rain, hail or sleet” change to "FCOM PRO-NOR-SUP-
8.4.8.1.3.7
ADVWXR"
"Airbus FCOM Weather avoidance - Optimum use of weather radar" change to "Airbus
8.4.8.1.4.3
FCTM "Aircraft Systems-Weather Radar""
(5) "Airbus FCOM chapter: “Flight in severe turbulence” or Boeing FCOM - Supplementary
Procedures - Adverse Weather" change to "Airbus FCOM chapter: “FCTM PR-NP-
SP-10-10-2 and QRH ABN-25.08” or Boeing FCOM SP.16 – Adverse Weather"
(6) “Airbus FCOM procedure “Flight in severe turbulence” or Boeing FCOM - Supplementary
Procedures - Adverse Weather” change to “FCOM PRO-ABN-MIS-SEVERE
TURBULENCENP46/56 or Boeing FCOM SP.16 – Adverse Weather”
8.4.8.1.5
(7) FCOM instructions: “Operation in icing conditions” changes to “FCOM DSC-30-Ice and
Rain Protection, FCOM PRO-NOR-SUP-ADVWXR, and FCTM PR-NP-SP-10-10-1”
(8) FCOM procedures: “Operations in or near to heavy rain, hail or sleet”, and “Operation in
windshear / downburst conditions” change to “FCOM PRO-NOR-SUP-ADVWXR and FCTM
PRO-NP-SP-10-10-3”, “Boeing FCOM - Supplementary Procedures - Adverse Weather”
change to “Boeing FCOM SP.16 – Adverse Weather”
Update references 8.2.4 to 8.3.4, "Airbus FCOM - “Procedures and Techniques /
Supplementary Techniques” or Boeing FCOM - Supplementary Procedures - Adverse
8.4.8.2
Weather" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 –
Adverse Weather"
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing
8.4.8.3 FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCTM PR-NP-
SP-10-10-2 or Boeing FCOM SP.16 – Adverse Weather"
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing
8.4.8.4 FCOM - Supplementary Procedures - Adverse Weather" change to "Airbus FCTM PR-NP-
SP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather"
"Airbus FCTM SI-010 or Boeing FCTM Chapter 7" change to "Airbus FCTM PR-NP-
8.4.8.4.3
SP-10-10-3 or Boeing FCTM Chapter 7.38"
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing QRH
8.4.8.6 Chapter 7" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing QRH Chapter
7.36"
"Airbus FCOM - “Procedures and Techniques / Supplementary Techniques” or Boeing FCOM
8.4.8.7 - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUP-
ADVWXR or Boeing FCOM SP.16 – Adverse Weather "
"Airbus FCOM - “PRO-NOR-SUP Adverse Weather” or Boeing FCOM - Supplementary
8.4.8.8 Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUP-ADVWXR or
Boeing FCOM SP.16 – Adverse Weather"
8.4.8.11 "Boeing FCOM Chapter SP" change to "Boeing FCOM Chapter SP.16"
"Airbus FCOM “Supplementary Procedure - Adverse Weather” or Boeing FCOM
8.4.8.12 “Supplementary Procedures - Adverse Weather” change to "Airbus FCOM PRO-NOR-SUP-
ADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.8.14.1 "Airbus FCTM SI-010" change to "Airbus FCTM PR-NP-SP-10"
"Airbus FCOM “Special Operations - Fluid contaminated runway” chapter or Boeing FCOM
8.4.8.14.5 - Supplementary Procedures - Adverse Weather" change to "Airbus FCOM PRO-NOR-SUP-
ADVWXR or Boeing FCOM SP.16 – Adverse Weather"
8.4.11 Update Use of Safety Belts For Crew and Passenger
8.4.13.1.1 Update Entry Cockpit Procedures for Cabin Crew
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter ROR
3
OPERATION
MANUAL A
GENERAL
ROR
OPERATION
MANUAL A
Chapter Revision
“For Cockpit Crew” change to “Flight Crew Incapacitation”
8.4.14.5.1
Update First Phase of Flight Crew Incapacitation
“For Cabin Crew” change to “Cabin Crew Incapacitation”
8.4.14.5.2
Update First Phase of Cabin Crew Incapacitation
8.4.15.4.1 Update Use of PED Onboard
8.4.15.4.2 Update Use of Cellular Phone
9.1.2 Re-chaptering sub chapter 9.1.2
9.1.3 Sub chapter 9.1.3 change to "Recognition of Undeclared Dangerous Goods"
9.1.4 Sub chapter 9.1.4 change to "Provision for Passenger and Crew"
9.1.5 Sub chapter 9.1.5 change to "Classification of Dangerous Goods"
9.1.6 Sub chapter 9.1.6 change to "Emergency Procedures"
9.1.6.2 Insert new procedures for Flight Crew
9.1.6.3 Update the Cabin Crew Checklist
9.1.4 Update the table of Provision for Passenger and Crew
9.1.7 Sub chapter 9.1.7 change to "Infectious Substances Detected In flight"
9.2 Added new sub chapter 9.2 "Weapon and Ammunitions"
10.1.3.4 Update Cockpit Seat Occupation
Change “Load Sheet (All Company Aircraft Type)” with “Manual Load and Trim Sheet”
Added new sub chapter 13.1.1 “Manual Load Sheet (All Company Aircraft Type)”
Added new sub chapter 13.1.2 “Manual Trim Sheet”
Added new sub chapter 13.1.2.1 “Airbus A320-232 Manual Trim Sheet”
13.1
Added new sub chapter 13.1.2.4 “B 737 – 300 Trim Sheet”
Added new sub chapter 13.1.2.5 “B 737 – 500 Trim Sheet”
13.2 Update sub chapter, Change "Trim Sheet" with "Electronic Load and Trim Sheet"
13.2.1 "A 320 Trim Sheet" change to "Manual Load Sheet (All Company Aircraft Type)"
"A 320 Loading Instruction Report" change to "Manual Airbus A 320 Loading Instruction
13.4.1
Report"
"B 737 – 300 Loading Instruction Report" change to "Manual B 737 – 300 Loading Instruction
13.4.2
Report"
"B737 – 500 Loading Instruction Report" change to "Manual B737 – 500 Loading Instruction
13.4.3
Report"
13.4.4 Added new sub chapter "13.4.4 Electronic Loading Instruction Report"
13.16 Removed Extra Fuel Form
Appendix
A.2 "glasses" change to "lenses"
A.5.1.2.2 Update note for Airbus Fleet
A.5.2 "RA" change to "AFE"
Added "Obtserver Briefing if applicable" in Takeoff
A.5.3 “Airbus FCTM NO-020” change to “Airbus FCTM PR-NP-SOP”
“Airbus FCTM NO-080” change to “Airbus FCTM PR-NP-SOP-160”
A.5.5.1 "Airbus FCOM LIM-22" change to "Airbus FCOM LIM-AFS"
Update Side Stick and Takeover Control (Airbus Fleet)
A.5.5.2
“Airbus FCTM OP-020” change to “Airbus FCTM AOP-10-30-20”
A.5.5.3 Added new sub chapter “Hand Over Control”
OPERATION
4
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
ROR
Chapter Revision
A.5.6 "QRH ABN-80" change to "Airbus QRH ABN-02-02A"
A.5.7.1 "Sun Shading" change to "Sun Blind"
A.5.7.2 Update Flight Deck Etiquette
A.5.8 "Boeing FCTM GI-1.22" change to "Boeing FCTM Chapter 1.16"
A.5.8.3.2 Added Remarks on "Attention Crew at Station"
A.7.6.1 Update Air Conditioning Notes
Update Descent Preparation, change "Go-Around Thrust Reduction and Acceleration
A.7.8.1
Altitude" to "Acceleration Below 10,000 Feet"
"Landing Runway Optimization" change to "Go-Around Thrust Reduction annd Acceleration
A.7.8.2
Altitude"
A.7.8.3 "Landing Preparation" change to "Landing Runway Optimization"
A.7.8.4 "Deceleration Approach" change to "Landing Preparation"
A.7.8.5 Added new sub chapter A.7.8.5 "Deceleration Approach"
"Airbus FCTM SI-100-GREEN OPERATING PROCEDURES and Airbus FCOM PRO-
A.7.9.2
SUP-93" change to "FCTM PR-NP-SP-20"
B.1.1.3.1 Update Safety Check
B.1.1.3.2 Update Security Check
B.1.1.20 Update One Minute Silent Review
B.1.1.23 Update Serving The Flight Deck Crew
B.1.1.25 Update Sales On Board (SOB) Policy
B.1.1.37 Update Security Measures on Transit Station
B.2.1.3.3 Added new sub chapter 2.1.3 "Responsibility"
B.2.2.1 Update Airsickness (Motion Sickness)
B.3.3.5 Update the Preflight Check of Portable Locator Beacon Kannad 406 AS
B.3.6.5 Added new sub chapter B.3.6.5 "P3 Hafex"
B.3.9 Update Portable Oxygen Bottle (POB)
B.3.12 Update the Life Raft (if installed)
B.3.14.4 Update the Airbag Seatbelt (if installed)
B.5.1.5 Added new sub chapter B.5.1.5 "Firefighting Role and Procedures"
Added Note : The real condition may be different from the illustration above in the
B.5.4.1
Unplanned Emergency Landing
Added Note : The real condition may be different from the illustration above in the Planned
B.5.4.2
Emergency Landing
B.5.6.2 Added note "PIC Briefs Cabin Crew In Charge (CIC)"
B.5.6.4.5 Update ABP Briefing Responsibility
B.5.6.5 Added "or Exit Sign" in the Bracing for Impact by alternate method and update the diagram
B.5.11 Added "Escape Slide" in the table header title and update the content
B.6.3 Update evacuation command in ABP Briefing
B.7 Update Responsibilities and Preflight Duties in Cowads
C.9.2 Update Exterior Lights
C.11 Added new procedure "Runway Occupancy Time"
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter ROR
5
OPERATION
MANUAL A
GENERAL
ROR
OPERATION
MANUAL A
OPERATION
6
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
RTR
Record of Temporary Revision
TR Nbr. Issued Date Filed Date Inserted By Revoked Date Revoked By
Issue 02 - Rev. 02
Aug 5th, 2016
Chapter RTR
1
OPERATION
MANUAL A
GENERAL
RTR
OPERATION
MANUAL A
OPERATION
MANUAL A Chapter RTR
2
Issue 02 - Rev. 02
Aug 5th, 2016
OPERATION
MANUAL A GENERAL
Administration and Control of The Operation Manual
Chapter 0
Administration and Control of Operation Manual
0.1 Introduction
0.1.1 Applicability
The manual is for the use and guidance of all Citilink Indonesia operating staff as operational instruction,
together with third parties and agents, who are to ensure that all commercial air transport flights are
planned and executed in accordance with its policies and requirements.
0.1.2 Operations Manual Compliance

The content of the Operations Manual is legible, accurate and complies with:
1. The applicable regulations of the Directorate General of Civil Aviation (DGCA) Indonesia, CASR 121
and CASR 91.
2. Applicable ICAO standards and recommended practices.
3. Additional rules and regulations applied by States within which Citilink Indonesia is authorized to
conduct flight operations.
4. The provisions of Citilink Indonesia Air Operator Certificate (AOC), Operations Specifications
(OpSpecs) and Authorization Condition and Limitation (ACL), as issued and approved by the DGCA.
PT Citilink Indonesia is authorized to operate a “Flag and Domestic Air Carrier” according to AOC No.
AOC/121-046, the contents of Operations Specifications (OpSpecs), and Authorization Condition and
Limitation (ACL) Part A, B, C for operations and D, E for maintenance & certification.
An application for AOC, OpSpecs and ACL amendments shall be filed to the DGCA at least 60 days
before the proposed effective date of the amendment, unless a shorter filing period is allowed (ACL).
Amendments, modification and renewal of OpSpecs and ACL part A, B and C are managed through the
Flight Operations Department.
Amendments, modification and renewal of OpSpecs and ACL part D and E are managed through the
Maintenance and Engineering Department, where the original documents are retained.
In case of any contradiction or discrepancy between the contents of the Operations Manual and the
specific rules and regulations imposed by a particular State Authority, the PIC shall make every reasonable
effort to comply with those State requirements.
The regulations change from time to time, and while every effort shall be made to continue compliance
with the latest provisions, there may be times when the manual is out of date with the regulations. Should
any such instance come to light, the matter must be informed to the VP Flight Operations by any suitable
means, as soon as possible.
Issue 02 - Rev. 01
Jun 1st, 2016
Chapter 0
1
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
0.1.3 Air Operator Certificate
OPERATION
MANUAL A Chapter 0
2
Issue 02 - Rev. 00
Feb 10th, 2016
OPERATION
MANUAL A GENERAL
0.2 General
0.2.1 Operations Manual Structure
The manual is sub-divided into the following parts that may be supplemented by other publications such
as the aeroplane flight manual and commercially produced route and airways manuals:
1. Part A General
a) Citilink Indonesia general policies and procedures
b) Citilink Indonesia - Standard Operating Procedures (SOP)
c) Citilink Indonesia - Safety and Emergency Procedures (SEP)
2. Part B Aeroplane Type Operating Procedures and Requirements including:
a) Airbus and Boeing Airplane Flight Manual (AFM) including the Configuration Deviation List (CDL)
b) Airbus and Boeing Minimum Equipment List (MEL)
c) Airbus and Boeing Flight Crew Operating Manual (FCOM), Flight Crew Technique Manual
(FCTM) and Quick Reference Handbook (QRH)
d) Airbus Cabin Crew Operating Manual (Airbus CCOM) and Boeing Flight Attendant Manual
(Boeing FAM)
e) Airbus and Boeing Weight and Balance Manual (WBM)
3. Part C Route and Aerodrome Instructions and Information
a) Airbus and Boeing Runway Analysis (Takeoff / Landing Performance Charts / Tables)
b) Approved Enroute Charts (AIP, Jeppesen, Navtech, and other Official Aeronautical Chart
determind by Company)
c) Approved Airport Charts (AIP, Jeppesen, Navtech, and other Official Aeronautical Chart determind
by Company)
d) Airport and Route Manual
d) Airport Pictorial Information (API)
e) Validity and Use of Navigation Databases
4. Part D Training Manual
Citilink Indonesia Crewmember Training Program (CTP) and Flight Operation Officer Training
Program.
0.2.2 Format
Operations Manual copies will be distributed in paper or digital format as per Manual Distribution List.
The paper format shall be printed in an A4 and/or A5 size.
Operation Support Publication shall keep an electronic and/or manual record of receipt of the amendment,
by the holder of the Operations Manual.
0.2.3 Availability and Use

The Authority shall be provided with a copy of the Operations Manual and receives all the amendments
and revisions. The content of the Operations Manual must be easily accessible on paper or digital format,
to Citilink Indonesia staff to prepare and to perform their tasks.
Each crewmember must have a personal copy of the Operations Manual. All operating staff is required
to adhere to instructions laid down in this manual and any deviations should be reported, the reasons for
such deviation being given.
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter 0
3
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
Nothing contained in the Operations Manual shall keep personnel from exercising their own best
judgement. For example during any irregularity for which the Operations Manual gives no provisions or
in case of emergencies.
Should any individual consider that all or any part of a procedure or instruction requires to be amended,
he should notify VP Flight Operations.
0.2.4 Writing Policy

When used in the Operations Manual, the following terms shall have the following meaning:
1. “Shall”, “will”, “must” or an action verb in the imperative sense means that the application of a rule or
procedure or provision is mandatory.
2. “Should” means that the application of a procedure or provision is recommended.
3. “May” means that the application of a procedure or provision is optional.
4. “No person may...” or “a person may not...” mean that no person is required, authorised, or permitted
to do the act concerned.
5. “Approved” means the Authority has reviewed the method, procedure or policy in question and issued
a formal written approval.
6. “Acceptable” means the Authority or the airline has reviewed the method, procedure or policy and
has neither objected to nor approved its proposed use or implementation.
7. “Prescribed” means the Authority or the airline has issued a written policy or methodology which
imposes either a mandatory requirement, if it states “shall”, “will”, “must” or an action verb in the
imperative sense, a recommended requirement if it states “should” or a discretionary requirement if
it states “may”.
8. “Note” is used when an operating procedure, technique, etc, is considered essential to be emphasised.
9. “Caution” is used when an operating procedure, technique, etc, may result in damage to equipment
if not carefully followed.
10. “Warning” is used when an operating procedure, technique, etc, may result in personnel injury or loss
of life if not carefully followed.
0.2.5 Appendixes
Appendices to this manual may contain informations required or deemed necessary by Citilink Indonesia.
Any revisions in appendices do not need DGCA approval.
OPERATION
MANUAL A Chapter 0
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Feb 10th, 2016
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MANUAL A GENERAL
0.3 System of Amendment and Revision

0.3.1 Amendement to The Operation Manual
Changes to the Operation Manual may be required as a result of changes in the course of business,
new operational requirements, Quality Assurance activities, or periodic review. All amendments to
contents are to be subject to an internal approval. Handwritten amendments are not permitted, except in
situations requiring immediate amendment in the interests of safety. Such temporary amendments must
be authenticated by signature and stamp of a responsible person as per standard revision procedure.
In case of digital format all previous version must be upated with the new version on media (CTVCloud).
For all manual holders using the digital format of the Operations Manual, all amendments will be done
automatically through the network (CTVCloud).
0.3.1.1 Responsibility
Each copy of the Operation Manual remains the property of Citilink Indonesia, who assumes the overall
responsibility for updating the contents of the manual. However, each holder of the Operation Manual is
personally responsible for the security, the condition and the amendment status of their copy.
0.3.1.2 Internal Responsibility for Initiating Amendments

Responsibility for the content of the various parts of the manual is vested as follows:
1. The VP Flight Operations, Chief Pilot, Chief Cabin Crew and Chief Flight Operation Officer shall be
responsible for contents related to Flight Operations.
2. VP Safety, Security and Quality shall be responsible for contents related to Safety, Security and
Quality.
3. The SM Training and SM Flight Standard and Technical shall be responsible for the contents relating
to Training, Standards and Regulations Compliance. They shall advise the requirement for, and
provide the contents of the suggested revisions to the Operations Manual.
4. All holders of the Operation Manual are responsible to notify their superior without delay, in case they
notice any error or discrepancy in the manual.
0.3.1.3 Revision Cycle

0.3.1.3.1 Operation Manual Review
The Operation Manual shall be review quarterly or if required unless there is a reason to issue a non-
scheduled revision.
0.3.1.3.2 Operation Manual Part B Updating

OM Part B updated in 6 months cycle or if required. In case of revision issue has safety or operational
impact, Operation Notice shall be issued to deliver the issue to respective personnels.
0.3.1.4 Conflict
In case of any doubts of the contents in the Operation Manual, clarifications should be addressed to
related Chiefs and/or Flight Standard and Technical Department.
In case of a conflict of the dates in the application of a new procedure, then the new procedure shall be
used. If there is a conflict between the contents of a paper and digital format, they should be clarified to
Flight Standard and Technical (JKTOFSQG).
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter 0
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MANUAL A
GENERAL
OPERATION
MANUAL A
0.3.1.5 Approval
The contents of the Operation Manual have been approved by internally and DGCA prior to initial issue.
Further, the contents of all amendments or revisions to the Operation Manual must be acceptable to, or,
where applicable, approved by, the DGCA. The following procedure shall apply:
1. Amendments Not Requiring DGCA approval: Citilink Indonesia shall supply the DGCA with intended
amendments and revisions in advance of the effective date. Acknowledgement from DGCA shall be
obtained before the publication of the amendment.
2. Amendments Requiring DGCA approval: When the amendment concerns any part of the Operation
Manual which must be approve, this approval shall be obtained before the publication of the
amendment. Exceptionally, if the amendment has an implication on safety, then it may be published
and applied immediately provided that the approval required has been applied for.
0.3.1.6 Publication Authority

Manager Operation Support Publication shall be responsible for the publication of the amendments to
the Operations Manual.
0.3.1.7 Annotation of Changes

Amendments will be in the form of replacement pages. They will be accompanied by:
1. An updated List of Effective Pages (LEP); and
2. A solid vertical black bar will indicate all changes to text and diagrams, (change-bar) or an ‘R’ in the
margin closest to the page edge; and
3. Amended electronic copies shall be made available to all recipients.
0.3.1.8 Temporary Revisions

Temporary Revision (TR) is issued to cover matters that require promulgation between scheduled
Operation Manual Revisions.
Normally, TR will be issued in exceptional circumstances only, where flight safety would be otherwise
compromised.
TR categorized as amendements not requiring DGCA approval as per OM Part A - Chapter “0.3.1.5
Approval”.
Temporary Revision should be printed in yellow paper and will be ammended in white paper in the next
revision cycle.
TR shall be promulgated, as appropriate, in:

1. Flight Crew Notice (FCN)
2. Cabin Crew Notice (CCN)
3. Flight Dispatch Notice (FDN)
4. Flight Training Notice (FTN)
5. Technical Notice (TN)
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MANUAL A Chapter 0
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MANUAL A GENERAL
0.3.1.9 Revision & Issue

Issue : if there are more than 25% changes in the relevant manuals it will be published as a new
issue, followed by revision 00.
Revision : if there are changes in the relevant manuals less than 25%, it will be a new revision with the
same issue.
0.3.2 Nomenclature
0.3.2.1 Page Layout
The Operation Manual is sub-divided:
0.3.2.2 Manual Special Notice

A special Notification on the manual will be written to be the criteria of the information, such as:
WARNING
A warning immediately precedes an operating procedure or maintenance practice, which, if not correctly
followed, could result in loss of life or personal injury.
CAUTION
A caution immediately precedes an operating procedure or maintenance practice which, if not correctly followed,
could result in damage to or destruction of equipment, or corruption of data.
Note : A note immediately precedes or follows an operating procedure, maintenance practice or condition
that requires highlighting.
Issue 02 - Rev. 01
Jun 1st, 2016
Chapter 0
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MANUAL A
GENERAL
OPERATION
MANUAL A
0.3.3 Operation Policy Manual Distribution List
The main body of the Operation Manual is divided into the following parts and chapters, and distributed
in accordance with the following table:
Station Flight
OM Aircraft Cabin
Description Pilot FOO DGCA Operation
Part Library Crew Library Library
A GENERAL √ √ √ √ √ √ √
AFM √ √ √ √
FCOM √ √ √ √ √ √
CCOM / FAM √ √ √ √ √ √
FCTM √ √ √ √ √
B
MEL √ √ √ √ √ √
CDL √ √ √ √ √ √
QRH √ √ √ √ √
WBM √ √ √ √
Airport and Route Manual √ √ √ √ √ √
Runway Analysis √ √ √ √ √
C Airport Pictorial
√ √ √ √ √
Information (API)
Approved Airways Manual √ √ √ √ √
D* Training Manual √ √ √ √ √ √
Note:
* Some Parts of the OM Part D - Training Manual (and its applicable appendices) shall only be distributed to
personnel involved in Flight Training and Checking.
0.3.3.1 Destruction and Disposal of Obsolete Operational Documents

On receipt of new documents either in paper and/or digital format, the previous version of the document
shall be removed, destroyed and disposed-off in an appropriate manner.
To maintain a “current” status of all the documents, they are regularly updated through Company Mail
issued by Operation Support Publication if applicable.
0.3.3.2 Management and Control of Flight Operations Documents / Publications

Documents and Publications relating to Flight Operations are controlled and managed by Library Team
(Manager Operation Support Publication and Flight Standard Officer). All publications / documents from
a vendor shall be documented and record of subscription / purchase shall be retain a period of two years.
The validity of subscription shall be monitored.
On receipt of updates / revision to the publications, records of such updates / revision shall be maintained.
Library team shall be responsible for the documentation, control and updates. All obsolete documents in
all forms shall be suitably destroyed and disposed off by Operation Support Publication as per the airline
operations practices and procedures in force.
Library Team shall ensure that all documents / publications:
1. Are reviewed and approved for adequacy prior to issue.
2. Are updated, reviewed, revised and approved for re-issue as necessary.
3. The current revision status is displayed.
4. Are available at point of use.
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MANUAL A Chapter 0
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MANUAL A GENERAL
5. Are legible, readily identifiable and retrievable.

6. Documents of external origin are identified and their distribution suitably managed.
7. Protected against damage, deterioration or loss
8. The current versions of relevant documents are available at all locations where operations essential
to the effective functioning of the SMS are performed;
9. That all obsolete are withdrawn to prevent unintended use by removing them from circulation and
destroying / disposing them as per the procedure in force. Should any document be retained for any
purpose with the Flight Operations, they shall be suitably identified and annotated as such.
10. Are stored in suitable electronic media in a designated digital storage.
11. Record retention times shall be documented.
A distribution list for all operational documents to manage its dissemination shall be maintained. All
operational documents shall be duly signed by the issuing authority and these signed copies shall be
deemed as original copy and shall be maintained at Operation Support Publication Library.
Dissemination shall essentially be via electronic means like email and suitable digital storage shall be
used to establish that the individual user has received the correct document.
All documents shall be published in PDF format for electronic dissemination. A record of receipt of all
documents sent by Operation Support Publication to individual users shall be maintained for a period of
6 months.
All relevant documentation update shall be reflected in the Operation Notice (FCN, CCN, FDN, FTN and
TN) issued (if applicable) and shall be handed over to the all operation personnel.
After receiving the latest Operation Notice (FCN, CCN, FDN, FTN and TN), all receiver must confirm by
email that indicates that they have received and read notice submitted.
Monitoring and controlling of the Pilot, Cabin Crew and FOO carried out by the respective Deputy Chief
Cabin Crew, Chief Pilot and Chief FOO. Warning will be given to the personnel that does not confirm
within the specified time.
0.3.3.2.1 Documents
The following publications are considered “ORIGINAL” documents:
1. Any documents prepared and issued by Flight Operations with signature in ink is deemed as an
original document.
2. Document not generated by Flight Operations but received from manufacture of aircraft and
associated vendors.
Library Team shall maintain controlled copies of documents / publications marked “Controlled Copy” in
red. An updated list of ‘Controlled Copy’ issued shall be available with the Library.
A designated person shall cross check availability of all the issued ‘Controlled Copy’ at the intended
location on a bi-annual basis and corrective action shall be taken in case of discrepancy as per company
policy / procedure in force.
Controlled Copies are not photocopied. Controlled Copies of relevant documents shall be maintained in
main libraries and on board the aircraft. Library Team shall be responsible to update the controlled copies
in case of revision / changes to the original. All copies when printed by individual user shall be deemed
to be uncontrolled copies and need to be updated by the user as required.
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MANUAL A
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MANUAL A
Uncontrolled copies shall be marked as UNCONTROLLED COPY in red stamp.
The set of Documents available at the Flight Operation Library are detailed and updated regularly. They
are detailed and updated regularly by Library Team through the Flight Dispatches at respective places.
0.3.3.2.2 Station Library

The set of documents maintained in all libraries at individual station shall be in paper or digital format in
a computer designated for this purpose. A registry of all documents available along with their sources of
procurement shall be made available on each station and the original shall be at Library.
0.3.3.2.3 Manual and Aeronautical Chart Dissemination

Citilink Indonesia manual dissemination is responsible by JKTOFDQG with CTV-Cloud web base.
The CTV-Cloud Administrator under JKTOFD2QG will have a 2 weekly monitoring for every flight
operation personnel manual / document / notices download. The CTV-Cloud Administrator will inform the
respective Chief if there is any personnel has not downloaded the update manual / document / notices
and the respective Chief will give a reminder to the respective personnel via email.
Manual Dissemination
Note : For detail, refer to CTV-Cloud SOP.
Aeronautical Chart Dissemination
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MANUAL A Chapter 0
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Jun 1st, 2016
OPERATION
MANUAL A GENERAL
0.4 Information
0.4.1 Abbreviation
Abbreviation Definition
A/P Auto Pilot
ACFT Aircraft
ACL Aircraft Condition and Limitation
ADF Automatic Direction Finding
AFM Aircraft Flight Manual
AFL Aircraft Flight Log
AGL Above Ground Level
AHM Airport Handling Manual
AIREP Air Report
AML Aircraft Maintenance Log
AOC Air Operator Certificate
AOG Aircraft On Grounded
APU Auxiliary Power Unit
ARPI Airport & Route Pictorial Information
ARQ Airport & Route Qualification
ASD Accelerate Stop Distance
ASR Air Safety Report
ASR Approach Surveillance Radar
ATA Actual Time of Arrival
ATC Air Traffic Controller
ATFM Airport Traffic Flow Management
ATP Airlines Transport Pilot
ATS Air Traffic Services
BMKG Badan Meteorologi Klimatologi dan Geofisika
C Celcius
C of G Center of Gravity
CANPA Constant Angle Non-Precision Approach
CASR Civil Aviation Safety Regulation
CAT Category / Clear Air Turbulence
CC Cabin Crew
CCN Cabin Crew Notice
CCP Company Check Pilot
CDL Configuration Deviation List
CFP Computerized Flight Plan
CI Cost Index
CIC Cabin Crew In Charge
CL Centerline Light
CM1 Crew Member 1
CM2 Crew Member 2
COWADS Composition Work Area Duties and Station
CRM Crew Resource Management
CROPA Crew Operation Pattern
Issue 02 - Rev. 03
Nov 15th, 2016
Chapter 0
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MANUAL A
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OPERATION
MANUAL A
DA Decision Altitude
DAC Directorate of Airworthiness Certification
DGCA Directorate General of Civil Aviation
DH Decision Height
DME Distance Measuring Equipment
DRM Dispatcher Resource Management
EFIS Electronic Flight Instrument System
ELT Emergency LocaterTransmitter
F/D Flight Director
FAF Final Approach Fix
FAM Flight Attendant Manual
FAP Final Approach Point
FAR Federal Aviation Regulation
FMGC Flight Management Guidance Computer
FCN Flight Crew Notice
FDN Flight Dispatch Notice
FliFo Flight Following
FO First Officer
FOO Flight Operation Officer
FT Feet
FTN Flight Training Notice
GI Ground Instructor
GP Glide Path
HAT Height Above Touchdown
GPS Global Positioning System
HDA High Density Altitude
HF High Frequency
HIL Hold Item List
HIRL High Intensity Runway edge Lights
IAS Indicated Air Speed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ID Identity
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Condition
IRS Inertia Reference System
KG Kilogram
kHz Kilohertz
Km Kilometer
Kts Knots
lbs Pounds
LH Left Hand
LLZ Localizer
LOSA Line Operation Safety Audit
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MANUAL A Chapter 0
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OPERATION
MANUAL A GENERAL
LVO Low Visibility Operation
M Mach Number
MAC Mean Aerodynamic Chord
MAP Missed Approach Point
Mb Milibars
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MEA Minimum En-route Altitude
MEL Minimum Equipment List
MHz Mega hertz
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off Route Altitude
MSA Minimum Sector Altitude
N/A Not Applicable
NDB Non Directional Beacon
NOTAM Notice To Airman
NOTOC Notice To Captain
OAT Outside Air Temperature
OCA Obstacle Clearance Altitude
OCH Obstacle Clearance Height
OM Operation Manual
OM Outer Marker
OTM Operation Training Manual
PA Public Address
PANS-OPS Procedures for Air Navigation - Aircraft Operation
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAS Public/Passenger Address System
PBN Performance Base Navigation
PF Pilot Flying
PIC Pilot In Command
PM Pilot Monitoring
PNF Pilot Not Flying
QFE Height above elevation based on local station pressure
QNE Altimeter set 29.92’HG/1013.2Mb
QNH Altitude above sea level at local pressure
RA Radio Altimeter
RAC Resolution Advisory Complement
RH Right Hand
RI Route Instructor
RNAV Area Navigation
RNP Required Navigation Performance
RPL Repetitive Flight Plan
RTA Return To Apron
RTB Return To Base
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Nov 15th, 2016
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MANUAL A
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MANUAL A
RVR Runway Visual Range
SCD Subject Captain Discretion
SELCAL Selective Call System
SI Simulator Instructor
SIC Second In Command
SID Standard Instrument Departure
SRE Surveillance Radar Element
SRS Speed Reference System
SSR Secondary Surveillance Radar
STAR Standard Arrival
TAF Tabular Aerodrome Forecast
TAS True Air Speed
TCAS Traffic Alert & Collision Avoidance System
TCH Threshold Crossing Height
TDZ Touch Down Zone
TGT Turbine Gas Temperature
TMA Terminal Control Area
TN Technical Notice
UN Number United Nation Number
UTC Universal Time Coordinated
VAR Volcanic Activity Reporting
VASI Visual Approach Slope Indicator
VFR Visual Flight Rules
VGPI Visual Glide Path Indicator
VHF Very High Frequency (30-300Mhz)
VIS Visibility
VOR VHF Omni directional Range
VRS Vibration Reporting Sheet
VSR Voluntary Safety Report
W/V Wind Velocity
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MANUAL A Chapter 0
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MANUAL A GENERAL
0.4.2 Definition
Subject Definition
Air Carrier / Air Operator A person who undertakes directly by lease or other arrangements to engage
Certificate Holder in air transportation.
Airtime - (Flt in the ACARS/ Is the period of time between Airborne (“Off” in the ACARS/ATSU) until
ATSU) Touchdown (“On” in the ACARS/ATSU).
Air Transportation Service The operation for remuneration, including positioning flights, of any aircraft,
which is listed on the air carrier’s Air Operating Certificate.
Aircraft Any machines that can derive support in the atmosphere from the reaction of
the air other than reactions of the air against the earth’s surface.
Airplane A power driven, heavier than air aircraft, deriving its lift in flight chiefly from
aerodynamic reactions on surfaces, which remain fixed under given conditions
of flight.
Air Operator Certificate (AOC) A certificate authorizing an operator to carry out specified commercial air
transport operations.
Block Off Is the first movement of the aircraft for the purpose of departure (In the ACARS
it is recognized by the word Out.
Cabin Altitude Means the pressure inside the cabin of an aircraft in flight, expressed in feet
above Mean Sea Level (MSL).
Cabin Crew (May also be called A crewmember who performs, in the interest of safety of passengers, duties
as Flight Attendant) assigned by Citilink Indonesia or the Pilot In Command of the aircraft, but who
shall not act as flight crewmember.
Cabin Crew In Charge (CIC) The Cabin Crew designated by Citilink Indonesia or the Pilot In Command of
the aircraft as being in command and charge of all cabin crew in a flight.
Calendar Day Is the period of time beginning at 00.00 and ending 24 hours later. For the
purpose of calculation, calendar day refers to Local Time (anywhere), as long
as it is consistent from the beginning until the end of the calendar day(s).
Captain A pilot qualified on an aircraft and responsible for the safe operation of that
aircraft.
Competency Check (CC) Any required operational check performed on company personnel (other than
flight crewmembers), by company supervisory personnel duly authorized to
perform that check.
Certificate A document issued by, or on behalf of DGCA, which confirms a regulatory
standard, as described in the document, has been met. A certificate does not
convey any authority to act.
Company PT. Citilink Indonesia
Company Check Pilot (CCP) An employee of an air carrier who is the holder of a delegation of authority
issued by the Director, authorizing the conduct of certain types of flight checks.
Contracting State Any country or state, which is a signatory to the Convention of the International
Civil Aviation Organization, or any other country acceptable to the Director.
Crewmember A person assigned by Citilink Indonesia to duty on an aircraft during a flight
duty period. Also known as Aircrew.
Director or DGCA The Director of the Directorate General of Civil Aviations, or any person
authorized to act on his behalf.
Duty Free Rest Period of 24 consecutive hours (NOT 1 calendar day) during any 7
consecutive days, which can be granted at Home Base or at Layover Station.
Extended Over Water Operation A flight operated over water at a distance of more than 93 km (50 NM), or 30
minutes at normal cruising speed, whichever is the lesser, away from land
suitable for making an emergency landing
Extra Crew / Deadheading Any crew member who is conducting extra crew / deadheading before and
after duty without actively working and receive the same treatment as common
passengers.
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Nov 15th, 2016
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MANUAL A
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OPERATION
MANUAL A
Subject Definition
First Officer (FO) A pilot qualified on an aircraft to perform the duties of second in command. May
also be taken to mean co-pilot.
Flag Air Carrier An air carrier whose operations specifications authorize operations outside of
Indonesia.
Flight An aircraft is deemed to be in flight any time it is no longer in contact with the
earth’s surface as the result of its weight being supported by the aerodynamic
principles and design features of that particular aircraft.
Flight Altitude Means the altitude above mean sea level at which the aircraft is operated.
Flight Crew Member A licensed crewmember charged with duties essential to the operation of an
aircraft during flight duty period as a pilot.
Flight Dispatch Is the process by which the PIC and the Flight Dispatcher acknowledge that all
preflight requirements have been met.
Flight Deck Duty Time A period of time where a flight crew member who actively works in a sector and
occupies the left or right cockpit-seat on an enlarge crew composition.
Flight Duty Time The total elapsed period from the time a crewmember is required to report for
duty, to the time that crewmember has completed all official duties with respect
to a flight or series of flights and is released for an official crew rest.
Flight Following Mean maintaining current information on the progress of a flight and monitor all
factors and condition that might affect.
Flight Operations Officer (FOO) A licensed person designated by Citilink Indonesia to engage in the control and
supervision of flight operations, suitably qualified, who supports, briefs and/or
assists the Pilot In Command in the safe conduct of the flight.
Flight Time The total time from the moment an aeroplane first moves for the purpose of
taking off until the moment it finally comes to rest at the end of the flight. Also
known as Block Time or Block To Block Time.
Flight Watch The process by which a qualified flight operations officer provides flight
following services to a flight, and provides any operational information as
may be requested by the pilot in command or deemed necessary by the flight
operations officer.
Government Check Pilot (GCP) A DGCA inspector authorized to perform flight checks.
Large Aircraft Any aircraft having a maximum certified take-off weight, (MCTOW) of greater
than 5,700 kg (12,500 pounds).
Layover Time The perioid of time between end of a journey until the beginning of the next
journey.
Licence A document issued by, or under a delegation of authority from the Director,
which authorizes the holder to exercise certain privileges as specified in that
license, subject to the conditions and limitations contained therein.
Net Takeoff Path Means the one-engine-inoperative flight path that starts at a height of 35 feet
at the end of the takeoff distance required and extends to a height of at least
1,500 feet AGL, reduced at each point by a gradient of climb equal to 0.8 per
cent for two-engine aeroplanes, 0.9 per cent for three-engine aeroplanes and
1.0 percent for four-engine aeroplanes.
Office Time Any crew member, who is conducting office duties before a flight, shall count
this office time in full as duty time.
Open Water Means a water mass which does not have any landmasses within the maximum
times or distances prescribed by a regulation.
Operational Control System Means an air carrier’s system for the exercise of authority over the formulation,
(OCS) execution and amendment of an operational flight plan in respect of a flight or
series of flights.
Operation Dispatch Is the exercise of the authority over the formulation, execution and amendment
of an operational Flight Plan in respect of a flight.
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MANUAL A GENERAL
Subject Definition
Operational Flight Plan Is the company’s document provided for execution of a flight taking all factors
into consideration.
Passenger Any person on board an aircraft during flight time, who is not acting as a
crewmember.
Person In respect of an air carrier, means any person who is an owner, or operator of
an aircraft listed on that air carrier’s operations specifications or, is otherwise
acting as an employee or agent of that air carrier.
Pilot Flying (PF) The flight crewmember who is manipulating the flight controls of an aircraft
during flight time.
Pilot In Command (PIC) The pilot designated by Citilink Indonesia as being in command and charge
with the safe conduct of flight.
Pilot Not Flying (PNF) / Pilot The pilot who is performing tasks during flight time, in support of the pilot flying.
Monitoring (PM) May also be called Pilot Monitoring (PM).
Pilot Proficiency Check (PPC) A flight check performed in whole or in part, in an airplane type simulator or an
aircraft. Conducted by a CCP, or DGCP / DPER for the purpose of establishing
the level of proficiency, of a flight crewmember.
Remote Area Means an area of land considered hostile to survival, which lies beyond
a specified radius from any known civilization, development or surface
conveyance, through which refuge could reasonably be sought. Such radius
is equal to 25 nautical miles in the case of mountainous or jungle areas, 50
nautical miles in the case of unoccupied land mass surrounded by water and
in all other areas, 100 nautical miles. The Director may designate other areas
as remote based upon unique consideration.
Required Day Off A period of time consisting of 24 consecutive hours, commencing at 00.00
local time, in which a pilot, cabin crew or flight operations officer are free from
all duties or contact by the company. A required day off is considered to be
taken at a person’s residence and is exclusive of any travel time between
that person’s residence, and the place where such person reports for, or is
released from duty.
Reserve The backup crew resource in the airport. Proceeding prior duty calculated as
100%.
Rest Period The period of time during which a crewmember is released form all official duty
or contact by the company. This period must exclude all time spent commuting
by the most direct route, between the company designated rest facility and
assigned duty station and, a specified period of prone rest with at least one
additional hour provided for physiological needs.
Seating Capacity The maximum number of passenger seats authorized by, the type certificate,
type approval, or other equivalent document.
Second in Command (SIC) A pilot assigned to act as a first officer or co-pilot of an aircraft.
Second Officer (SO) A pilot who is the holder of a commercial or higher pilot license and is endorsed
on an aircraft type, as competent on the flight engineers panel and may act as
a flight crewmember with respect to the flight engineer duties.
Senior Cabin Crew (also known A Cabin Crew qualified as Cabin Crew In Charge (CIC) on an aircraft.
as Senior Flight Attendant)
Supplemental Air Carrier An air carrier whose operations specifications authorize charter or all cargo
operations.
Taxi The time where the aircraft start moving with its own power on the surface of
an airport.
Threshold Time Is the flight time from as adequate en-route alternate aerodrome beyond which
time operations by airplanes with two turbine power units must be authorized
by DGCA. This threshold time should be 60 minutes.
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MANUAL A
Subject Definition
Transit Passenger Passenger who arrives at and departs from the airport on the same flight
number, with the same or different aircraft. They are counted only ONCE,
either upon arrival or departure.
VOLMET (French origin VOL (flight) and METEO (weather)), or meteorological
information for aircraft in flight, is a worldwide network of radio stations that
broadcast TAF, SIGMET and METAR reports on shortwave frequencies, and in
some countries on VHF too.
0.4.3 Units Conversion Table

METRIC --> US US ---> METRIC
LENGTH 1 mm = 0.0394 in 1 in = 25.4 mm
1 m = 3.281 ft 1 ft = 0.3048 m
1 m = 1.094 yd 1 yd = 0.914 m
1 km = 0.540 NM 1 NM = 1.852 km
1 km = 0.6215 statute mile 1 statute mile = 1.609 km
SPEED 1 m/s = 3.281 ft/s = 1.944 kt 1 ft/s = 0.3048 m/s
1 km/h = 0.54 kt 1 kt = 1.852 km/h = 0.514 m/s
WEIGHT 1 g = 0.353 oz 1 oz = 28.35 g
1 kg = 2.2046 lb 1 lb = 0.4536 kg
1 t (tonne) = 2 204.6 lb 1 lb = 0.0004536 t
FORCE 1 N = 0.2248 lb 1 lb = 4.448 N
1 daN = 2.248 lb 1 lb = 0.4448 daN
PRESSURE 1 bar = 14.505 PSI 1 PSI = 6892 Pa = 0.0689 bar
1 mbar = 1 hPa = 0.0145 PSI 1 PSI = 68.92 hPa = 68.92 mbar
1 mbar = 1 hPa = 0.02953 in Hg 1 in Hg = 33.864 hPa = 33.864 mbar
VOLUME 1 l = 0.2642 US Gallon 1 US Gallon = 3.785 l
1 m3 = 264.2 US Gallons 1 US Gallon = 0.003785 m3
1 l = 1.0567 US Quart 1 US Quart = 0.94635 l
MOMENTUM 1 m.daN = 88.5 lb.in 1 lb.in = 0.0113 m.daN
TEMPERATURE °C = 5/9 (°F - 32) °F = (°C x 1.8) + 32
°C = 5/9 (°F + 40) - 40 °F = 9/5 (°C + 40) - 40
OPERATION
MANUAL A Chapter 0
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MANUAL A GENERAL
0.4.4 International Standard Atmosphere (ISA)

Altitude Temp Pressure Pressure Ratio Density Speed Of Altitude
(feet) (OC) hPa PSI In.Hg d = P/Po s = r/ro Sound (kt) (metres)
40,000 - 56.5 188 2.72 5.54 0.1851 0.2462 573 12,192

39,000 - 56.5 197 2.58 5.81 0.1942 0.2583 573 11,887
38,000 - 56.5 206 2.99 6.10 0.2038 0.2710 573 11,582
37,000 - 56.5 217 3.14 6.40 0.2138 0.2844 573 11,278
36,000 - 56.3 227 3.30 6.71 0.2243 0.2981 573 10,973
35,000 - 54.3 238 3.46 7.04 0.2353 0.3099 576 10,668
34,000 - 52.4 250 3.63 7.38 0.2467 0.3220 579 10,363
33,000 - 50.4 262 3.80 7.74 0.2586 0.3345 581 10,058
32,000 - 48.4 274 3.98 8.11 0.2709 0.3473 584 9,754
31,000 - 46.4 287 4.17 8.49 0.2837 0.3605 586 9,449
30,000 - 44.4 301 4.36 8.89 0.2970 0.3741 589 9,144
29,000 - 42.5 315 4.57 9.30 0.3107 0.3881 591 8,839
28,000 - 40.5 329 4.78 9.73 0.3250 0.4025 594 8,534
27,000 - 38.5 344 4.99 10.17 0.3398 0.4173 597 8,230
26,000 - 36.5 360 5.22 10.63 0.3552 0.4325 599 7,925
25,000 - 34.5 376 5.45 11.10 0.3711 0.4481 602 7,620
24,000 - 32.5 393 5.70 11.60 0.3876 0.4642 604 7,315
23,000 - 30.6 410 5.95 12.11 0.4046 0.4806 607 7,010
22,000 - 28.6 428 6.21 12.64 0.4223 0.4976 609 6,706
21,000 - 26.6 446 6.47 13.18 0.4406 0.5150 611 6,401
20,000 - 24.6 466 6.75 13.75 0.4595 0.5328 614 6,096
19,000 - 22.6 485 7.04 14.34 0.4791 0.5511 616 5,791
18,000 - 20.7 506 7.34 14.94 0.4994 0.5699 619 5,406
17,000 - 18.7 527 7.65 15.57 0.5203 0.5892 621 5,182
16,000 - 16.7 549 7.97 16.22 0.5420 0.6090 624 4,877
15,000 - 14.7 572 8.29 16.89 0.5643 0.6292 626 4,572
14,000 - 12.7 595 8.63 17.58 0.5875 0.6500 628 4,267
13,000 - 10.8 619 8.99 18.29 0.6113 0.6713 631 3,962
12,000 - 8.8 644 9.35 19.03 0.6360 0.6932 633 3,658
11,000 - 6.8 670 9.72 19.79 0.6614 0.7156 636 3,353
10,000 - 4.8 697 10.10 20.58 0.6877 0.7385 638 3,048
9,000 - 2.8 724 10.51 21.39 0.7148 0.7620 640 2,743
8,000 - 0.8 753 10.92 22.22 0.7428 0.7860 643 2,438
7,000 + 1.1 782 11.34 23.09 0.7716 0.8106 645 2,134
6,000 + 3.1 812 11.78 23.98 0.8014 0.8359 647 1,829
5,000 + 5.1 843 12.23 24.90 0.8320 0.8617 650 1,524
4,000 + 7.1 875 12.69 25.84 0.8637 0.8881 652 1,219
3,000 + 9.1 908 13.17 26.82 0.8962 0.9151 654 914
2,000 + 11.0 942 13.67 27.82 0.9298 0.9428 656 610
1,000 + 13.0 977 14.17 28.86 0.9644 0.9711 659 305
0 + 15.0 1013 14.70 29.92 1.0000 1.0000 661 0
- 1,000 + 17.0 1050 15.23 31.02 1.0366 1.0295 664 - 305
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MANUAL A
0.5 List of Distribution
No Name Code No. Manual Remark
01 Operation Office Library OFL A – 01 hardcopy
02 CGK Operation Library CGKLIB A – 02 hardcopy
03 Direktorat Kelaikan Udara dan Pengoperasioan Pesawat Udara DKUPPU A – 03 softcopy
04 Keamanan Penerbangan Kampen A – 04 softcopy
05 Chief Executive Officer CEO B – 01 softcopy
06 Chief Operating Officer COO B – 02 softcopy
07 Chief Financial Officer CFO B – 03 softcopy
08 Chief Commercial Officer CCO B – 04 softcopy
09 VP Flight Operation (Director of Flight Operation) DFO C – 01 softcopy
10 VP Safety, Security and Quality CASO C – 02 softcopy
11 VP Maintenance and Engineering (Director of Maintenance) DEM C – 03 softcopy
12 VP Ground Operation OG C – 04 softcopy
13 VP Human Capital HC C – 05 softcopy
14 SM Operation Control Center OFT D – 01 softcopy
15 SM Training OFQ D – 02 softcopy
16 SM Flight Standard and Technical OFS D – 03 softcopy
17 Chief Pilot OFA D – 04 softcopy
18 Chief Cabin Crew OFP D – 05 softcopy
19 SM Operation Support & Dispatch OFD D – 06 softcopy
20 Pilot PILOT E – 01 softcopy
21 Cabin Crew CC E – 02 softcopy
22 Flight Operation Officer FOO E – 03 softcopy
23 Flight Dispatch CGK FDCGK E – 04 hardcopy
24 Flight Dispatch SUB FDSUB E – 05 hardcopy
25 Flight Dispatch BTH FDBTH E – 06 hardcopy
26 Operation Control Center OCC E – 07 hardcopy
27 Ambon (Pattimura) AMQ F – 01 softcopy
28 Balikpapan (Sepinggan) BPN F – 02 hardcopy
29 Banda Aceh (Sultan Iskandar Muda) BTJ F – 03 softcopy
30 Bandung (Husein Sastranegara) BDO F – 04 softcopy
31 Banjarmasin (Syamsudin Noor) BDJ F – 05 softcopy
32 Batam (Hang Nadim) BTH F – 06 hardcopy
33 Bengkulu (Fatmawati) BKS F – 07 softcopy
34 Biak (Frans Kaisiepo) BIK F – 08 RESERVED
35 Denpasar (Ngurah Rai) DPS F – 09 hardcopy
36 Gorontalo (Djalaluddin) GTO F – 10 softcopy
37 Jakarta (Halim Perdanakusumah) HLP F – 11 hardcopy
38 Jakarta (Soekarno Hatta) CGK F – 12 hardcopy
39 Jambi (Sultan Thaha) DJB F – 13 softcopy
40 Jayapura (Sentani) DJJ F – 14 softcopy
41 Jogjakarta (Adi Sutjipto) JOG F – 15 hardcopy
42 Kendari (Wolter Monginsidi) KDI F – 16 softcopy
43 Kupang (Eltari) KOE F – 17 softcopy
44 Lombok (Lombok Praya) LOP F – 18 softcopy
OPERATION
MANUAL A Chapter 0
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MANUAL A GENERAL
45 Makasar / Ujung Pandang (Hassanudin) UPG F – 19 softcopy

46 Malang (Abdul Rahman Saleh) MLG F – 20 softcopy
47 Manado (Sam Ratulangi) MDC F – 21 softcopy
48 Medan (Kualanamu) KNO F – 22 softcopy
49 Merauke (Mopah) MKQ F – 23 softcopy
50 Padang Pariaman (Minangkabau) PDG F – 24 softcopy
51 Palangkaraya (Tjilik Riwut) PKY F – 25 softcopy
52 Palembang (Sultan Mahmud Badaruddin II) PLM F – 26 softcopy
53 Palu (Mutiara SIS Al-Jufrie) PLW F – 27 RESERVED
54 Pangkal Pinang (Depati Amir) PGK F – 28 softcopy
55 Pekanbaru (Sultan Syarif Kasim II) PKU F – 29 softcopy
56 Pontianak (Supadio) PNK F – 30 softcopy
57 Semarang (Ahmad Yani) SRG F – 31 softcopy
58 Solo (Adi Soemarmo) SOC F – 32 softcopy
59 Surabaya (Juanda) SUB F – 33 hardcopy
60 Tanjung Pandan (Hanandjoeddin) TJQ F – 34 softcopy
61 Tanjung Pinang (Raja Haji Fisabilillah) TNJ F – 35 softcopy
62 Tarakan (Juwata) TRK F – 36 RESERVED
63 Timika (Moses Kilangin) PIM F – 37 softcopy
64 Changsha (Huanghua International) CSX F – 38 RESERVED
65 Changzhou (Benniu International) CZX F – 39 RESERVED
66 Chengdu (Shuangliu International) CTU F – 40 RESERVED
67 Chongqing (Jiangbei International) CKG F – 41 RESERVED
68 Dili (Presidente Nicolau Lobato) DIL F – 42 RESERVED
69 Fuzhou (Changle International) FOC F – 43 RESERVED
70 Guangzhou (Baiyun International) CAN F – 44 RESERVED
71 Guiyang (Longdongbao International) KWE F – 45 RESERVED
72 Haikou (Meilan International) HAK F – 46 RESERVED
73 Hangzhou (Xiaoshan International) HGH F – 47 RESERVED
74 Hefei (Xinqiao International) HFE F – 48 RESERVED
75 Hongkong (Hongkong International) HKG F – 49 RESERVED
76 Jeddah (King Abdulaziz International) JED F – 50 RESERVED
77 Kunming (Changsui International) KMG F – 51 RESERVED
78 Mumbay (Chhatrapati Shivaji International) BOM F – 52 RESERVED
79 Nanchang (Changbei International) KHN F – 53 RESERVED
80 Nanjing (Lukou International) NKG F – 54 RESERVED
81 Nanning (Wuxu International) NNG F – 55 RESERVED
82 Nantong (Xingdong International) NTG F – 55 softcopy
83 Ningbo (Lishe International) NGB F – 56 RESERVED
84 Ordos (Ejin Horo International) DSN F – 57 softcopy
85 Qingdao (Liuting International) TAO F – 58 RESERVED
86 Shantou (Jieyang Chaoshan International) SWA F – 59 RESERVED
87 Tianjin (Binhai International) TSN F – 60 RESERVED
88 Wenzhou (Longwan International) WNZ F – 61 RESERVED
89 Wuhan (Tianhe International) WUH F – 62 RESERVED
90 Wuxi (Shuofang International) WUX F – 63 RESERVED
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MANUAL A
91 Xiamen (Gaoqi International) XMN F – 64 RESERVED
92 Zhengzhou (Zinzheng International) CGO F – 65 RESERVED
93 PK-GGC PK-GGC G – 01 hardcopy
94 PK-GGE PK-GGE G – 02 hardcopy
95 PK-GLA PK-GLA G – 03 hardcopy
96 PK-GLC PK-GLC G – 04 hardcopy
97 PK-GLD PK-GLD G – 05 hardcopy
98 PK-GLE PK-GLE G – 06 hardcopy
99 PK-GLF PK-GLF G – 07 hardcopy
100 PK-GLG PK-GLG G – 08 hardcopy
101 PK-GLH PK-GLH G – 09 hardcopy
102 PK-GLI PK-GLI G – 10 hardcopy
103 PK-GLJ PK-GLJ G – 11 hardcopy
104 PK-GLK PK-GLK G – 12 hardcopy
105 PK-GLL PK-GLL G – 13 hardcopy
106 PK-GLM PK-GLM G – 14 hardcopy
107 PK-GLN PK-GLN G – 15 hardcopy
108 PK-GLO PK-GLO G – 16 hardcopy
109 PK-GLP PK-GLP G – 17 hardcopy
110 PK-GLQ PK-GLQ G – 18 hardcopy
111 PK-GLR PK-GLR G – 19 hardcopy
112 PK-GLS PK-GLS G – 20 hardcopy
113 PK-GLT PK-GLT G – 21 hardcopy
114 PK-GLU PK-GLU G – 22 hardcopy
115 PK-GLV PK-GLV G – 23 hardcopy
116 PK-GLW PK-GLW G – 24 hardcopy
117 PK-GLX PK-GLX G – 25 hardcopy
118 PK-GLY PK-GLY G – 26 hardcopy
119 PK-GLZ PK-GLZ G – 27 hardcopy
120 PK-GQA PK-GQA G – 28 hardcopy
121 PK-GQC PK-GQC G – 29 hardcopy
122 PK-GQD PK-GQD G – 30 hardcopy
123 PK-GQE PK-GQE G – 31 hardcopy
124 PK-GQF PK-GQF G – 32 hardcopy
125 PK-GQG PK-GQG G – 33 hardcopy
126 PK-GQH PK-GQH G – 34 hardcopy
127 PK-GQI PK-GQI G – 35 hardcopy
128 PK-GQJ PK-GQJ G – 36 hardcopy
129 PK-GQK PK-GQK G – 37 hardcopy
130 PK-GQL PK-GQL G – 38 hardcopy
131 PK-GQM PK-GQM G – 39 hardcopy
132 PK-GQN PK-GQN G – 40 hardcopy
133 PK-GQO PK-GQO G – 41 hardcopy
134 PK-GQP PK-GQP G – 42 hardcopy
135 PK-GQQ PK-GQQ G – 43 hardcopy
136 PK-GQR PK-GQR G – 44 hardcopy
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MANUAL A GENERAL
137 PK-GQS PK-GQS G – 45 hardcopy

138 PK-GQT PK-GQT G – 46 hardcopy
139 PK-GQU PK-GQU G – 47 hardcopy
140 PK-GQV PK-GQV G – 48 hardcopy
141 PK-GQW PK-GQW G – 49 hardcopy
142 PK-GQX PK-GQX G – 50 hardcopy
143 PK-GQY PK-GQY G – 51 hardcopy
144 PK-GQZ PK-GQZ G – 52 hardcopy
145 PK-GTA PK-GTA G – 53 hardcopy
146 PK-GTC PK-GTC G – 54 hardcopy
147 PK-GTD PK-GTD G – 55 hardcopy
148 PK-GTE PK-GTE G – 56 hardcopy
149 PK-GTF PK-GTF G – 57 RESERVED
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MANUAL A
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MANUAL A Chapter 0
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Issue 02 - Rev. 03
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1.1
1.1.1
MANUAL
OPERATION
A
Feb 10th, 2016

Issue 02 - Rev. 00
VP Information
Technology
President & Chief

VP Corporate Executive Officer
Secretary & Legal
Chapter 1
VP Strategy Network
& Regulatory Affairs
VP Human
Capital
Chief Operating Chief Commercial Chief Financial
Officer Officer Officer
Officer
VP Safety, Security
& Quality
Organization and Responsibilities
VP Internal Audit
1
Citilink Indonesia Organization Chart
VP Flight Operation VP Maintenance VP Sales & VP Revenue VP Treasury & Procurement &
& Engineering VP Ground VP Marketing VP Financial
(Director of Operation Distribution Management Financial Accounting General Affairs
Flight Operation) (Director of Maintenance) & Communication Planning
Chapter 1
GENERAL
Citilink Indonesia Organization Structure
Fax
Note: Names of the officials in the structure are not including revision's report for this manual
: +62 21 2930 8786

Phone : +62 21 2934 1000
Kav. 72 Slipi, West Jakarta 11410
Menara Citicon, 16th Floor Jl. S. Parman
PT Citilink Indonesia (JKTQG) Head Office
MANUAL
OPERATION
A
1.1.2
MANUAL
OPERATION
A
FLIGHT OPERATIONS
Chief Operating Officer (COO)
JKTDOQG
Capt. Arry Kalzaman S.
JKTOFQG (Flight Operations) Office
GMF Management Building 1st Floor
Soekarno-Hatta Airport
Phone +62 21 55912610 VP Flight Operation (DFO)
JKTOFQG
Capt. Fattahullah
Manager Manager Flight Operation Manager

Operation Liaison System & Administration Crew Health Care
(OFE 1) (OFE 2) (OFE 3)
Yuma Sukma Budaya Rizki Amalia dr. Tyas Idealistyana
Senior Manager Senior Manager Senior Manager

Senior Manager
Operation Flight Standard & Technical Chief Pilot (OFA) Chief Cabin Crew (OFP) Ops Support & Dispatch
Training (OFQ)
Control Center (OFT) (OFS) Capt. Sugeng Rahardjo Virna Puspitarani / Chief FOO (OFD)
Capt. Bayu Widiatmoko
2
Zagoza Busye Capt. Bambang Tarunaning Deni Sanusi
Manager Manager Manager Manager

Pilot Training Technical Pilot Deputy Chief Pilot 1 Deputy Chief
On Time Performance Ops Support
Chapter 1
(OFA1) Cabin Crew 1 (OFP1)
GENERAL
(OFT1) (OFQ1) (OFS1) Engineering (OFD1)

Capt. Febry Kunto Capt. Agus Setiono Capt. Irvan Riswanto Esther Takumansang
Agussafar Achmad Budi Setia
Manager
Manager Manager
Managers FOO Training Deputy Chief Pilot 2 Deputy Chief
Cabin Crew Standard Ops Support
Operation Control Center (OFQ2) (OFA2)
Flight Operations Division Organization Chart
(OFS2) Cabin Crew 2 (OFP2) Publication (OFD2)

(OFT2) Risma Capt. Iprialdi Talita Rachmawati
R. Bimo Arianto Teddy Rezadiansyah
Manager
Cabin Crew Flight Training Manager Manager
(OFQ3) FOO Standard Crew Deputy Chief Navigation &
Ratri Widyastuti (OFS3) Planning Unit Cabin Crew 3 (OFP3) Tech. Compliant (OFD3)
Nizarudin Cecep Awaludin Yudiansyah
Manager
Cabin Crew Ground Training
Manager Flight Deputy Chief
(OFQ4)
Operation Development
Muyassaroh (OFA3) Cabin Crew 4 (OFP4)
Toriq Ainin Reyza Aryana Sahita
Manager
Cabin Crew Service Training
(OFQ5) Manager Cabin Crew
Lisa Listyani Winolo Culture (OFP5)
Nila Widyajanti
Note: Names of the officials in the structure are not including revision's report for this manual
MANUAL
OPERATION
Aug 1st, 2017

Issue 02 - Rev. 04
A
1.1.3
MANUAL
GROUND OPERATION AND SERVICES

OPERATION
A
Aug 1st, 2017

Chief Operating Officer
Issue 02 - Rev. 04
(COO)
VP Ground Operation
and Services
Operation Control
Line Station Service Quality
Center
3
Centralize Quality Service
Station Station Support &
Flight Dispatch Station Assurance Development
Permormance SVC Delivery
and Flight Following
Chapter 1
GENERAL
Manager
OTP Analyst
(OFT1)
Agussafar
Duty Manager JKTOGQG (Ground Operations) Office
(CGK, SUB, HLP)
Managers GMF Management Building 2nd Floor
Operation Control Center Soekarno-Hatta Airport
(OFT2)
Phone +62 21 55912610
SQC SQC ADM & SEC

Ground Operations and Services Division Organization Chart
MANUAL
OPERATION
A
GENERAL
OPERATION
MANUAL A
1.2 Accountable Executives
1.2.1 Chief Executive Officer (CEO)
Direct Reports : Chief Operating Officer, Chief Commercial Officer, Chief Financial Officer
Meetings : Safety or Safety Action Board - monthly or if required
Corporate - monthly
The CEO of Citilink Indonesia hereafter referred to as the Accountable Executive is responsible for
the development and maintenance of the Citilink Indonesia SMS. The Accountable Executive has in
turn delegated to each management personnel such as Chief Officers, VP’s, Senior Manager, Manager
and non-management personnel related to Corporate Organization & Management, Flight Operations,
Flight Dispatch, Aircraft Engineering & Maintenance, Cabin Operations, Ground Handling Operations,
Cargo Operations and Security Management the authority to act on behalf of, and is responsible to, the
Accountable Executive to:
1. Develop and maintain of SMS within their respective Business Unit by identify hazard and
2. Ensure operations are conducted in accordance with applicable Citilink Indonesia policies and
regulations.
The authority to make decision that affects the safety and/or security of day-to-day aircraft operations is
delegated by CEO to Senior Manager of Operation Control Center (OCC).
The Accountable Executive is responsible to ensure that:
1. The Citilink Indonesia SMS is properly established, and maintained.
2. Adequate human and financial resources are made available to support all corporate safety and
quality objectives.
3. Ensuring that Safety and Quality activities are led by individuals who are appropriately trained and
qualified to perform those activities.
4. Safety and quality is actively promoted throughout the organization.
5. Corporate safety and quality performance goals are clearly defined.
6. Operations authorized to be conducted under the Air Operator Certificate (AOC), and in compliance
with applicable regulations and Citilink Indonesia standards.
1.2.2 Chief Operating Officer (COO)

Reports to : Chief Executive Officer
Direct Reports : VP Flight Operation (Director of Flight Operation), VP Ground Operation and VP
Engineering and Maintenance (Director of Maintenance)
Meetings : Flight Operation - monthly
Safety or Safety Action Board - monthly or if required
Corporate - monthly
Chief Operating Officer is responsible to Chief Executive Officer of Citilink Indonesia to whom as direct
report and responsibility for the organization, administration, development and control of the company
operations (Flight Operation, Ground Operation, Engineering and Maintenance) aspect to achieve an
efficient and safe operations inline with the Safety Policy.
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MANUAL A Chapter 1
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OPERATION
MANUAL A GENERAL
Chief Operating Officer is accountable to the Chief Executive Officer for safe and efficient operational
management of Citilink Indonesia. In discharging this accountability, Chief Executive Officer is responsible
for:
1. Uppermost responsibility for safety management at Citilink Indonesia;
2. Ensuring adequate resource allocation for design, implementation and administration of a safety
management system (SMS);
3. Assuming the leadership role to ensure commitment throughout the Operations & Engineering /
Maintenance Division to the safety management policy intent and safety management system
requirements;
4. Ensuring that Operations, Engineering & Maintenance executives and staff are aware of safety
guidelines and are held accountable for their safety performance;
5. Ensuring provision of adequate resource levels in Operations, Engineering & Maintenance;
6. Ensuring provision of adequate trained and competent manpower to permit safe and operational
management of the flight and;
7. Ensuring adequate liaison is conducted between various partners and other stakeholders for safe
and efficient aircraft operations.
1.3 Nominated Persons

The nominated persons are:
Chief Executive Officer : Juliandra Nurtjahjo
Chief Operating Officer : Capt. Arry Kalzaman Sudarmadji
VP Safety, Security & Quality : Capt. Dani Faridansjah
VP Flight Operation : Capt. Fattahullah
VP Ground Operation and Services : M. Helmy
VP Engineering and Maintenance : Marnala Aruan
Chief Pilot : Capt. Sugeng Rahardjo
Chief Inspector : Kaslan
Chief Cabin Crew : Virna Puspitarani
SM Operational Support & Dispatch : Deni Sanusi
Note :
1. For VP Ground Operation requirements and responsibilities refer to Station Handling Manual - Chapter 1.10.1.1.
2. For VP Engineering and Maintenance requirements and responsibilities refer to Company Maintenance Manual
- Chapter II-4.
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MANUAL A
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OPERATION
MANUAL A
1.4 Personal Qualification, Responsibilities and Duties of Flight Operation
Personnel
1.4.1 Vice President Flight Operation (Director of Flight Operation) – OF
Reports to : Chief Operating Officer
Direct Reports : SM Operation Control Center, SM Training, SM Flight Standard & Technical, Chief
Pilot, Chief Cabin Crew, SM Operation Support & Dispatch
Meetings : Flight Operation - monthly or if required
Corporate - monthly
VP Flight Operation is responsible to ensure that in developing a company plan, full recognition is given
to the need for safe, effective and efficient operations and he must ensure that every flight is conducted
in accordance with the provisions of the Operations Manual and that aircraft are equipped and crews are
qualified and trained, as required for the area and type of operation.
Accountability for ensuring compliance throughout the Flight Operation Department, with Citilink
Indonesia procedures and standards, as published, together with the requirements of the Company
AOC, the DGCA and other applicable authorities.
Personal Qualification
VP Flight Operation (Director of Flight Operation) shall:
1. Knows and understands the contents of Citilink Indonesia Operations Manual, Authorization Condition
and Limitations and Operations Specifications, and the provisions of this part necessary to the proper
performance of his duties; and
2. Holds, an airline transport pilot licence; with at least 3 years supervisory or managerial experience
within the last 6 years in a position that exercise operational control over any operation conducted
with large airplane under part 121.
3. In the case of a person becoming a VP Flight Operations (Director of Flight Operation):
a) For the first time ever, have at least 3 years experience, within the past 6 years, as pilot in
command of a large airplane operated under part 121 or part 135, if the certificate holder operates
large airplanes;
b) In the case of a person with previous experience as a VP Flight Operations (Director of Flight
Operation), have at least 3 years experience as pilot in command of a large airplane operated
under part 121 or part 135, if the certificate holder operates large airplanes.
Responsibilities and Duties

1. General
a) Sustainable improvements in operational performance through consistent achievement of set
targets within agreed budgets and timelines in support of the airlines business model & objectives.
b) Actively implement and support the Citilink Indonesia Safety Management System.
c) In conjunction with individual business unit managers to develop and drive effective change
management strategy to produce necessary company goals.
d) Ensure all relevant department heads are fully informed of operational objectives.
e) Development and maintenance of a professional relationship with the DGCA.
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f) Responsible for the functioning of the Flight Operations Department including planning,
implementation, revision and monitoring of the organizational structure of Flight Operations to
ensure safe and effective operations on a daily, tactical and strategic basis.
g) Planning and projection of the aircrew to conduct line operations efficiently and economically.
h) Review and evaluate the operating costs of the department to ensure that cost effectiveness is
achieved within the total divisional needs and take corrective action where necessary.
i) Make sure that the Flight Operations Department operates efficiently to achieve Citilink
commercial plan without compromising safety.
j) Liaison with other Citilink division whenever there is a need or it is advisable to do so in relation
to operations safety relate matters.
2. Standard, Policies and Procedures
a) Executive responsible for the development and implementation of flight operations policies, and
direct supervision of the line operations.
b) Ensuring that all Flight Operations are conducted in full compliance with conditions and restrictions
of Air Operators Permit, State Regulations, DGCA requirements and company operation standard.
c) Determine the standard of line operations in accordance with the DGCA licensing requirements
and where necessary beyond that, and ensure that those standards are maintained.
d) Maintain current knowledge of rules and regulations, policies and procedures for the operation of
the aircraft and ensure that they satisfy all regulatory requirements.
e) Execution of the overall responsibility over Citilink Operations Manual.
3. Personnel
a) Production, development and establishment of qualified and professional personnel in the Flight
Operations Division.
b) Select, develop, motivate and appraise all management personnel to assure that the Flight
Operation Division goals and objectives are met.
4. Administrative
a) Develop annual budget for Flight Operation Division, exercise control technical expenditures.
b) Delegation responsibilities and duties to Chief Operation Officer or Chief Pilot if absent from the
workplace.
1.4.1.1 Manager Operation Liasion (OFE1)

Reports to : VP Flight Operation
Meetings : Flight Operations – monthly or if required
1. Knows the contents of Citilink Indonesia OpSpecs and Authorization Condition and Limitation.
2. 1 (one) year experience in Flight Operation Division.

1. Manage and organize internal Flight Operation meeting schedule
2. Organize all divisions in Flight Operation to achieve good corporate governance
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3. Manage Internal Admin and filing Flight Operations inter-departmental letter and documents.
4. Compile and establish report Flight Operation Key Personnel Indicator (KPI) to meet Corporate KPI
5. Monitor achievement progress monthly and establish Flight Operations performance achievements
report yearly
6. Notifies to, distribute and/or coordination with the DGCA of proposed changes (Company Manual,
OpSpecs and ACL) and for changes (Company Manual, OpSpecs and ACL) requiring approval.
7. Establish Flight Operations efficiency program report.
8. Assist to formulate and develop Flight Operations long term program.
9. In coorporation with Manager Operation & System Development to set “internal rule revision” up in
Geneva System in order to comply with internal / Flight Operations policy.
10. Inform / advise VP Flight Operations for new government / minister decree issued relate to domestic
operator which must be complied.
11. Assist VP Flight Operation to keep relationship and communication with third party and perform
specific task assigned by VP Flight Operations.
12. Delegation responsibilities and duties to Manager Operation & System Development if absent from
the workplace.
1.4.1.2 Manager Operation and System Development (OFE2)

2. Proficient in Geneva System (CrewNet)
3. Good managerial and administrative skill

1. Supporting of Geneva System (CrewNet)
2. Managing and organize crewmember database in Geneva System
3. Managing and monitoring user of Geneva System including create new user base on function for
each department.
4. Coordination with IT Division in managing the administrative process of rules in Geneva System
5. Coordination with Human Capital for additional Ground Staff in Flight Operation Division
6. Planning and manage meetings and event in Flight Operations and ensuring the Person In Charge
is well prepared and attend for meetings.
7. Ensuring availability of personnel and facilities in Flight Operation Division
8. Scheduled meeting internal or extenal for Flight Operation Department and Unit, other division or
with the external party.
9. Support all operational activities of the Flight Operation Division to carry out the process of of all
equipment needs work (such as stationary etc) as well as means or other supporting facilities with a
fast, accurate / quality and in accordance with a specified budget.
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10. Conduct analysis of budget requirements for the procurement and maintenance of the entire facility
in Flight Operation Division.
11. Manage and maintaining office systems, including data management and filling
12. Delegation responsibilities and duties to Manager Operation Liaison if absent from the workplace.
1.4.1.3 Manager Crew Health Care (OFE3)

2. Good managerial and administrative skill

1. Manage blood pressure and alcohol examine for aircrew before first flight according to OM Part A
2. Coordinate with Station Manager and/or Station Quality Control and/or Flight Dispatcher in case of
any discrepancies in medical examiner result.
3. Filing the medical examined result
4. Responsible of medical tools
5. Submit monthly report to VP Flight Operation
6. Delegation responsibilities and duties to Manager Flight Dispatch and Following if absent from the
workplace.
1.4.2 Chief Pilot – OFA

Direct Reports : Deputies Chief Pilot
The Chief Pilot shall:
1. Knows and understands the contents of Citilink Indonesia Operations Manual, Operations
Specifications and Authorization Condition and Limitation, and the provisions of this part necessary
to the proper performance of his duties.
2. Holds a current airline transport pilot license with appropriate ratings for at least 1 (one) of the
airplane used by the Citilink Indonesia.
3. Have at least 3 (three) years experience, within the past 6 (six) years, as a pilot in command of a
large airplane operated under part 121.
4. Instructor authorized for the aircraft operated by Company.
5. Have a good managerial and administrative skill
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The Chief pilot must have sufficient piloting skill and knowledge to establish:
1. The standard of competency of all company pilots
2. The standard flight practices and flight deck procedures on type of aircraft operated by company.
3. The training standards, flight tests and examination required to establish a pilot’s competency as
Instructor, Captain or First Officer.

1. General
a) Ensure all pilots are aware of their involvement in the flight safety.
b) To ensure effective man management, discipline and development of flight deck crew, ensuring
performance to the highest standards of flight safety and passenger care.
c) Monitoring crew flight time on daily basis and generating weekly and monthly reports.
d) Analyze exceptional delays and trends related to flight crew.
e) Coordination with Deputy Chief Pilot in the selection and employment of sufficient numbers of
qualified Pilots to operate published flight schedules.
f) Monitoring the Check Pilots program to fulfill the needs of proficiency and line checks to ensure
a high level of pilot competency, satisfactory to the Company and DGCA.
g) Maintaining at all times own flight proficiency by regularly flying in scheduled operations, in
addition to the administration of the proficiency checks, line checks and flight training.
h) Ensuring that all Pilots comply with all NOTAM and ATC procedures.
i) To support VP Safety, Security & Quality with any investigation or enquiry, as required, including
the analysis of trend data from the FOQA program.
2. Standards, Policies and Procedures
a) Control and monitor the operational standard of Flight Crew, and ensure compliance with
Operation Manual.
b) The development and administration of policies and procedures necessary to ensure compliance
with regulations of the Company and the DGCA pertaining to flight crew members their duties
and responsibilities.
c) To monitor, respond to and effectively manage, ensuring prompt closure Aircraft Flight Log,
liaising with other Company departments as required.
d) Coordination with Flight Standard & Technical to propose changes or adoption of new procedures
to improve efficiency and safety of operations to VP Flight Operation through a policy of continuous
improvement.
e) Coordination with the SM Training and SM Flight Standard & Technical to maintain and revise as
necessary flight training manuals, procedural manuals and bulletins.
f) Assists the VP Flight Operation in establishing new policies and procedures for aircraft operations,
new routes studies, flight crew duties, cabin crew duties and operational administration.
3. Personnel
a) Responsible for the establishment of standards and the maintenance of discipline within the flight
crew group.
b) Participating in the selection and recruitment of aircrew, including training personnel and oversight
of pilot resource planning.
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c) Maintaining adequate pilot numbers to ensure maximum standardization, safety and efficiency in
compliance with DGCA regulations and guidelines.
d) Monitoring the performance of pilots and making recommendations to VP Flight Operation on
Flight Crew for development and up-grading.
e) Maintaining responsibility for presenting new hire pilots with instructions on company policies,
procedures and basic indoctrination.
4. Administrative
a) Fulfilling the administrative responsibilities of those duties generally considered being those of
a Chief Pilot and ensuring proper filing of all pilot data, (including training records in accordance
with DGCA regulations).
b) Issuing Operations Notices (Flight Crew Notice) as required
c) Delegation responsibilities and duties to VP Flight Operation or Deputy Chief Pilot, if absent from
the workplace.
1.4.2.1 Deputy Chief Pilot

Reports to : Chief Pilot
The Deputy Chief Pilot shall:
airplane used by the Citilink Indonesia.
3. Have at least 1 (one) year experience as a Pilot In Command of a large airplane in the Company
operated under part 121.
1.4.2.1.1 Deputy Chief Pilot 1 (OFA1)
Responsibilities and Duties:

The Deputy Chief Pilot is responsible to the VP Flight Operations, through the Chief Pilot, for the following:
1. General
b) Monitoring the overall operating standards of Company flight crew to ensure that they are in
compliance with DGCA directives and the relevant volumes of the Operations Manual.
c) Responsible for the safe and economic operation of their fleet.
d) Being conversant with all relevant literature as laid down in Operations Manual.
2. Technical
a) Involve in the process of the Operations Manual amendment.
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b) Advising the Chief Pilot and coordination with VP Engineering and Maintenance and VP Ground
Operation of any difficulties within the operation regarding maintenance and ground handling
procedures and making any necessary recommendations.
c) Monitoring for the completion and updated for aircraft documentation in coordination with
Operation Support Publication.
d) Identifying any anomalies or deficiencies in SOPs. Advising the Chief Pilot via the SOP Committee
of these anomalies or deficiencies and recommending corrective action.
e) Assisting the Chief Pilot and Manager Technical Pilot in maintaining the validity and integrity of
the Company’s aerodrome categorisation list.
f) When necessary, participation in charter project.
3. Administrative
a) Ensure that a fair and equitable Crew Roster (via Geneva System) and Aircraft Flight Log (AFL)
are in place, monitor, set systems and procedures to ensure no flight crew duty time limitation
violations are made and proper operational experiences are maintained.
b) Delegation responsibilities and duties to Chief Pilot, if absent from the workplace.
1.4.2.1.2 Deputy Chief Pilot (OFA2)

The Deputy Chief Pilot is responsible to the VP Flight Operations, through the Chief Pilot, for the following:
1. General
b) Monitoring the overall operating standards of Company flight crew to ensure that they are in
compliance with DGCA directives and the relevant volumes of the Operations Manual.
c) Responsible for the safe and economic operation of their fleet.
d) Being conversant with all relevant literature as laid down in Operations Manual.
e) Responsible for managing the production of crew rosters and on the day crewing, ensuring all
flights are correctly crewed in accordance with DGCA and Company requirements.
f) Managing and implementing of a computerized crew scheduling system.
g) Production of roster patterns for Flight and Cabin Crew.
h) Continually develop, adjust and ensure rostering processes and systems to enhance quality and
fairness of the rosters to achieve efficiency and optimization of crew resources and in compliance
with all regulatory and company requirements with consideration of Fatigue Risk Management
(FRM).
i) Responsibility for the establishment, supervision and approval of crew scheduling to ensure
effective and fairness of the roster.
j) Liaison with the Network Planning Division with regards to commercial changes which may be
required.
k) Liaison with Training Department to ensure all training requirements are rostered.
l) Provide continuous adjustments based on the operating plan modifications to ensure that crew
resource levels support an efficient airline operation.
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m) Developing crew rosters based on:

- Monthly flight schedule - Medical check schedule
- Flight duty limitation - Licenses expiry date
- Annual leave plan - Mandatory training expiry date
- Standby crew requirement
n) Maintain Crew Planning and Crew Tracking unit with safety, efficiency, and company standard.
o) Responsible monitoring flight duty, flight hours and rest hours of crew member in monthly basis.
2. Personnel
a) Take care of all flight crew matters. In the event that he is unable to resolve any personnel issue
directly it should be referred to the Chief Pilot, or, in his absence, the VP Flight Operations.
b) Responsible for the maintenance of discipline and a high standard of Crew Resource Management
within the fleet.
c) Coordination with SM Training to ensure adequate crew ratio requirements.
d) Responsibility with the Chief Pilot in the selection and employment of sufficient numbers of
qualified personnel for Crew Planning and Crew Tracking units.
e) Coordinate with Human Capital to organize crew recruitment
f) Coordination in working groups dealing with type specific matters.
3. Administrative
a) Processing of all fleet discretion reports.
b) Liaising with all relevant Air Traffic Control Authorities.
c) Delegation responsibilities and duties to Chief Pilot, if absent from the workplace.
1.4.2.2 Manager Operation Development (OFA3)

Personal Qualification:
1. 1 (one) year experience in Flight Operation Division
Responsibitilies and Duties:

1. Monitoring and updating Flight Crew database.
2. Monitoring all flight crew documents validation to support data neatness and completeness of Citilink
Flight Crew.
3. Manage all updated data from headquarter and send the data to crew planning to keep data valid and
help flight crew in Geneva System sign on.
4. Assist Chief Pilot and VP Flight Operation in operation development review and strategy.
5. Organize Chief Pilot Department to perform managerial task
6. Preparing all documents needed for audit.
7. Managing crew resource system.
8. Flight Crew Monitoring from planning, recruitment process until release training.
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9. Monitoring crew employment status (contract issue, renewal, termination etc)
10. Monitoring cooperative contract between Citilink Indonesia with crew agent, including all activity of
Citilink Expatriate Crew conduct by the agent.
11. Managing crew accommodation.
12. Delegation responsibilities and duties to Deputy Chief Pilot, if absent from the workplace.
1.4.3 Chief Cabin Crew - OFP

Direct Reports : Deputies Chief Cabin Crew
The Chief Cabin Crew shall:
to the proper performance of his/her duties.
2. Has a minimum of 5 (five) years holding Flight Attendant Certificate.
3. Instructor authorized for the aircraft operated by the Company.
4. Good managerial and administrative skills.
The Chief Cabin Crew must have sufficient skill and knowledge to establish:
1. The standard of competency of all company cabin crew
2. The standard flight practices procedures on type of aircraft operated by the Company.
3. The training standards and examination required to establish a cabin crew competency as Instructor.

1. General
a) Ensuring safe, effective, efficient operation with inflight service excellence maintained within
regulatory guidelines as established by DGCA.
b) Ensure operation compliance with Safety Management System (SMS)
c) Carrying out any other duties or responsibilities as may be reasonably assigned by the VP Flight
Operation.
d) Managing an integrated computerized cabin crew resource manager
e) To support Safety, Security & Quality Division with any investigation or enquiry, as required.
a) The development and administration of policies and procedures necessary to ensure compliance
with DGCA regulations and the company pertaining to cabin crew members, their duties and
responsibilities.
b) Responsible for revising and updating the Operation Manual in conjunction with Cabin Crew
Standard.
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c) Coordination with Cabin Crew Standard ensuring that company standards are maintained and
subject to regular review to ensure continuous improvement process.
3. Personnel
a) Responsible for the establishment of standards and the maintenance of discipline within the flight
crew group.
b) Participating in the selection and recruitment of aircrew, including training personnel and oversight
of cabin crew resource planning.
c) Maintaining adequate cabin crew ratio to ensure maximum standardization, safety and efficiency
in compliance with DGCA regulations and guidelines.
d) Monitoring the performance of cabin crew and making recommendations to VP Flight Operation
on Flight Crew for development and upgrading.
e) Maintaining responsibility for presenting new hire cabin crew with instructions on company
policies, procedures and basic indoctrination.
4. Administrative
a) Coordination with Crew Planning and Deputies Chief Cabin Crew, allocation of annual leaves for
cabin crew and other administrative management.
b) Issuing directives and notices to Cabin crews as required.
c) Liaise with regulatory authorities, in operationally relevant external entities on matters concerning
operational policies and procedures.
d) Validates and approves cabin crew roster
e) Issued CCN (Cabin Crew Notice)
f) Delegation responsibilities and duties to VP Flight Operations or Deputies Chief Cabin Crew if
absent from the workplace.
1.4.3.1 Deputy Chief Cabin Crew

Qualification:
1. Holds a current cabin crew license for type of aircraft operated by the company;
2. Shall know and understand the content of Operation Manual;
3. Shall be a cabin crew instructor;
4. Has been promoted by Chief Cabin Crew.
1.4.3.1.1 Deputy Chief Cabin Crew 1 (OFP1)

1. Supervises the Senior Cabin Crew.
2. Daily duties at Head Office related to:
a) Permits the exchange of flight schedule
b) Permits the request day off
3. Replacing and assisting Chief Cabin Crew duties if unable to attend.
4. Coordinate with Operation Control and Crew Scheduling related to Cabin Crew’s attendance.
5. Monitors the distribution of flight hours of all Senior Cabin Crew.
6. Implementing and monitoring guidance to all Senior Cabin Crew related to misconduct or violation of
company rules.
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7. Surveillance executes periodically and programmed to ensure all Senior Cabin Crew perform their
duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia.
8. Provide the report to the Chief Cabin Crew and the Manager Cabin Crew Standard.
9. Assessment to carry out all the Senior Cabin Crew associated with their performances and promotion.
In coordination with Human Capital division and the Manager Cabin Crew Standard and shall provide
a report on the same day to the Chief Cabin Crew.
10. Responsible for “Personal Record” all Senior Cabin Crew. When required to provide such data to the
Chief Cabin Crew.
11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Senior Cabin
Crew training and flight document in accordance with applicable rules.
12. Coordinate with the Manager Cabin Crew Standard and Chief Cabin Crew to update Rules &
Regulations book and Operation Manual. Socialize and make sure all the Senior Cabin Crew comply
wih applicable regulations.
13. Coordinate with the Marketing and Communications Department, In-Flight Service Coordinator
and Chief Cabin Crew to improve service to Citilink passenger. Follow up all reports relating to the
Service.
14. Must provide a written monthly report to the Chief Cabin Crew.
15. Shall switch on the phone who can be contacted 24 hours. Shall be concerned with the purposes of
the company above personal interest.
16. Shall reports to Chief Cabin Crew for all day to day operational matters
17. Delegation responsibilities and duties to Chief Cabin Crew or Deputy Chief Cabin Crew 3 if absent
from the workplace.

1. Supervises the Cabin Crew HUB.
5. Monitors the distribution of flight hours of all Cabin Crew HUB.
6. Implementing and monitoring guidance to all Cabin Crew HUB related to misconduct or violation of
company rules.
7. Surveillance executes periodically and programmed to ensure all Cabin Crew HUB perform their
duties in accordance with the applicable Rules & Regulations and SOP of Citilink Indonesia.
9. Assessment to carry out all the Cabin Crew HUB associated with their performances and promotion.
10. Responsible for “Personal Record” all Cabin Crew HUB. When required to provide such data to the
Chief Cabin Crew.
11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Cabin Crew
HUB training and flight document in accordance with applicable rules.
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Regulations book and Operation Manual. Socialize and make sure all the Cabin Crew HUB comply
wih applicable regulations.
Service.
15. Deputy Chief Cabin Crew 2 shall switch on the phone who can be contacted 24 hours. Shall be
concerned with the purposes of the company above personal interest.
16. Shall reports to Chief Cabin Crew for all day to day operational matters.
from the workplace.

1. Supervises the Junior Cabin Crew with an even number of employees.
5. Monitors the distribution of flight hours of all Junior Cabin Crew with an even number of employees.
6. Implementing and monitoring guidance to all Junior Cabin Crew with an even number of employees
related to misconduct or violation of company rules.
7. Surveillance executes periodically and programmed to ensure all Junor Cabin Crew with an even
number of employees perform their duties in accordance with the applicable Rules & Regulations
and SOP of Citilink Indonesia.
9. Assessment to carry out all the Junior Cabin Crew with an even number of employees associated
with their performances and promotion. In coordination with Human Capital division and the Manager
Cabin Crew Standard and shall provide a report on the same day to the Chief Cabin Crew.
10. Responsible for “Personal Record” all Junior Cabin Crew with an even number of employees. When
required to provide such data to the Chief Cabin Crew.
11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Junior Cabin
Crew with an even number of employees training and flight document in accordance with applicable
rules.
Regulations book and Operation Manual. Socialize and make sure all the Junior Cabin Crew with an
even number of employees comply wih applicable regulations.
Service.
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from the workplace.

1. Supervises the Junior Cabin Crew with an odd number of employees
5. Monitors the distribution of flight hours of all Junior Cabin Crew with an odd number of employees.
6. Implementing and monitoring guidance to all Junior Cabin Crew with an odd number of employees
related to misconduct or violation of company rules.
7. Surveillance executes periodically and programmed to ensure all Junior Cabin Crew with an odd
number of employees perform their duties in accordance with the applicable Rules & Regulations
and SOP of Citilink Indonesia.
9. Assessment to carry out all the Senior Cabin Crew associated with their performances and promotion.
10. Responsible for “Personal Record” all Junior Cabin Crew with an odd number of employees. When
required to provide such data to the Chief Cabin Crew.
11. Coordinate with Manager Training Cabin Crew and Chief Cabin Crew to monitoring all Junior Cabin
Crew with an odd number of employees training and flight document in accordance with applicable
rules.
Regulations book and Operation Manual. Socialize and make sure all the Junior Cabin Crew with an
odd number of employees comply wih applicable regulations.
Service.
from the workplace.
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1.4.3.2 Manager Cabin Crew Culture (OFP5)

Qualification:
1. Hold or held Flight Attendant Certificate
2. Must has 12 months experience as Citilink employee
3. Show good communication skill and leadership particularly in service and culture area
4. Proven as good role model
5. Shall know and understand the content of Operation Manual and Cabin Crew Rules and Regulation;
Responsibilities:
1. Provide leadership across cabin crew areas of the company.
2. Creates, plans and promotes community of Citilink Indonesia Cabin Crew and heritage programs
and events
3. Prepare and update corresponding work plans.
Duties:
1. Co-ordinates with Chief Cabin Crew and Deputies Cabin Crew on monitoring work performance of
Citilink Indonesia Cabin Crew
2. Coordinates with Training Department on scheduling service training
3. Coordinate adequate planning, implementation and follow up of activities of the assigned programmes
to live the vision of the company.
4. Assist with Marketing Communication division for fundraising, partnership program related with
Operation Manual.
5. Carry out research to support program activities.
6. Solicist volunteer support and co-ordinates with Chief and Deputies Cabin Crew
7. Report to Chief Cabin Crew regarding work performance and activities of Cabin Crew
8. Shall report to Chief Cabin Crew for all day to day operational matters.
9. Delegation responsibilities and duties to Chief Cabin Crew or Deputies Cabin Crew if absent from
the workplace.
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1.4.4 SM Training – OFQ
Direct Reports : Manager Pilot Training, Manager Pilot Ground Training, Manager Cabin Crew Flight
Training, Manager Cabin Crew Ground Training, Manager FOO Training
SM Training shall:
airplane used by Citilink Indonesia.
3. Have at least 3 (three) years experience as a pilot in command of a large airplane operated by
Company.
The SM Training must have sufficient piloting skill and knowledge to establish:

1. General
a) Initiating, establishing and maintaining procedures for the establishment and maintenance of
training programs, and the entire training, for Pilot, Cabin Crew and Flight Operation Officer, to
ensure safe and compliant operations of Citilink Indonesia.
b) Coordination with Manager Pilot Training, Manager Pilot Ground Training, Manager Cabin Crew
Flight Training, Manager Cabin Crew Ground Training and Manager Flight Operation Officer
Training on selection of candidate instructor to adequate sufficient ratio of qualified crewmembers.
c) To personally conduct sufficient training and testing to maintain competency and any regulatory
recency requirements, as required.
d) To strategically plan for all training input to ensure all requisite training and checks are rostered
in order to comply with regulations and currency.
e) To strategically plan for all training input, smoothing requirements wherever possible, assisting
roster planning.
f) Managing an integrated computerized crew resource manager in training area
g) To ensure all regulatory approvals are obtained and maintained for all training facilities, including
simulator approvals.
h) To support VP Safety, Security & Quality with any investigation or enquiry, as required.
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i) To compile and monitor flight training department budget, advising VP Flight Operations of any
anomalies, as required.
j) To represent, and act on behalf of the Company in all matters related to flight training, with the
Authority.
k) In conjunction with Flight Standard & Technical Department to review and updating of all training
program, curricula / syllabi for further development and improvement.
2. Standards, Policies and Procedures
a) To ensure the Company complies with all regulatory requirements related to flight operation
personnel training, including, in conjunction with Chief Pilot, Chief Cabin Crew, Chief Flight
Operation Officer and Flight Standard & Technical Department, the setting of standards and
procedures.
b) To co-ordinate and manage training policy for flight, cabin crew and flight operation officer,
ensuring that appropriate operational and safety standards are achieved.
c) In conjunction with Flight Standard & Technical Department to ensure that all documentation
and training programs are reviewed and amended to comply with regulatory and Company
requirements.
d) To maintain individual pilot, cabin crew and flight operation officer training records, ensuring
compliance with all regulatory requirements.
e) In conjuntion with Flight Standard and Technical Department to maintain revisement and update
of Operations Manual Part D.
3. Personnel
a) To manage, in conjunction with Chief Pilot, Chief Cabin Crew, Chief Flight Operation Officer and
Flight Standard & Technical Department, the selection, appointment, welfare and control the
training of all training personnel.
b) Coordination with Flight Standard & Technical and Chief Pilot to assign selected crewmember as
a check airman to maintain and improve company standards of crewmembers training programs.
4. Administrative
a) To maintain an adequate departmental Quality Assurance system which includes the regular
auditing of training paperwork, training facilities and the monitoring of and auditing of any third
party training provider.
b) In conjunction with Operation Control Center department to maintain a crew records system to
adequately determine compliance with company and regulatory authority requirements.
c) The development and administration of procedures necessary to ensure compliance with those
regulations of the Company and DGCA pertaining to flight operation personnel training programs.
d) Issued FTN (Flight Training Notice)
e) Delegation responsibilities and duties to respective personal to VP Flight Operation or Manager
Pilot Training if absent from the workplace.
Note : For Training Department Managers responsibilities and duties details, refer to OM Part D Chapter 1.2
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1.4.5 SM Flight Standard and Technical – OFS
Direct Reports : Manager Technical Pilot, Manager Cabin Crew Standard, Manager FOO Standard
Tech - Ops Meeting - monthly or if required
SM Flight Standard and Technical shall:
Specifications, Authorization Condition and Limitation and, other state regulations, and the provisions
of this part necessary to the proper performance of his duties.
3. Has at least 3 (three) years experience as a pilot in command of a large airplane operated by
Company.
4. Has an experience as Technical Pilot.
The SM Flight Standard and Technical must have sufficient piloting skill and knowledge to establish:

1. General
a) Supervise all Company Instructor and Company Facilitator related with Safety and Airworthiness
in accordance with the CASR, International Standards and Company requirement.
b) Participating in flight crew recruitment and promotion criteria.
c) Coordination with SM Training to establish and maintain training programs to achieve the
company standard level for all flight operation personnel.
d) Participating in the development of general policies on flight technical aspects.
a) Identification analysis and presentation of suggested changes to VP Flight Operations in company
policies and procedures for improvement of safety and operational efficiencies.
b) Coordination with the SM Training and Chief Pilot, Chief Cabin Crew and Chief Flight Operation
Officer to identify and implement improvements in training and operating procedures.
c) Coordination with Chief Pilot, Chief Flight Operation Officer and VP Flight Operation in obtaining
approval for and advising on SOP for new route(s) and special flights.
d) Develop and upkeep of operation manuals related and required for line operation are complied
with the Civil Aviation Safety Regulation (CASR), in coordination with related divisions.
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e) In conjunction with Chief Pilot, conduct periodic monitoring of all flight procedures, including
departure, enroute and approach, to ensure they are in safe, efficient and standard operations.
f) Coordination with SM Training in establishing a program of procedures for simulator or other
training devices to maintain pilot proficiency at high standards in a cost efficient manner.
g) Coordination with SM Training to maintain and revision of the Operation Manual Part D and
establishment of system of training bulletins with training information / training circulars.
3. Technical
a) To monitor the technical configuration of the fleet
b) To establish the operational and technical differences between aircraft of a same fleet
c) To review aircraft operating procedures/flight standard in coordination with the Chief Pilot and
SM Training
d) To inform Chief Pilot, SM Training and flight crew on any change in the procedures and especially
when an Airbus OEB and Boeing Operation Technical Bulletin is applicable
e) To work with the aircraft manufacturer for operational issues
f) To co-ordinate with the maintenance all technical matters including the establishment of the MEL
g) To co-ordinate with Chief Pilot to issue technical information to the pilots
h) To liaise with the Operation Support Engineering unit for aircraft performance matters
i) To liaise with Engineering and Maintenance to ensure the correct setting of the Airbus OEB and
Boeing Operation Technical Bulletin reminder function and of the correct associated update of
procedures in QRH and FCOM and to follow the Airbus OEB and Boeing Operation Technical
Bulletin cancellation process.
j) If required, give inputs to Safety Division for Flight Data Analysis
4. Personnel
Coordination with SM Training to assign selected crewmember as Check Airman to maintain and
improve company standards or crewmembers training programs.
5. Administrative
a) Issued TN (Technical Notice)
b) Liaison with regulatory authorities, original equipment / aircraft manufacturers and other
operationally relevant external entities on matters concerning operational policies and procedures
c) Delegation responsibilities and duties to VP Flight Operation or Manager Technical Pilot if absent
from the workplace.
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1.4.5.1 Manager Technical Pilot (OFS1)
Manager Technical Pilot shall:
Specifications, Authorization Condition and Limitationand, other state regulations, and the provisions
of this part necessary to the proper performance of his duties.
3. Has at least 3 (three) years experience as a pilot in command of a large airplane operated by
Company.
Manager Technical Pilot must have sufficient piloting skill and knowledge to establish:

Manager Technical Pilot shall be acceptable to the authority and is responsible for the following basic
functions:
1. Assist Senior Manager Flight Standard and Technical in development company policies and
procedures for improvement of safety and operational efficiencies.
2. In cordination with Training Department to develop and design company standard training programs
for enhance safety, security and high competency pilot skills and knowledge.
3. Supervise all pilot instructor related to safety and airworthiness regarding, international standards
and company policy.
4. Advise and coordination with Chief Pilot on establishing new procedures and/or new route.
5. Development and updating Operation Manual and other related manual for line operation are comply
with local / state regulation.
6. Develop and recomend change of company policies, standard operating procedures and training
policies to SM Flight Standard and Technical, Chief Pilot and SM Training.
7. In conjunction with Maintenance and Engineering Department to review, revise and evaluate MEL,
OEB and Technical Aircraft Status.
8. To liaise closely with Operation Support Engineering : Aircraft performance, routes and airport
studies, specific operations
9. Delegation responsibilities and duties to SM Flight Standard and Technical if absent from the
workplace.
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1.4.5.2 Manager Cabin Crew Standard (OFS2)

1. Holds a current cabin crew license for type of aircraft operated by the company;
3. Shall be a Cabin Crew Instructor;

The Manager Cabin Crew Standard shall be acceptable to the authority and is responsible for the
following basic functions:
1. Assisting Senior Manager Flight Standard and Technical in developing company policies and
procedures for the improvement of safety and operational efficiencies in cabin crew area.
2. In conjunction with Chief Cabin Crew to develop, revise and update the Operation Manual.
3. Supervise all Cabin Crew Instructor related to safety and airworthiness in accordance, international
standards and company policy.
4. Ensuring that safety related cabin crew company operating standards are maintained and subject to
regular review to ensure process of continuous improvement aligned to best practice LCC operations
model.
5. Conduct surveillance to the cabin crew to control and monitor the operational standard of cabin crew,
and ensure compliance with company operating standards.
6. Issue an immediate notice in the form of suggestion and/or correction of deviations from the
implementation of the procedures performed by a cabin crew.
7. Working with Cabin Crew Training to develop, design and implement efficient training programs for
effective safety, security and in-flight service outcomes.
8. Working with the Chief Cabin Crew to develop, design and implement controlling methods of the
cabin crew’s working performance.
9. Develop and recommend change of company policies, standard operating procedures and training
policies to SM Flight Standard, Chief Cabin Crew and SM Training related to cabin crew.
workplace.
1.4.5.3 Manager Flight Operation Officer Standard (OFS3)

1. Flight Operation Officer licence holder endorsed with aircraft type rating operated by Citilink Indonesia.
2. Have experience as an Flight Operation Officer for at least 3 years.
3. Shall be an FOO Instructor
5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4
The Manager Flight Operation Officer Standard shall be acceptable to the authority and is responsible
for the following basic functions:
1. Assist Senior Manager Flight Standard and Technical in development company policies and
procedures for improvement of safety and operational efficiencies.
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2. In coordinations with Training Department and Flight Operation Support and Dispatch Division to
develop, revise and update the Operation Manual.
3. Supervise all Flight Operation Officer Instructor related to safety and airworthiness regarding,
international standards and company policy.
4. Advise and cordination with Chief Flight Operation Officer on establishing new procedures and/or
new route.
5. Development and updating Operation Manual and other related manual for line operation are comply
with local / state regulation.
6. Ensure high adherence of company standard by all station and prevent unnecessary violation against
company and/or state rules and regulation.
7. Develop and recomend change of company policies, standard operating procedures and training
policies to SM Flight Standard and Technical, Chief FOO and Manager Flight Operation Officer
Training.
workplace.
1.4.6 SM Operation Control Center - OFT

Direct Reports : Managers Operation Control Center, Manager On Time Performance
SM Operation Control Center shall:
1. Knows and understands the contents of Citilink Indonesia Operations Manual to the proper
performance of his duties.

1. General
a) Day to day monitoring of flight schedule and crew roster.
b) Responsible monitoring flight duty, flight hours, rest hours of crewmember.
c) Responsible with technical and commercial on rescheduling, cancellation, of flight to ensure
most efficient solution and minimize disruption to passenger.
d) Monitoring and tracking pilot’s and cabin crew’s duty, based on issued roster to ensure the
availability of the crew for each flight.
e) Monitoring, tracking flight and aircrafts movement.
f) Managing day to day operation of Flight Movement Control and Crew Tracking.
g) Responsible for updating on time performance and delay information.
h) Responsible for daily movement reports and aircraft rotation diagrams.
i) Managing an integrated computerized crew tracking
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j) Responsible in managing daily operations with other divisions and/or departements to achieve
the highest on time performance level and provide regularly on time performance report to
management.
2. Personnel
a) Provide management report on crew duty performance.
b) Regular meetings with Chief Pilot to ensure progress of recruitment and training are inline with
crew ratio requirements and highlight concerns when required.
3. Administrative
a) Responsible for reporting / controlling delays, diversion and cancellation and for follow up and
action item.
b) Responsible for updating via email on time performance and delay information.
c) Input of flight time data of crewmembers.
d) Delegation responsibilities and duties to VP Flight Operation or Managers Operation Control
Center if absent from the workplace.
1.4.6.1 Manager On Time Performance (OFT1)

Reports to : SM Operation Control Center
Meeting : On Time Performance - monthly or if required
3. Had or has experience(d) in Flight Operation

1. Managing and monitoring daily on time performance.
2. Provide a regular (monthly and yearly or as required) report to BOD.
3. Analyzing and summarizing the cause of delay and report to BOD.
4. Delegation responsibilities and duties to SM Operation Control Center if absent from the workplace.
1.4.6.2 Manager OCC (OFT2)

Reports to : SM Operation Control Center
3. Had or has experience(d) in scheduling or as an Flight Operation Officer or in Operation Control

1. Prepare and coordination with the respective units including rotation of the crew and aircraft for a
flight including special flight.
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2. Analyze any irregularities due to technical problem.
3. Analyze daily aircraft and crew rotation.
4. Monitoring of the Flight Duty Limitation by Geneva System.
5. Coordinate to the respective unit(s) for any irregularities including incident or accident.
6. Delegation responsibilities and duties to SM Operation Control Center if absent from the workplace
1.4.7 SM Operation Support & Dispatch (Chief FOO) - OFD

Direct Reports : Manager Operation Support Engineering, Manager Operation Support Publication,
Manager Navigation & Technical Compliance, Manager Flight Following & Dispatch
SM Operation Support & Dispatch (Chief FOO) shall:
2. Have at least 3 (three) years experience as a Flight Operation Officer of an airplane operated by
Company.

1. General
a) Ensuring operational support of route and operational information and situations, such as
serviceability of navigation aids, airport facilities and situations, meteorological, aircraft technical
status, crew duty and flight time limitations and other matters of operational significance.
b) Support with any enquiries on any matter relating to Operation Support and Dispatch e.g. FMS
issues, aircraft library difficulties, etc.
c) Identify areas within Operation Support and Dispatch which require improvement or change, and
to initiate such change accordingly in order to improve overall efficiency within the department.
d) Ongoing assessment of NOTAMS and AIP supplements, and to act accordingly on information
received, where applicable.
e) Responsible for aircraft monitoring and flight following.
f) Control of FMS Aircraft Nav database information as received and distributed on an agreed
timescale basis.
g) Produce of amendments to Operations Manuals, Revisions, Operation Notices and coordinate to
Flight Standard & Technical Department in the production of such amendments.
h) Manage and control all Operation Manuals to effectively distributed to all holders and aircraft
where applicable.
i) Control of the aircraft fleet and simulator approved Route Manual amendment service to ensure
all sets within the Citilink Indonesia fleet receive such a service and are continually up to date.
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j) Control, amendment and assessment of Company aircraft performance, and their effective
distribution.
k) Managing routes that require tankering of fuel, on an agreed time scale.
l) Liaise with the Commercial Division to provide information to assist with charter inquiries, as well
as route analysis (e.g. flying times, fuel usage, payloads etc.)
m) Evaluation and feasibility studies of new projects and equipment.
n) Liaise with third party agents to ensure all required operational support is available whether for
schedule service, adhoc or route assessment.
o) In conjunction with Flight Standard and Technical department develop safe and efficient routes
and performance calculations base on route and airport analysis.
a) Initiating, establishing and maintaining procedures for the efficient and compliant operation of the
Operation Support and Dispatch Division.
b) Contributing to formulate on operational and technical policies and other matters.
3. Personnel
a) Responsible for the establishment of standards and the maintenance of discipline within the
Flight Dispatch group.
b) Participating in the selection and recruitment of Flight Operation Officer, including training
personnel and oversight of Flight Operation Officer resource planning.
c) Maintaining adequate Flight Operation Officer ratio to ensure maximum standardization, safety
and efficiency in compliance with DGCA regulations and guidelines.
d) Monitoring the performance of Flight Operation Officer and making recommendations to VP
Flight Operation for development and up-grading.
e) Maintaining responsibility for presenting new hire Flight Operation Officer with instructions on
company policies, procedures and basic indoctrination.
4. Administrative
a) Maintaining liaison activities with the DGCA to determine compliance with directives and
regulations.
b) Maintaining liaison activities between Crewmembers and Dispatchers and the company on all
operational matters.
c) Production of all Company weight and balance data and associated information and effective
liaison on all matters concerning Citilink Indonesia weight and balance, and the provision of
accurate information for all relevant parties.
d) Implementation and maintenance of a system of document control within the Operation Support
Publication.
e) Managing, monitoring and reporting of cost efficiency for fuel conservation program
f) Monitoring budget and continually improving efficiency.
g) Re-analysis the use of fuel after flight commencement for purposes other than originally intended
during preflight planning for adjustment of the planned operation.
h) Issued FDN (Flight Dispatch Notice)
i) Delegation responsibilities and duties to VP Flight Operation or Manager Flight Following and
Dispatch if absent from the workplace.
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1.4.7.1 Manager Operation Support Engineering (OFD1)
Reports to : SM Operation Support & Dispatch
2. Knows and understands the contents of Operation Manuals.
4. Have comprehensive knowledge in aircraft performance.
5. Able to manage Runway Analysis, Flight Planning and Weight & Balance data for operational use.

1. Developing and maintaining Runway Analysis
2. Developing and maintaining Loadsheet, Trimsheet and the system
3. Developing and maintaining Weight and Balance data
4. Developing and maintaining Engine Out Standard Instrument Departure (EOSID)
5. Developing and maintaining takeoff, cruising and landing performance database for flight planning
system
6. Managing, monitoring and reporting fuel consumption
7. Developing and maintaining fuel efficiency program
8. Developing safe, efficient and economic company routes
9. Assisting SM Operation Support and Dispatch in new airport assessment
10. Delegation of responsibilities and duties to SM Operation Support & Dispatch if absent from the
workplace
1.4.7.2 Manager Operation Support Publication (OFD2)

Report to : SM Operation Support and Dispatch
4. Able to manage operation manuals library and distribution.
Responsibilities:
1. Responsibility with the SM Operation Support & Dispatch in the selection and employment of sufficient
numbers of qualified Library personnel for distributing, up dating and keeping of all company manual
/ document.
2. Managing administration of document control, such as manual / document production, distribution
and record keeping.
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3. Ensuring aircraft documents and operational library in head office and all dispatch office are complete,
up to date and in good condition.
4. Ensuring all company manuals are accessible and/or distributed to the appropriate personnel.
5. Ensuring all obsolete manual / document are withdrawn to prevent unintended use by removing them
from circulation and destroying / disposing.
6. Ensuring all obsolete manual / document that were retained for any purpose are clearly identified and
annotated as such.
7. Publishing by email to all operational personnel and keeping the record of Flight Dispatch Notice
(FDN).
8. Liaison with vendor in manual / document production.
workplace.
1.4.7.3 Manager Operation Navigation and Technical Compliant (OFD3)

Report to : SM Operation Support & Dispatch
4. Able to manage navigation data base and flight planning system.
5. Meet Flight Operation Officer requirements and competency as discribed in chapter 1.10.4.
1. Download new Navigation Database from external service provider approved by DGCA and Citilink
Indonesia based on AIRAC cycle.
2. Coordinate with engineering department to upload Navigation Database into the aircraft.
3. Monitor and ensuring the Navigation Database in aircraft and simulator are up to date.
4. Monitor and ensuring the navigational chart in aircraft, simulator and library are up to date.
5. Developing and ensuring the company and alternate routes are in accordance with regulations and
latest Navigation Database.
6. Administrating, maintaining and ensuring flight planning system data base are in accordance with
regulations and latest Navigation Database.
7. Ensuring RVSM and RNP / RNAV procedures are applied correctly in the flight planning system.
8. Liaison with regulator and external service provider in matters of navigation regulation compliance.
workplace.
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1.4.7.4 Manager Flight Following and Dispatch (OFD4)
Report to : SM Operation Support & Dispatch
4. Able to manage day to day operation of flight dispatch and Flight Following / Watch.
Responsibilities
1. The supervision of day to day management of the dispatch and Flight Following / Watch unit.
2. Maintain Flight Dispatch and Flight Following / Watch unit with maximum standardization, safety and
efficiency.
3. Coordinate with OCC for rescheduling, cancelation, addition or re-route of a flight.
4. Monitoring, tracking flight and aircraft movement.
5. Coordinate to the respective unit(s) for any irregularities including incident or accident.
6. Responsibility with the SM Operation Support & Dispatch in the selection and employment of sufficient
numbers of qualified Flight Operation Officer and Flight Movement Control officer to dispatch and
monitoring published flight schedules.
7. Maintains liaison activities between the Flight Operation Officer and SM Operation Support &
Dispatch in all operational matters.
8. Conducts periodic review of all flight procedures, including departure, enroute and approach, to
ensure they are safe, efficient and economically practical.
9. Fulfill the administrative responsibilities and duties generally considered to be those of a Flight
Following / Watch and Dispatch Manager.
10. Assists and recommends to the SM Operation Support & Dispatch of changes or adoption of new
procedures in company policies for the improvement safety, efficiency and economy.
11. Assures that all Flight Operation Officer are current and comply with all company procedures and
regulations.
workplace.
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1.5 Personal Qualification, Responsibilities and Duties of Ground Operation

and Services Personnel
Reports to : Chief Operating Officer
Direct Reports : SM Ground Operation Standard, SM Line Station, SM Service Quality
Meetings : Ground Operations Meeting – weekly
Corporate - monthly
1. Academic qualification (at least Diploma) or Working experience 5 years
2. Work experience at GRH area (at least 5 years)
3. Quality experience (at least 2 years)
4. Station management Certified
5. Training Of Trainers (TOT) Certified

The Vice President Ground Operation and Services is straight under and responsible to the COO and
BOD (Board of Director), for:
1. The highest policy maker related with safety aspect for the Aircraft Ground Handling.
2. Improve services in getting customer satisfaction and determine Ground Services quality standard.
3. Responsible for Ground Handling Performance and services in the manner of:
a) Aviation Security
b) Safety Aspects
c) Passenger and baggage
d) Cargo and Mail service
e) Catering service
f) Aircraft handling
g) Unit Load Devices
h) Loading and Unloading
i) Load Control and Weight & Balance
j) Flight Operation support.
k) Ramp Service
l) GSE
m) Fueling Service
n) Cabin Service
o) Departure and Arrival Movement report
4. Responsible to improve station human resources to maintain and increase the safety and services
for customer satisfaction.
5. The highest policy maker for station services in considering to safety, smooth and on time by having
the continually that can be measured according to company regulation, ICAO, IATA and others
commercial aviation regulation to enhance customer satisfaction.
6. The overall functioning of the Company’s Ground Operation and Services.
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7. To perform in monitoring safety performance measure by Service Level Agreement system
8. Station Manager conduct meeting with subcontractor related SLA/OTP
9. Ensuring all procedures and instructions issued or laid down in respect of the company’s services
and those of airline for which the company Operational Handling agents are complied with.
10. Ensuring that procedures in the Ground Operations Manual of the company and airlines Operationally
handled by Citilink Indonesia are complied with.
11. The Preparation, compilation and dissemination of delay statistic and report relating to the company’s
services.
12. Determine Ground Operation and Services Quality Standard.
13. Improve station human resources qualifications.
14. Delegation duties and responsibilities to SM. Line Station, SM Ground Operations Standard and SM
Service and Quality if absent from work place.
Note : for Ground Operation Managers Personal Qualification, Responsibilities and Duties, refer to Station Handling
Manual - Chapter 1.10
1.6 Safety Management System

1.6.1 Vice President Safety, Security and Quality
Reports to : Chief Executive Officer
Direct Reports : SM Safety Management, SM Aviation Security, SM Quality Assurance
Meetings : Safety or Safety Action Board – monthly or if required
Corporate - monthly
VP Safety, Security and Quality shall develop and manage the Citilink Safety Management System
and shall report to Chief Executive Officer. In addition, VP Safety, Security and Quality shall have direct
access to all other levels of management in flight safety matters. VP Safety, Security and Quality is also
authorized to seek guidance from DGCA and/or NTSC in safety related matters.
VP Safety, Security and Quality has the authority to provide the corporate oversight of the Citilink SMS.
This includes the oversight and development of safety and quality assurance mechanisms.
The company will ensure that the Safety Management System will be staffed sufficiently to ensure that no
official duty contained herein will be neglected on an ongoing basis, as the result of workloads assigned
to the VP Safety, Security and Quality.
Responsibility for the day-to-day administration and oversight of SMS operation throughout the
organization on behalf of the Accountable Executive and senior management is being discharged to Vice
President Safety, Security and Corporate Quality (VP SSQ) as Safety Manager or Company Aviation
Safety Officer (CASO) which is equivalent to Safety Manager as stipulated in CASR 121.59.
The post of Company Quality Manager (CoQM) is also held by VP Safety, Security & Quality. The CoQM
is responsible to the Accountable Executive to manage the Quality Assurance Program that includes
internal Safety and Quality functions.
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1. Vice President (VP) Safety, Security & Quality as Corporate Quality Manager (CoQM) is responsible
for:
a) Monitoring compliance with, and the adequacy of, procedures required to ensure safe
operational practices and airworthy aircraft as required by applicable civil aviation regulations.
This function may be carried out by more than one person by means of separate, integrated, and
complementary, quality assurance programs.
b) Monitoring activity in the areas of flight operations, cabin operations, operations control,
maintenance and engineering, aircraft ground handling, cargo, and aviation security, that the
standards required by the DGCA, and any additional requirements defined by the airline, are
being carried out.
c) Ensuring that the Quality Assurance Program is properly established, implemented, and
maintained
d) Ensuring that the Corporate Quality Manager (CoQM) shall:
- Have direct access to the Accountable Manager.
- Not hold any Operational or Technical Department Head position.
- Have full access to all functional areas of the airline, and as necessary, any sub-contractor’s
organization.
e) Ensuring that the CoQM shall have appropriate qualifications, authority and independence and
be responsible for:
- The performance of the Quality Assurance program.
- Ensuring communication and coordination with operational managers in the management of
operational risk.
f) Ensuring the persons available within the airline who have the experience, responsibility, and
authority to:
- Perform quality inspections and audits as part of ongoing Quality Assurance Program.
- Identify and record any concerns or findings, and the evidence necessary to substantiate
such concerns and/or findings.
- Initiate or recommend solutions to concerns or findings through designated reporting
channels.
- Verify the implementation of solutions to concerns or findings within the designated time
frame.
- Report directly to the Department or Corporate Quality Manager.
g) Conducting the safety, security and quality audit for internal and external entities:
- Establishing yearly master safety audit plan including budgeting.
- Monitoring the status of safety; security; quality audit execution and fol-low-up including
corrective action(s).
- Evaluating and analyzing safety; security; quality audit results for potential safety hazards or
safety hindrance area(s).
- Reporting periodic and/or annual audit activities.
- Ensuring all audit manuals & checklists are updated.
- Ensuring the maintenance and development of evaluator professionalism and skills.
- Safety, security and quality evaluations conducted by external entities.
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2. Vice President (VP) Safety, Security & Quality is responsible for managing the Company SMS by:
a) Managing the SMS implementation on behalf of Accountable Executive, such as:
- Monitoring and advising on all flight safety activities which may have an impact on aviation
safety;
- Establishing a reporting system which provides for a timely and free flow of flight safety
related information;
- Conducting safety surveys;
- Developing and maintaining a safety awareness program, to include communication and
education;
- Identifying safety deficiencies and making suggestions for corrective action;
- Monitoring corrective actions and evaluating their results;
- Monitoring the response and measuring the results of safety initiatives to include internal
safety and audit;
- Investigating and reporting on incidents/accidents and making recommendations to preclude
a recurrence;
- Performing / facilitating hazard identification and safety risk analysis
Planning and organizing staff safety training
b) Maitaining close liaison with any DGCA, NTSC, other state’s authority, industry safety association
and aircraft manufacture;
c) Maintaining SMS records and documentation by developing and maintaining a safety data base
to monitor, analyze trends and providing periodic reports on safety performance;
d) Soliciting and processing safety improvement suggestions and/or recommendation to provide
independent advice to all Division including to senior management;
e) Monitoring industry safety concerns which may have an impact on aircraft operations;
f) Developing and maintaining the emergency response plan;
g) Ensuring that all occurrences are reported to the appropriate agency;
h) Resolving any findings which may be identified during safety or regulatory audits or other
inspections conducted by the any Regulator;
i) Manage Corporate Safety Committee and Safety Action Board review; Any other duty that would
contribute to the overall safety of Citilink shall be considered to be an approved duty of VP SSQ.
3. Vice President (VP) Safety, Security & Quality is responsible for Aviation security organization in
ensuring that:
The implementation of aviation security is accordance with aviation security policy which is delegated
to the Senior Manager Aviation Security. Responsibility of aviation security organization are described
in PKPCI Chapter 1.4.2.
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1.6.2 Senior Manager Quality Assurance

Reports to : VP Safety, Security and Quality
Direct Reports : Manager Quality Audit, Manager Quality Standard and Compliance
Meetings : Safety or Safety Action Board - monthly
Corporate - monthly
Responsibility:
1. Actively promoting safety and quality within corporate unit.
2. Providing direction and coordinating the activities of Quality Assurance organization.
3. Ensuring that safety assurance activities are led by individuals who are appropriately trained and
qualified to perform those activities.
4. Establishing and publishing Line Operation Assessment System (LOAS), In Flight Audit report.
5. Establishing the interval and frequency internal safety and security audit to the whole station
domestics, internationals, departmental within Citilink Indonesia.
6. Planning and implementing a continuing analysis and surveillance program to meet regulatory
authority requirements and company goals.
7. Conduct quality audit and surveillance for continuing airworthiness and safety of aircraft, engines
and component
8. Establishing and maintaining the corporate unit compliance program to maintain compliance standard
to any authority and industrial best practice.
9. Responsible for the investigation of relevant Maintenance occurrence and monitoring corrective and
preventive action being taken.
10. Performing liaison functions between Citilink Indonesia and DGCA and NTSC.
11. Ensuring compliance with Regulations within Engineering & Maintenance Division
12. To reveal area of operational flight safety activities that are deficient and/or not in accordance with
the required relevant regulations and industry best practices requirements
13. Capable to identify operational and technical safety hazards that are potential to become causal or
contributing factors to incident and accident
14. To maintain safety awareness level
15. In turn, appropriate corrective measures could be implemented to maintain all operational safety
activities in compliance and conformance with the required company and/or national and/or
international regulations and best aviation industry practice requirements
16. Act as EMC Secretary in case of Emergency Arise
17. Manage management review of Safety Action Board (SAB) and assist VP Safety, Security and
Quality in conducting a CSC.
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1.6.3 Senior Manager Safety Management
Direct Reports : Manager Safety Data Management, Manager Flight Safety, Manager Ground Safety
Corporate - monthly
Responsibility:
1. To determine the facts, conditions and circumstances pertaining to the incident or accident so that
conclusions as to the cause or contributory causes may be drawn, recommendation and corrective
action may be taken to prevent recurrence by systemic approach;
2. Conduct Incident / Accident Investigation;
3. Prepare incident/ accident and Hazardous investigation report;
4. To define hazard identification, assessed the risk and mitigate the risk to acceptable level;
5. Managing the Flight Operation Quality Assurance (FOQA)/ Flight Data Monitoring (FDM) System;
6. Liaison with provider FOQA/ FDM program (Garuda FDM);
7. Evaluating and analyzing the implementation and corrective actions of FOQA/FDM results for
potential safety hazards;
8. Preparing and reporting of FDM activity report;
9. Develop and update Emergency Response Procedure, manual and checklist;
10. Maintaining and updating the ERP Manual and Equipment;
11. Prepare and maintenance of Emergency Room and Emergency Kit;
12. Prepare and conduct ERP exercise periodically;
13. Act as Go Team on ERP Dispatch Team;
14. Prepare the Internal Safety Reporting System (ISRS) including the report forms;
15. Planning, maintaining, Safety Reporting System & data analysis, such as, Flight Data Monitoring in
implementing safety program in particular purposes to support the achievement of Company Goal;
16. Manage the flow of report to database and to Safety Action Team of the unit in charge/affected
department;
17. Monitoring and implementing corrective actions as the result of safety report;
18. Maintenance of all the records of SMS report data base & results;
19. Prepare Annual Report and trend monitoring of ISRS;
20. Summarized all the data and coordinate all safety data for quarterly and annually report to the
corporate;
21. To maintain safety awareness for the whole employee as a part of safety education;
22. Any safety information & publication as a tool for education for the whole personnel;
23. Develops & update Safety Management System manual, procedure and checklist;
24. To maintain liaison to the DGCA and NTSC.
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1.6.4 Senior Manager Aviation Security

Direct Reports : Manager AVSEC Standard, Analysis and Training, Manager AvSec Operation, Manager
AvSec Quality Control and Investigation
Corporate - monthly
Detail duties and responsibilities of Senior Managers Aviation Security are described in Citilink Indonesia
Security Program.
1.7 Authorities, Duties and Responsibilities of The PIC

Direct Reports : First Officers
Nomination
The PIC shall be nominated by Citilink Indonesia when 2 qualified pilots roster together for one flight or
series of flights.
Authorities
The PIC has:
1. Direct responsible and final authority for the operation of the aircraft.
2. Have authority to give all commands he deems necessary for the purpose of securing the safety of
the aircraft and of persons or property carried therein, and all persons carried in the aircraft shall
obey such commands.
3. Have authority to disembark any person (who appears to be under the influence of alcohol or drugs)
or any part of the cargo, or to refuse transportation of inadmissible passengers, deportees or persons
in custody if carriage poses any risk to the safety of the aircraft or its occupants.
4. Have authority to give all commands and take any appropriate actions for the purpose of securing the
safety of the aircraft and of persons and/or property carried;
5. Have authority to disembark any person, or any part of the cargo, that may represent a potential
hazard to the safety of the aircraft or its occupants;
General Responsibilities
The PIC shall:
1. Maintain familiarity with and be responsible for ensuring that the provisions to airworthiness,
maintenance status, equipment and operation of the aircraft are fully complied with, and
2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his functions.
Specific Responsibilities
The PIC shall:
1. Be responsible for the safety of all crew members, passengers and cargo onboard, as soon as the
PIC arrives on board the aircraft, until the PIC leaves the aircraft at the end of the flight;
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2. Be responsible for the operation and safety of the aircraft from the moment the aircraft is first ready
to move for the purpose of taxiing prior to takeoff, until the moment it finally comes to rest at the end
of the flight and the engine(s) used as primary propulsion unit(s) is(are) shut down;
3. Be responsible for the safe and efficient conduct of flight operations, the commercial nature of the
Company’s endeavour.
4. Be responsible for the safety and comfort of the passengers from the time of embarkation to the
time of disembarkation, keeping passengers informed of the progress of the flight by regular inflight
announcements.
5. Be capable of efficiently executing all technical duties and procedures required in the appropriate
manuals.
6. Ensure that all operational procedures and checklists are complied with, in accordance with the
Operations Manual.
7. Ensuring that the weather forecast and reports for the proposed operating area and flight duration
indicate that the flight may be conducted in accordance with any operating minima.
8. Use his initiative and act within company regulations and procedures, in the best interests of the
safety and efficient, after taking into account all known factors.
9. Maintain a high standard of discipline, conduct and appearance as a representative of the Company,
whilst developing a high level of esprit de corps amongst his crew, and prevent any instance of
unappropriate manor on the part of his crewmembers.
10. Take responsibility for developing his subordinate crew and provide, where required, reports on his
crew in the form of observations of performance and conduct in accordance with any assessment
scheme pertaining at that time.
11. Ensure that the necessary preflight safety briefing of passengers (location of emergency exits and
use of relevant safety and emergency equipment) is conducted in accordance with the Operations
Manual prior to departure.
12. Ensure that the aircraft is operated within the requirements of the CDL and/or MEL.
13. Ensure that all required documents and manuals are carried and remain valid throughout the flight
or series of flights.
14. The sole point of contact between the management and the crew of the flight.
15. Be responsible to ensure prior to flight that his/her crew is:
a) Adequately rested for the proposed duty by the company regulations
b) Not under the influence of drugs and alcohol
c) Not consumed any sedating drugs and/or alcoholic substance within 12 hours
d) Not been deep diving (more than 10 meters) within 48 hours
e) Not donated blood within 48 hours
16. Not permit any crew member to perform any activity during critical phases of flight, except duties
required for the safe operation of the aircraft;
17. All crew are briefed and an effective working relationship between pilot and cabin crew is established.
18. There is sufficient fuel, oil, oxygen and provisions for the proposed flight.
19. Fully comply with the company Safety Management System, ensuring to report all incidents that may
affect the safety, either immediately or in the future, of Company operations, whether defined as a
mandatory occurrence or not.
20. All the preflight inspections have been carried out.
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21. At the end of the flight, the Captain will ensure that all documents and reports requiring his signature
are properly completed and duly signed.
22. PIC shall not permit:
a) Any recorded data to be manually erased during or after flight in the event of an accident or an
incident subject to mandatory reporting.
b) The inflight simulation of emergencies while passengers and/or cargo are being transported
onboard the aircraft.
c) The simulation of Instrument Meteorological Conditions by artificial means.
1.8 Authorities, Duties and Responsibilities of Crewmembers Other Than The

PIC
1.8.1 First Officer
Reports to : PIC (when on duty), Chief Pilot
Authorities
1. The First Officer normally reports to the Chief Pilot, but from the reporting time prior to departure until
termination of duty period, he/she report to, is subordinate to, and is deputy to the PIC of the flight.
2. Is expected to report facts, which may influence the quality of the general flight execution to the PIC
and/or the Chief Pilot.
3. In the event of the incapacitation of the PIC, the First Officer will take the authority for the airplane
and the crew.
The First Officer must take all reasonable steps to:
maintenance status, equipment and operation of the aircraft are fully complied with.
2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his functions.
3. To carry out such duties concerning the flight, in accordance with the Standard Operating Procedures,
including procedures, limitations and performance relating to the specific aircraft type, as allocated
to him by the PIC.
4. To advice, inform and assist PIC, as may contribute favourable towards the safe and efficient conduct
of the flight. Notwithstanding the overriding authority of the PIC, the First Officer should not hesitate
to suggest a better course of action if he is convinced that a decision of the PIC merits discussion.
5. Has no doubts about his condition and proficiency before starting the flight execution.
The First Officer shall:
1. Be capable of efficiently executing all technical duties and procedures in the appropriate manuals
and documents.
2. Responsible for ensuring that all the documents and manuals required are available onboard the
aircraft before a flight.
3. Support the PIC in the management of the flight and decision making.
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4. Execute the tasks and duties assigned to him/her by the procedures specified in the Operations
Manual, or delegated to him/her by the PIC.
5. Safely and properly conduct the flight in compliance with the current flight plan. Any change to the
current flight plan has to be notified to the PIC.
6. Execute the function of the PF or PM, according to the decision of the PIC, obtaining and utilizing the
information necessary for the safe conduct of the flight, including cases of re-routing, re-clearance
and/or diversion.
7. Ensure that all operational procedures, limitations and checklists are complied with in accordance
with the FCOM and Operations Manual.
8. To confirm the safe navigation of the aircraft, maintaining a continuous and independent check upon
both the geographical position of the aircraft and its safe terrain clearance.
9. Managing all necessary flight documents in accordance with the requirements of the Operations
Manual to be handover to Flight Operation Officer.
10. Report to the PIC any hazard and/or incident that has or may endanger safety.
11. Maintain a high standard of discipline, conduct and appearance as a representative of the Company,
whilst developing a high level of esprit de corps amongst his crew, and prevent any instance of
unappropriate manor on the part of his crewmembers.
12. Seek and receive such information and/or explanation from the PIC, as may be necessary to enable
him/her to fulfill his function.
13. Ensure that the flight deck is left neat and tidy and that all post flight documents are deposited in the
proper place prior to leaving the flight deck at the end of the flight.
1.8.2 Cabin Crew In Charge (CIC)

Reports to : PIC (when on duty), Chief Cabin Crew
Cabin Crew In Charge (CIC) shall:
maintenance status, equipment and operation of the aircraft are fully complied with.
2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his /her
functions.
3. Responsible to the PIC and shall carry out his/her instructions and assist him/her in the safe operation
of the aeroplane, including the safe and expeditious evacuation of all passengers from the aircraft,
when required.
4. Maintain of a proper standard of crew discipline, conduct and personal appearance.
Cabin Crew In Charge (CIC) shall:
1. Direct and supervises Other Cabin Crews in duty and completion of all administrative work relating
to the flight; primary responsibility is the welfare of passengers in all aspects of cabin and safety and
service.
2. Ensure all Cabin Crew are fully prepared for duty and in compliance with appearance / grooming
standards and uniform regulations established by the company.
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3. Conduct crew emergency / service briefings prior to flight to ensure that Cabin Crews are
knowledgeable about required procedures and assignments.
4. Ensure that all documentation and any additional information relating to the flight are complied.
5. Coordinates preflight activities to ensures the following:
a) Inspection for proper maintenance of emergency equipment.
b) Emergency briefing of passengers.
c) Adequate provision of food / beverage tents, service equipment, and supplies.
d) Proper cleaning of the aircraft cabin.
e) Smooth, efficient, and controlled boarding process.
6. Coordinates with PIC, ground personnel, and other Cabin Crews regarding any delays, non-routine
incidents, or passenger problems.
7. Coordinates all communication with the Cockpit Crew, ensures adequate in-flight service is provided
to cockpit crew.
8. Performs all required passenger information announcements accurately and completely.
9. Inform passengers of emergency procedures, safety requirements, cabin facilities, and inflight
service,
10. Coordinates cabin service and monitors workload to ensure equal distribution among Cabin Crews.
Service duties are not complete until the service in all cabins has been successfully completed.
11. Performs duties of assigned working position, providing maximum safety, service, and attention to
passengers.
12. Communicates with passengers and Citilink Indonesia’s personnel in a pleasant, considerate, and
attentive manner.
13. Completes all company and government documentation, including the filing of informative and
objective Trip Report.
14. Ensures that passengers requiring special handling are properly attended during the flight and
escorted to the Citilink Indonesia ground representative at destination.
15. Completes all landing and post-landing duties, including accurate accounting for and proper
distribution of revenues collected in-flight.
16. Attends and participates in annual recurrent training, instructional courses or other meetings
necessary or requested by the company to ensure the development of skills, knowledge, experience,
and confidence in the duties and responsibilities associated with the Cabin Crew In Charge (CIC)
position.
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1.8.3 Other Cabin Crew
Reports to : PIC, Cabin Crew In Charge (CIC), Chief Cabin Crew
Cabin Crew shall:
maintenance status, equipment and operation of the aircraft are fully complied with, and
2. Maintain familiarity with such provisions of the Operations Manual, as necessary, to fulfil his/her
functions.
3. Maintain of a proper standard of crew discipline, conduct and personal appearance.
Cabin Crew shall:
1. Maintains knowledge of all emergency and service equipments and procedures for its use.
2. Provides maximum safety and attention at all times while passengers are onboard the aircraft.
3. Performs all assigned preflight duties to ensure proper maintenance of safety / service equipment,
adequate provision of food / beverage items, proper cleaning of the aircraft cabin, and emergency
briefing of passengers.
4. Reports all discrepancies to the Cabin Crew In Charge (CIC).
5. Performs all safety and service-related functions in accordance with procedures.
6. Maintain a neat, orderly, and safe cabin environment.
7. Responsible for accurate accounting for all revenues collected onboard the aircraft.
8. Communicates with all passengers and ground handling personnel in a pleasant, considerate, and
attentive manner.
9. Complies with all landing and post-landing duties.
1.8.4 Flight Dispatch Officer

Reports to : SM Operation Support and Dispatch (Chief Flight Operation Officer), Manager Flight
Following and Dispatch
Flight Operation Officer shall:
1. Knows the contents of Citilink Indonesia Operations Manual and OpSpecs, and the provisions of this
part necessary to the proper performance of his duties.
2. Hold a valid Flight Operation Officer license of airplane operated by Company issued by the DGCA.
Authorities
1. A flight may not be commenced unless an FOO specifically authorized that flight
2. A flight from an intermediate airport may not continue without re-dispatch if the airplane has been on
the ground more than 1 hour for domestic flight and more than 6 (six) hours for international flights.
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Responsibilities
1. Joint responsibility with the PIC for the safety and operational control of the flight.
2. Supporting the PIC in flight preparation and provide the relevant information required such as:
a) Aircraft Technical Status
b) Suitability of weather, airport and navigational facilities and NOTAMs, etc
c) Planning the most efficient flight (route and fuel calculation) consistent with safety
d) Passenger and load information
e) Special informations
f) Other related aspect required
3. Signing the Operational and ATS flight plans.
4. Filing the ATS flight plan with the appropriate ATS unit.
5. Providing the PIC when required, with appropriate information that may be necessary for the safe
conduct of the flight.
6. Cancelling or re-dispatching a flight if, in his/her opinion the flight cannot operate or continue to
operate safely as planned or released by Company regulations and procedures.
7. In the event of emergency that endangers the safety of the aircraft or persons:
a) Initiating relevant procedures, refer to Emergency Response Plan (ERP), while avoiding taking
any action that would conflict with ATC procedures.
b) Notify the appropriate authorities (refer to ERP), without delay, of the nature of the situation.
c) Request for assistance (refer to ERP), if required.
d) Conveys, by any available means, safety-related information to the PIC that may be necessary
for the safe conduct of the flight, including information related to any amendments to the flight
plan that become necessary in the course of flight.
Duties
1. Receive and provide hand-off briefing at duty change over times.
2. Maintain a log of information exchanges with respect to all flight operated under his/her authority.
3. If there is changes in an ATS flight plan that occur prior to departure, coordinating with the appropriate
ATS unit before transmission to the aircraft.
4. Provide a Dispatch Release Form to all aircraft dispatched.
5. Recommend delay or canceling of flight when deemed necessary or advisable for operational reason.
6. Inform Flight Movement Control of conditions present or anticipated, which may cause delays or
disruption to the on time performance of company flights.
7. Conduct proper in-person briefings to cockpit crew. All significant information, which may affect the
operation of the flight, will be discussed. The PIC and the FOO should agree that the flight could be
carried out safety in accordance with applicable state and company regulation.
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1.8.5 Flight Following Officer
Report to : Manager Flight Following and Dispatch
Flight Following shall:
1. Knows the contents of Citilink Indonesia Operations Manual and OpSpecs, and the provisions of this
part necessary to the proper performance of his duties.
2. Hold a valid Flight Operation Officer license of airplane operated by Company issued by the DGCA.
Responsibilities:
1. Joint responsibility with the PIC for the safety, security and operational control of flights under his/her
guidance during in flight.
2. Advice, support, briefs and/or assist the PIC in providing required information.
3. Monitoring RPL, ATS flight plan, over flying permit, and takeoff / landing permit for all flights. If there
is changes in an ATS flight plan that occur prior to departure, coordinating with Flight Dispatch unit
before transmission to the aircraft.
4. Monitoring and plotting into Computerized Flight Plan system, volcanic ash activity and tropical
cyclone report.
5. Updating aircraft technical status (MEL & CDL) into Computerized Flight Plan system.
6. Relaying aircraft technical status from PIC that may affect the assigned aircraft performance and
coordinating with OCC and MCC.
7. Deliver information realated to operational conduct from OCC to PIC.
8. Re-dispatching or coordinate with OCC in cancelling a flight, if in his/her opinion and/or the opinion of
the PIC, the flight cannot operate or continue to operate safely as planned or released.
9. Flight following, monitoring, and tracking of aircraft movement as well as providing information to the
PIC to support the flight.
10. Maintain a log of information exchanges of all flights operated under his/her authority.
11. In an emergency situation arising during flight that requires immediate decision and action, he shall:
a) Advices the PIC of the emergency, ascertains the decision of the PIC, and have the decision
recorded. If he cannot communicate with the pilot, he shall inform OCC to declare an emergency
(refer to ERP).
b) Keep the appropriate ATC facility and OCC fully informed of the progress of the flight.
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1.9 Succession of Command

The succession of command in connection with the execution of flights will be in the following order:
1. Pilot in Command / Captain
2. Second in Command / First Officer / RHS Captain
Order of Rank
The Order of Rank within a crew unrelated to the execution of a flight (e.g. introductions ceremonies,
mentioning in documents) will be:
1. Pilot in Command / Captain
2. Second in Command / First Officer / RHS Captain
3. Cabin Crew In Charge (CIC)
4. Other Cabin Crews
Description for Flight Crew Member:

Rank Function Operation
1. Captain PIC PF / PM
2. RHS Captain PIC / SIC PM
3. First Officer SIC PF / PM
1.9.1 Key Personal Backup

During a period of absence of more than one (7) days, the Senior Staff Members and Post Holders
ensure that backup staff is appointed.
This backup staff will be appropriate qualified and briefed prior to accepting the delegated responsibilities.
The delegation will be as follows:
Function Delegated to
VP Flight Operation Chief Pilot or Senior Manager delegated by VP Flight Operation
SM Operation Support & Dispatch VP Flight Operations or Manager Operation Support Engineering
SM Training VP Flight Operations or Manager Pilot Training
Chief Pilot VP Flight Operations or Deputies Chief Pilot
Note: Delegation of duty from key personnel shall be reported to DGCA.
1.10 Personal Competency

It is the responsibility of the company, each pilot and each person involved in the operations of the airline
to ensure that all required licenses, certificates and ratings are current and relevant before flying or
maintaining company aircraft. Any suspected or known medical condition that might invalidate a license
is to be brought to the attention of the Chief Pilot immediately.
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1.10.1 Pilot In Command / Captain
PIC must be holder of a current ATPL endorsed for the type of aircraft to be flown. In order to maintain
competency as PIC and his route qualification, he must:
1. Have demonstrated to the satisfaction of the Chief pilot or CCP within proceeding 12 months that he
has knowledge of:
a) Seasonal meteorological conditions
b) Communication and Navigation facilities including airport visual aids
c) Kind of terrain and obstruction
d) Minimum safe flight levels
e) Enroute terminal area SID and STAR, holding and authorized instrument procedures for the
airport involved.
f) Congested area and physical layout of each airport in terminal area involved
g) Notices to Pilot
h) The location of emergency facilities which are associated with the route along which he/she
expected to fly.
2. Demonstrated to the satisfactory of the Annual Line Check in piloting technique, SOP and emergency
procedures check flight performed in aircraft of the same type for which the competency is sought or
to be maintained within the preceding 12 months his assigned to any flight.
3. In the preceding 12 calendar months has made an entry (including a takeoff and landing) as PIC or
First Officer into special areas and airport.
4. Have performed within preceding 90 days at least 3 takeoff and landing in aircraft of the same type
he expected to fly.
5. For recurrent purpose 2 times preceeding 12 calendar month at least one at FFS (Full Flight Simulator)
with 6 axis and one at FBS (Fixed Based Simulator) with 3 axis.
6. Demonstrate English language proficiency minimal ICAO level 4.
7. In the preceding 12 months satisfactory completed all mandatory training stated in OM Part D -
Chapter 2.
1.10.2 Second In Command / First Officer

A first officer must be the holder at least current CPL, Instrument Rating and multi engine endorsed for
the type of aircraft he expected to fly and to maintain competency First Officer must:
1. Have at least 75 flying hours on type of aircraft flown.
2. Have performed within preceding 90 days at least 3 takeoff and landing in aircraft of the same type
he expected to fly.
3. For Recurrent purpose at least twice in FFS (Full Flight Simulator) within 12 calendar months (once
in FFS within 12 calendar months for Second In command in RHS Qualification).
4. Minimum Language Proficiency (English) ICAO Level 4.
Chapter 2.
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1.10.3 Cabin Crew

Cabin Crew authorized to perform their duties on company’s aircraft must have:
1. Demonstrated to the satisfactory of the Competency Check within the 12 months
2. The ability to perform all emergency procedures and normal services to satisfactory standards for the
type of aircraft their certificate endorsed.
Chapter 2.
1.10.4 Flight Operation Officer

Citilink Indonesia will not use any person as an aircraft dispatcher for a particular airplane group unless
that person has, with respect to an airplane of that group, satisfactorily completed the following:
1. Met the New Hire FOO requirements as stated in OM A Chapter “5.3.1 New Hire Flight
Operation Officer”.
Chapter 2:
3. In the preceding 12 months have passed FOO competency and 3rd class medical check.
1.10.5 Medical Requirement

Each crew member must prove their physical fitness by medical examination every:
1. 6 (six) months for Flight Crew
2. 12 (twelve) months for Cabin Crew and Flight Operation Officer
1.11 Crew Regulations

1.11.1 Accident / Illness
Accidents or illness before performing duty must be reported immediately to:
1. The PIC and/or the Station Manager (when away from home base) and
2. OCC when not on duty.
The crew member must inform the OCC about the expected duration of illness, and any change in
duration.
The crew member must produce a medical certificate for such period of illness from a medical practitioner
recognized by the company within 48 hours of reporting sick.
A crew member who wishes to leave base during his period of sick leave must first obtain permission
from his respective Chief Pilot and Chief Cabin Crew provide with a contact telephone number and/or
address.
1.11.2 Behaviour in Public

Each crew member must be aware that he is a representative of the Company and that people will
identify his appearance with it. The image of Citilink Indonesia depends largely on the behaviour of every
employee.
Discussions on Company confidential subjects must not be held in public or with other crews or other
crew members on duty, nor should negative statements be made about the Company.
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No person is allowed to upload any photo and/or video and/or statement in social media related to Citilink
Indonesia that might have negative consequences to the Company.
Locations shall not be visited if the possibility exists of creating a wrong impression, which may be
detrimental to the reputation and image of the Company. This rule equally applies to crew members
not in uniform, and especially during night stops. All crew members should ensure that they and their
colleagues always comply with the above regulations.
1.11.3 Cabin Circuit Breaker Procedures

Cabin Crew are not allowed to reset any Circuit Breaker in-flight. Cabin crew must inform the PIC and
Cabin Maintenance Log will be filled accordingly, if the aircraft is on ground Maintenance personnel must
be consulted and a Cabin Maintenance Log must be filled.
1.11.4 Company Identity Card

At the beginning of employment an Identity Card will be issued to the crew member.
This Identity Card shows the holder to be an employee of the Company. The date of employment is the
basis for requests for FOC tickets for flights with the company.
The loss of any personal document must be reported immediately to the respective Department and the
OCC. When leaving the company all documents, which have been provided by the company, must be
returned. The usage of imitation Company ID Card and/or other attributes is not allowed.
Wearing the ID Card is mandatory during any duty assignment.
1.11.5 Contact of Crew Abroad

Crew members shall keep the PIC informed of their whereabouts. Crew members shall checked-in and
must be back at the hotel from trips outside at least 1 hour before the scheduled pick up time from the
hotel.
Crew members shall leave a contact number with the PIC where they can be reached. In cases where
no contact numbers are available, it is the responsibility of the crew to contact the hotel reception for any
absence of more than 6 hours.
1.11.6 Crew Baggage

It is the Company’s requirement that the same type of baggage be used when on duty.
Only personal luggage will be considered as Crew Baggage. It must have a special label identifying it
as such. Crew Baggage will be transported in the cargo compartment apart from briefcases required in
the flight deck.
If the Crew baggage is missing then crew member should file an official ‘missing baggage’ complaint at
the station.
1.11.7 Crew Deadheading and Positioning

Deadheading and positioning crew have to be at check-in counter at least 30 minutes before ETD. Crew
do have priority over other staff passengers at the check-in counter.
In Deadheading and Positioning, crew must be in uniform (for pilots without epaulette) or in office attire.
Consumption of alcohol is not allowed when crew are deadheading or positioning.
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1.11.8 Crew Hotels / Stopovers Away From Base

All crew members shall comply with all instructions required for the specific country before leaving the
aircraft.
Citilink Indonesia will provide hotel accommodation for the crew when away from base. Citilink Indonesia
will pay for the room and limited laundry. All other expenses are the responsibility of the individual crew
member. All personal bills must be settled by the crew member prior to checking out.
The Company or the handling agent will arrange crew transportation to and from the hotel.
The PIC will make any complaints about the transportation to the Chief Pilot.
In the case of unforeseen night stops, or when there is no reservation made by Citilink Indonesia, the PIC
will decide which hotel (within Company standard hotel) is to be taken by the crew. Whenever possible,
the whole crew shall stay in the same hotel. The Station Manager (or PIC when no Station Manager
available) shall seek the assistance of the handling agent in arranging the transport.
The PIC will advise crew of pick-up time for transportation to the airport. It should be arranged so that the
crew will arrive at the airport for sign-on time before the scheduled time of departure.
Usually all crew members will use crew transport and accommodation provided by Citilink Indonesia.
Should a crew member not require accommodation he must inform the PIC and ask for permission prior
to departing. He must leave his contact details with the PIC. Crew members shall checked-in and must
be back at the hotel from trips outside at least 1 hour before the pick-up time from the hotel.
At check-in for flight duty the crew members shall present themselves to the PIC.
When staying in hotel accommodation, all crew members shall refrain from any action or behaviour that
could lead to complaints from the hotel management; and refrain from making direct complaints to hotel
personnel, but forward it to Citilink Indonesia by the proper channels.
1.11.9 Crew Activity During Layover

Crew during at a layover station are to refrain from participating in any dangerous sports or activities that
may result in them being unable to continue with their flying duties.
1.11.10 Customs and Currency Regulations

All crew members have to pass through local customs, immigration, currency control, etc. as prescribed.
Every person must comply with the local customs and other special immigration regulations, which may
often be more restrictive for crew members than for passengers.
Crew members must declare all goods liable for duty and are responsible for duty charges.
The same policy applies to restrictions on import or export of currencies.
1.11.11 Dress Code
For Office
Crews are expected to be properly attired while in Citilink Indonesia premises. The dress code shall be
national dress or trousers, shirts with collars and shoes. No shorts, sandals or slippers are permitted.
For Layover
Crews are expected to be properly attired while in Citilink Indonesia premises. The dress code shall be
t-shirt, shirt with collar, trousers in dining area and no pajamas, shorts and slippers are permitted.
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1.11.12 Handling of Company Material
All crew members are obliged to handle all company material with great care. The company may claim
compensation from a crew member for damage caused by him. Crew members shall maintain the
manuals, handbooks and other documents handed over to them in good condition.
When the employment contract terminates everything belonging to the company must be returned.
Crew members are strictly not allowed to take any articles, such as small gifts, (e.g. toys), catering items,
parts of cabin or galley equipment, from the aircraft.
1.11.13 Flight Documents

Crews shall not write or scribble on the Manuals, plates/charts or any other flight documentation kept on
board our aircraft. These are legal documents and must be maintained in immaculate conditions at all
times.
1.11.14 Headsets on Aircraft

Personal use of any headsets other than the approved and indicated in aircraft publication is not allowed.
Below is the list of headsets manufacture certified for Airbus A320.
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1.11.15 Leave
All Flight Crew are entitled for annual leave as provided for in their service contract. The Flight Crew can
avail their leave twice in a year. This yearly period commences from the date of joining.
All leave is to be availed as per the rostered plan. In exceptional situations, Chief Pilot may revise the
approved leave dates.
The leave will be based on bids and will be allocated in a calendar year. The crew will be allocated leave
in 2 bids.
1.11.16 Local Contact of Crew

All crew members must have a personal phone line and active company and/or personal email address.
1.11.17 Public Statement by Crewmembers

No crew members are allowed to make statements to the press, media or public, unless they are
authorized by Citilink Indonesia.
1.11.18 Tips
Any donations (tips or presents) offered by passengers should be politely refused.
1.11.19 Uniform and Appearance

1.11.19.1 Uniform
The Company provides each crew member with a standard crew uniform and accessories.
The uniform portrays the image of the Company and identifies the wearer as its representative.
It is imperative that the best and uniformity image is presented to the public at all times and as per the
policy, each crew member should be immaculate in appearance when wearing the Company uniform.
The shirt and pants shall be properly sized. The pants shall be under the ankle.
It is the PIC’s responsibility to ensure that his crew members are appropriately attired for the flight.
1.11.19.2 Appearance
Each crewmember should be immaculate in appearance when on duty. Hair, moustaches, sideburns and
beard shall be neatly shaved or trimmed. Moustaches and beard are not allowed for cabin crew.
1.11.20 Regulations for Wearing the Uniform

It is the responsibility of each crew member to ensure that only uniform items issued by the Company
are worn.
1. All accessories (tie, pin, belt, shoes, epaulettes, etc...) shall be clean and worn in proper place.
Earings only for female crewmember.
2. Hats are to be worn at all times when in public view outside or inside the aircraft.
3. The uniform must always be worn when on flight duty. It must not be worn off duty except when
travelling to and from duty. Non-uniform items of clothing must not be visible when worn with the
uniform.
4. To anticiapte for unforeseen night stops, crew should carry spare clothes (including uniform) with
them.
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5. Shoes to be used to perform duty is the official shoes in black leather color.
6. Bags to be used to perform duty is the official bag in dominant black or dark color.
1.11.21 Violation of Customs or Currency Regulations

It must be clearly understood that non-compliance with the customs regulations and other official controls
is a very serious offence against Company regulations and the laws and regulations of any country.
Anybody caught smuggling or willfully breaking currency or other regulations can expect immediate
dismissal from the Company as well as heavy fines or even imprisonment.
1.11.22 Water Bottles on the Flight Deck

Water bottles can be present in the flight deck provided they are always secured in the waster bins when
not being used.
At no time should water bottles be left unsecured on the flight deck and crews must ensure that the
bottles are removed from the flight deck at the end of the flight.
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Operation Control and Supervision
Chapter 2
2.1 Operational Control Center

2.1.1 Objectives
The objective of the flight operations is achieved by:
1. Putting in place an organizational structure suitable to the scale and the scope of the operations with
the application of the Safety Management System.
2. Defining the functions and the responsibilities within this organization
3. Defining in the Operations Manual, the policies and the procedures in compliance with the regulatory
requirements, the content of the granted AOC and its associated Operations Specifications and
Aircraft Condition and Limitation (ACL).
4. Ensuring that the aircraft are operated in accordance with the Operations Manual and within the
approved limitations contained in its Airplane Flight Manual.
5. Ensuring that the aircraft are operated in accordance with the terms of the Certificates of Airworthiness
and with the approved Minimum Equipment List (MEL).
6. Promulgating additional operational instructions and information when needed
7. Setting up operational procedures and instructions for all types of flight operations.
8. Putting in place an Operational Control Center (OCC) to supervise and manage all operational daily
events in respect of the safety, the efficiency of the operations and the satisfaction of the passengers.
In this aim, the OCC ensures with the Maintenance Control Center (MCC) that maintenance actions
can be performed or planned in accordance with the aircraft flight planning to ensure the airworthiness
of the aircraft during daily operations.
9. In case of force majeure, OCC may be backed-up from SUB Flight Operation.
Note : OCC Address

GMF Management Building 1st Floor
Bandara Soekarno Hatta - Cengkareng
Tangerang 19110
Indonesia
Telp: +62 21 5591-5647
2.1.2 Before The Flight

1. OCC co-ordinates the latest information on the planned flight. Before PIC has started his flight duty,
the OCC has authority to take the necessary decisions to ensure the flight or to cancel it.
2. Once the PIC has commenced his flight duty, the Flight Dispatcher or OCC must inform and consult
him about all matters dealing with his flight, his crew and his aircraft.
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3. The Station Manager supervises all airport activities (passenger, ground handling, loading). He co-
ordinates the progress of these activities with OCC and the PIC of the flight.
2.1.3 Initiation of The Flight

It is the responsibility of the PIC to initiate the flight.
2.1.4 Once The Flight Has Commenced

1. The authority to dispose of the aircraft is by the PIC
2. Flight Following Unit in Operations Control Centre (OCC) must provide the PIC with any information
having an operational impact or with information requested by the PIC.
Note : For detail of the Flight Following / Watch, refer to OM Part A - Chapter “8.2.2 Flight Following /
Watch”
2.1.5 After The Flight

The PIC must report to the Chief Pilot and if necessary to the Safety Security and Quality division, any
operational procedure deviation and any event providing useful information for the enhancement of flight
safety.
2.2 Supervision of The Flight Operation

Under the authority of the Accountable Manager (CEO), the VP Flight Operations is responsible for the
overall supervision of flight operations. He coordinates and supervises the flight operations department.
2.2.1 Operational Documentation

General Description
1. Citilink Indonesia shall establish an operations manual (OM).
2. The content of the OM shall reflect the requirements set out in DGCA as applicable, and shall not
contravene the conditions contained in the Operations Specifications to the Air Operator Certificate
(AOC).
3. The OM may be issued in separate parts.
4. All operations personnel shall have easy access to the portions of the OM that are relevant to their
duties.
5. The OM shall be kept up to date. All personnel shall be made aware of the changes that are relevant
to their duties.
6. Each crew member shall be provided with a personal copy of the relevant sections of the OM pertaining
to their duties. Each holder of an OM, or appropriate parts of it, shall be personally responsible for
keeping their copy up to date with the amendments or revisions supplied by Citilink Indonesia.
7. For Citilink Indonesia:
a) For amendments required to be notified (changes not requiring prior approval), Citilink Indonesia
shall supply the Principal Operation Inspector (POI) with intended amendments in advance of
the effective date; and
b) For amendments to procedures associated with prior approval items, approval shall be obtained
before the amendment becomes effective.
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8. When immediate amendments or revisions are required in the interest of safety, they may be
published and applied immediately, provided that any approval required has been applied for.
9. Citilink Indonesia shall incorporate all amendments and revisions required by the authority.
10. Citilink Indonesia shall ensure that information taken from approved documents, and any amendment
thereof, is correctly reflected in the OM. This does not prevent Citilink Indonesia from publishing
more conservative data and procedures in the OM.
11. Citilink Indonesia shall ensure that all personnel are able to understand the language in which those
parts of the OM which pertain to their duties and responsibilities are written. The content of the
OM shall be presented in a form that can be used without difficulty and observes human factors
principles.
2.2.2 Competence of Flight Operations Personnel

Competence of operations personnel is monitored:
1. For Crewmembers:
a) A training and checking program ensures that each crewmember is competent.
b) The monitoring of the validity of the licences and qualifications ensures that crewmember without
valid required licences or qualifications cannot be nominated as crewmember on a flight.
c) Line checks also allow assessing flight crewmembers competence and adherence to the airlines
policies and procedures.
2. For Flight Operation Officer:
a) The Manager Flight Following and Dispatch must ensure that they are competent to perform their
tasks and that they have received the needed training.
b) Specific license or qualification are required to ensure that the required competence is fulfilled.
2.2.3 Licence and Qualification Validity

The supervision of licence and qualification validity is performed by:
1. The Training Department, which follows the qualifications and licence validity of the flight operation
personnel.
2. Chief Pilot Department in coordination with Training Department shall check that the medical
certificate, the licenses and the qualifications of the crewmembers designated to fly are valid and
appropriate for the scheduled flights.
3. Operation Control Center, which checks the validities before the flight.
Note: Each license entitles its holder to exercise its privileges, as long as its remains valid. Nevertheless, in the end,
it is the holder’s responsibility not to perform a flight without having the required valid license and qualifications.
2.2.4 Flight Duty Time

The supervision of flight duty time and rest period is ensured by:
1. Crew Planning which takes account the flight / duty time and rest period of the crewmembers in the
monthly planning.
2. Operation Control Center, which takes account the actual flight / duty time and rest period in the daily
planning.
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Nevertheless, it is crewmember personal responsibility not to perform a flight without complying:
1. With the maximum Flight / Duty time requirements or with its authorized exceedance.
2. With minimum rest time or with its authorized reduction.
2.2.5 Airports, Routes and Areas of Operations

Flight crew must have current and suitable airport and route documentation to perform their flight and if
needed, flight crew must be specifically trained and qualified to operate specific (Cat C) airports, routes
or areas.
Operations Support Engineering unit must provide:
1. The list of airports or of airport procedures adequate for the operations. This list must be kept updated.
2. The performance computations. They must be updated to take account of new operational constraints.
Runway and obstacles data have a direct impact on takeoff and landing performance and must be
especially monitored. For that AIP and NOTAM(s) can be used.
2.2.6 Documents Control Analysis and Records

Records, flight documents, and reports are used for the supervision of the flight operations. By examining
and signing the documents used for the flight preparation, the PIC certifies that he is satisfied with the
flight preparation.
Flight documents to be retained on ground for at least the duration of the flight are:
1. Copy of the operational flight plan
2. Route specific NOTAM documentation if specifically edited by Citilink Indonesia
3. Trim and Load Sheet documentation
4. Special loads notification
5. Passenger Manifest
These documents must be retained until they have been duplicated at the place at which they will be
stored.
2.2.6.1 Aircraft Maintenance Log

After each flight the PIC must ensure the completion of the Aircraft Maintenance Log (AML). The AML
is the link between flight crew and maintenance. It allows the supervision of the aircraft technical status
and of the performed repairs.
For detail refer to OM Part A - Chapter “8.1.7.8 Aircraft Maintenance Log System”
2.2.6.2 Aircraft Flight Log

General
The aircraft journey log, or equivalent, should include the following items, where applicable:
1. Aircraft nationality and registration,
2. Date,
3. Name(s) of crew member(s),
4. Duty assignments of crew member(s),
5. Place of departure,
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6. Place of arrival,
7. Time of departure,
8. Time of arrival,
9. Hours of flight,
10. Nature of flight (scheduled or non-scheduled),
11. Incidents, observations, if any,
12. Signature of person in charge.
The PIC is responsible for all entries made in Aircraft Fight Log. On enroute stations, after the refueling
data has been entered, the completed sheets shall be filed as indicated on the Aircraft Flight Log.
When the aircraft has to return to the airport of departure, this airport should be stated as the station of
arrival, instead of the originally intended destination.
The Time Log Entries can be referred to printed MCDU (ATSU/ACARS) data (if available) and consider
as a part of flight document.
2.2.6.3 Safety Report

The PIC must report the occurrences and filled Safety Report foms (Air Safety Report or Operation
Hazard Report or Trip Report or Vibration Reporting Sheet) that have or may have a hazard or safety
impact on the operations to the Safety Security and Quality division.
The Safety Report form shall be addressed to:

PT. Citilink Indonesia
Safety Security and Quality Division
GMF Management Building 2nd Floor
Bandara Soekarno-Hatta
Tangerang, Banten - Indonesia
Phone: 62 21 29341000 | Mobile: 62 8111 092 767 (hotline 24H) | Fax: 622129308786
PIN BB : 2AFFE466
safety@citilink.co.id | www.citilink.co.id
2.2.7 Digital Flight Data Recorder (DFDR) and Cockpit Voice Recorder (CVR)
The PIC will assure that:
1. Flight data recorder is NOT disabled, switched off or erased, in the event of an accident or an incident.
2. Cockpit voice recorder is NOT disabled or switched off unless he believes that the recorded data
(which otherwise would be erased) should be preserved for investigative purposes.
3. Data on a cockpit voice recorder is NOT manually erased in the event of an accident or incident.
2.2.7.1 Flight Data Recorder

The Flight Data Recorder recordings may not be used for purposes other than for the investigation of an
accident or incident subject to mandatory reporting except when such records are:
1. Used by Citilink Indonesia for airworthiness or maintenance purposes only; or
2. De-identified; or
3. Disclosed under secure procedures.
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In this context, the flight data of each flight are analyzed through specific process and tool by the SSQ
Division to identify hazardous situations or hazardous trends.
Depending on the results of flight data analysis, the VP SSQ requests corrective or mitigating actions to
improve the level of the safety of the operations.
2.2.7.2 Cockpit Voice Recorder Data

The Cockpit Voice Recorder recordings may not be used for purposes other than for the investigation
of an accident or incident subject to mandatory reporting except with the consent of all crew members
concerned.
2.2.8 Document Storage Period

In case not otherwise specified all physical documents and records will be stored in a clearly specified
area within the relevant section of the Flight Operations Division.
Table 1 - Flight Document

Document Retention Responsibility
• Dispatch Release
• Operational Flight Plan
• Load Sheet and Trim Sheet
• Passenger Manifest
• Notification of special loads including Dangerous
Goods Operation Support and Dispatch
3 months
• Notification of special categories of passengers such Department
as handicapped persons, inadmissible passengers,
deportees and person in custody, security personnel.
• Route specific NOTAM/AIS briefing
• Weather Information
• Takeoff and Landing Data Card
Aircraft Maintenance Log (AML) 6 months Engineering & Maintenance Division
Aircraft Flight Log (AFL) 6 months Chief Pilot Department
Table 2 - Safety Reports

Trip Report not related to Safety 3 months SSQ Division
ASR, VSR and other report related to Safety 5 years SSQ Division
Reports on exceedance of duty and/or reducing rest periods
3 months OCC Department
(discretion report)
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Table 3 - Flight Operation Personnel Records

Flight, Duty and Rest time 6 months OCC
Flight Crew License as long as crewmember
Initial Training (including command training) is servicing for Company
Physical Examination Certificate 6 months
Conversion Training and Checking 3 years
Recurrent Training 3 years
Training and checking on operating in either pilot’s seat 3 years
Airport and Route Qualification (ARQ) 3 years
Training
• Training and qualification for specific operations when required Department
• Specific: LVP, RVSM last 2 training records
• Equipment: TCAS, GPWS/EGPWS
AVSEC, CRM Training 6 months
Dangerous Goods 3 years
Recency-of-experience 15 months
Release from employment or physical or professional
6 months
disqualification of any Flight Crewmember or FOO
Table 4 - Records for Other Operations Personnel

Training / qualification records of other
personnel for whom an approved training last 2 training records Training Department
program is required
Table 5 - Other Records

Safety & Quality System records 5 years SSQ Division
Document Distribution Records 1 year Operation Support Publication Dept.
All records not listed in Table 1 to 4 above 6 months Respective Department / Division
Table 6 - Backup Data Records

All backup data records of Minimum same period like paper documents in
Training Department
operational personnel tables above
Citilink Indonesia shall maintain records of all training, checking and qualifications of each crew member.
2.2.8.1 Record Keeping

The record keeping system should ensure that all records are accessible whenever needed within a
reasonable time. These records should be kept in proper storage and organized in a way that ensures
traceability and retrievability throughout the required retention period.
Training record keeping system in Citilink Indonesia is provided by both soft copies, hard copies and also
controlled via Geneva System by Training Department.
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A summary of training should be maintained by Citilink Indonesia to show every crew member’s
completion of each stage of training and checking.
Flight Document Record Keeping Chart
CREW FINISHED DUTY
Flight Document and AFL
Collect Within 5 Days Flight Operation

FLOPS
Office
OFD4 Flight Doc AFL

Doc Storage (hardcopy) OFA Admin
Softcopy Softcopy
Training Document Record Keeping Chart
Training Completed
Training Document Or
and Certificate
Geneva System Training Admin SSQ Admin
Hardcopy Hardcopy
Softcopy Softcopy
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Safety Report Record Keeping Chart
OCCURENCE
Crew Email
Safety Department
to SSQ & OFA
FOO Scan &

FLOPS
Email to SSQ
OFA Admin
SSQ Admin
2.2.9 Flight Operation Information and Instruction

2.2.9.1 Flight Operation Notices
Flight Operation Notices are part of an administration & control that will not affect the manual to be
revised.
This temporary note could be a company policy / regulation / reminder, which does not affect the
operations procedure and applies in certain periods or specific conditions.
Flight Operation Notices which includes:
1. Flight Crew Notice (FCN) issued by Chief Pilot
a) Changes of aerodrome approach procedures, minima, departure or missed approach procedures.
b) Change in aircraft operating procedures.
c) Safety information based on airline experience or studies.
d) Safety information following aircraft manufacturers or authorities advises.
e) Security measures
f) Country regulations change (i.e. immigration, visa, health).
g) Any company policy that has impact to daily operational.
2. Cabin Crew Notice (CCN) issued by Chief Cabin Crew
a) Change in procedures
b) Specific technical notices such as charter flight and the assosiated operational impact.
c) Information and reminder which could have operational impact.
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3. Flight Dispatch Notice (FDN) issued by Chief Flight Operation Officer
a) Change in dispatch procedures
b) Specific technical notices such as weather fenomena which have operational impact.
c) Information and reminder which could have operational impact.
4. Flight Training Notice (FTN) issued by SM Training
Training program such as training syllabus.
5. Technical Notice (TN) issued by Technical Pilot and covers such as:
a) General technical or engineering notices, such as information on the type and qualities of the
anti-icing and de-icing fluids being used.
b) Specific technical notices, such as information on the aircraft technical status, or modification
being progressively carried out on an aircraft type and the associated operational impact.
c) Any aircraft system issue and associated operational procedures, especially when an Airbus
OEB or Boeing Technical Operation Notice is applicable.
d) Airbus OEB or Boeing Technical Operation Notice reminder and associated update of procedures
in QRH and FCOM and to follow the Airbus OEB or Boeing Technical Operation Notice cancellation
process.
e) Operational and technical differences between aircraft of a same fleet.
f) Aircraft performance, routes and airport studies, specific operations.
2.2.9.2 Safety Information

Safety Information is a means to disseminate Safety Information and/or Safety Campaign. The main aim
is to publish any information regarding safety such as trend or event that happened and reported.
2.2.9.3 Inter Office Memo (IOM)

Issued by Aviation Security, Crew Scheduling, IT Division, Human Capital or other Administration:
1. Telephone number change.
2. Country regulations change (immigration, visa, and health…)
3. Security measures
4. Other internal management memo
2.2.9.4 Flight Operation Notice Record

1. When applicable, the information / instruction must state the issue date along with the beginning and
end dates of its applicability. If unable to state the applicability period, it shall state “Valid Until Further
Notice”.
2. All the FCN, CCN, FDN, FTN and TN shall be recorded as long as needed.
3. The issued of these notices in a softcopy form are responsibility of the department concerned. If
a form of a hardcopy is needed, then the department concerned shall coordinate with Operation
Support Publication for its publication.
4. Distribution of notices to all station is in a form of softcopy, unless a station which be a part of remain
overnight station for crew shall keep the notice in hardcopy and put it in a suitable folder that can be
quickly review by the crew and dispatcher and briefed when demanded by operation condition and
requested.
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5. All notices which effecting SOP shall be noted and reviewd with coordination of Flight Standard
Department at the end of the year, either to be revised in the Operating Manual and/or other related
manual.
6. All notices shall be addressed to Flight Standard Department once they have been published or
revoked.
7. The department concerned responsible for issuance of information or instruction is also responsible
for its follow-up and cancellation.
2.2.10 Bases
Citilink Indonesia has 2 bases, Jakarta as operational base, Surabaya as company and crew base and
other crew bases which are determined by Company.
For the Operation Control Center (OCC) resides at GMF Management Building, Cengkareng (CGK) and
at Juanda International Airport Surabaya (SUB) as backup.
The flight duty limitation detail for SUB base refer to OM Part A Chapter 7.
2.3 Power of Authority

2.3.1 Air Operator Certificate (AOC)
DGCA has the power to deliver the right to operate commercial flights by means of an Air Operator
Certificate (AOC). The AOC may be varied, suspended or revoked if the Authority is no longer satisfied
with the safety of the operations.
DGCA may direct, in the interest of safe operations, by means of Operational Directives that an operation
shall be prohibited, limited or subjected to certain conditions.
Operational Directive states:

1. The reason for issue;
2. Applicability and duration; and
3. Action required by Citilink Indonesia.
DGCA has the power to:

1. Determine the adequacy, relevance and consistency of Citilink Indonesia’s compliance with the
requirements;
2. Assess the efficiency of Citilink Indonesia’s internal monitoring procedures and confirm the availability
of sufficient resources and proper processes, as documented by Citilink Indonesia’s Quality System;
3. Verify by means of inspections, compliance with the requirements and the effectiveness of Citilink
Indonesia’s Quality System;
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2.3.2 Inspections
DGCA has the power to assess the continued competence of Citilink Indonesia’s by inspection, auditing
and monitoring Citilink Indonesia activities.
Any time such a ground inspection is conducted in the premises of Citilink Indonesia, a competent
member of the inspected department and a representative of the Quality Department of Citilink Indonesia
can accompany the member of DGCA.
For flight inspections, any person authorized by DGCA must be permitted at any time to board and fly in
any aircraft that is operated in Citilink Indonesia and to enter and remain on the flight deck.
However, at any time, the PIC may refuse access to the flight deck if, in his opinion, the safety of the
aircraft would thereby be endangered.
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Management System
Chapter 3
Management System
3.1 Introduction
3.1.1 Preface
The purpose of this chapter is intended to serve as a guide for all Citilink personnel for the creation and
operation of a flight safety function to aircraft operations within company.
This chapter is guidance only as a quick reference guide; the detail procedure might be laid down on
other manual.
Refer to provision of the Civil Aviation Safety Regulation (CASR) Subparts C., CASR SMS, DGCA AC
120-01 Air Carrier Flight Safety Program and DGCA AC 120-92 Introduction to Safety Management
System for Air Operators, an air carrier shall develop and maintain on continuing basis, a Safety Program,
that is appropriate to the scope and size of its operation and has a high capability to detect, analyze and
mitigate any risks which may pose or threat to the safety of the air carriers operations.
To improve on existing levels of aviation safety in the light of the continuing growth of the industry,
additional measures are needed. One such measure is to implement Safety Management System.
Such a system is as important to business survival as a financial management system and the
implementation of a Safety Management System should lead to achievement of one of civil aviation’s
key business goal; enhanced safety performance aiming at best practice.
The Citilink Safety Management System is an encompassing program designed to identify all possible
hazards within the airline and its operations, and to seek and apply solutions to reduce risks to people
and property.
3.1.2 General Concept

3.1.2.1 Considered Domain
The concept of management system can be applied to several domains, such as:
1. Safety (Safety Management System - SMS)
2. Crew fatigue (Fatigue Risk Management System - FRMS)
3. Environment
This concept can be applied to other domains than Safety.
3.1.2.2 Framework
Citilink Indonesia has defined a framework for the Safety Management System which includes 4 main
components:
1. Policy and objectives
a) Commitment of the CEO / Accountable Executive on the considered domain (Safety commitment)
b) Maintain the Domain risks (Such as: Safety risks, …) at an acceptable level
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c) Assurance to reach and maintain the Domain objectives (such as: Safety objectives, …)
2. Risk Management
a) Identification of hazards for the considered domain
b) Assessment of the associated Domain Risks
c) Mitigating actions to reduce and to maintain Domain risk at an acceptable level
3. Assurance
a) Assurance aims to reach and to maintain objectives and targets
b) Performance monitoring aims to measure the gaps with the objectives / targets
c) Continuous improvement aims to enhance the overall performance of the considered Safety
Management System by improving objectives and targets
d) Management of operational and/or organizational changes.
4. Promotion
a) Training programs
b) Communication plan
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The management system described in this chapter includes the:

1. Safety Management
2. Compliance Monitoring Function
3. Security Function
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3.1.2.3 Management System Process
Management process chart:
Note:
- The elements of the Management system are displayed in green in the Management Process Chart.
- The activities of Citilink Indonesia and their management are displayed in blue in the Management Process
Chart.
- The Management System can be operational only if its links with the management of Citilink Indonesia activities
is well established. These links and the associated elements are displayed in orange in the Management
Process Chart.
The Management System includes:

1. The Accountable Executive (CEO)
2. The Safety Action Board (SAB)
3. The Safety Action Team (SAT)
4. The Safety Manager (VP SSQ)
5. The Quality Assurance Manager
6. The Aviation Security Manager
The Management System involves the Nominated Persons and the Operational Managers for safety
delivery.
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3.2 Safety Management System Organization and Accountability

Safety is the responsibility of all personnel of Citilink Indonesia and must be the first concern in performing
any task or taking any decision. The Safety Manager acts to:
1. Run the Management System
2. Inform operational managers on safety matters
3. Advise Citilink Indonesia Management on safety related issues.
It is important to note that the VP Safety Secuity and Quality is not responsible for safety delivery. The
operational managers are in charge to determine and to implement appropriate mitigations or corrective
actions needed to:
1. Reduce the risks in their activities to an acceptable level
2. Ensure that their activities are performed in compliance with the regulatory requirements, and with
the procedures and standards established by Citilink Indonesia.
3.2.1 Safety Security and Quality Organization Structure
Address:
Safety Security and Quality Division
GMF Management Building 2nd Floor
Bandara Soekarno-Hatta
Tangerang, Banten - Indonesia
Phone: 62 21 29341000 | Mobile: 62 8111 092 767 (hotline 24H) | Fax: 622129308786
PIN BB : 2AFFE466
safety@citilink.co.id | www.citilink.co.id
Issue 02 - Rev. 01
Jun 1st, 2016
Chapter 3
5
OPERATION
MANUAL A
GENERAL
Management System
OPERATION
MANUAL A
3.3 Citilink Indonesia Safety, Aviation Security and Corporate Quality Policy
3.3.1 Citilink Indonesia Safety Policy
OPERATION
MANUAL A Chapter 3
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Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
Management System
3.3.2 Citilink Indonesia Aviation Security Policy
Issue 02 - Rev. 04
Aug 1st, 2017
Chapter 3
7
OPERATION
MANUAL A
GENERAL
Management System
OPERATION
MANUAL A
3.3.3 Citilink Indonesia Corporate Quality Policy
OPERATION
MANUAL A Chapter 3
8
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
Management System
For detail refer to Safety Management System Manual (SMSM).
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Aug 1st, 2017
Chapter 3
9
OPERATION
MANUAL A
GENERAL
Management System
OPERATION
MANUAL A
OPERATION
MANUAL A Chapter 3
10
Issue 02 - Rev. 04
Aug 1st, 2017
OPERATION
MANUAL A GENERAL
Crew Composition
Chapter 4
Crew Composition
4.1 Crew Composition

4.1.1 Crew Composition and Function
During the period of flight preparation and execution (flight duty time) the crew is subordinate to the PIC.
If the PIC’s orders are contrary to company policy or written instructions, the crew members concerned
should draw his/her attention there to, but they should nevertheless comply if he adheres to his/her
decision.
Outside this period, aircrew members remain responsible to behave in accordance with the interests of
Citilink Indonesia, particularly when at an overnight-station and/or in uniform. The PIC may delegate his/
her duties, but he/she always remains responsible.
4.1.2 Crew Composition Determination

The following criteria, as a minimum, are to be considered in determining the crew composition:
1. Type of aircraft being used
2. The area and type of operation being undertaken (e.g. long range, etc.), non-revenue flight
3. The minimum number of crew requirement and flight duty period
4. Crew licences, qualification and experience
5. The designation of PIC, and, if necessitated by the duration of the flight, the procedures for his relief
6. The designation of Cabin Crew In Charge (CIC) and, if necessary by the duration of the flight, the
procedures for the relief of Cabin Crew In Charge (CIC) and any other member of Cabin Crew.
7. Any requirements of the state of departure, destination or over flight.
All crew members must:

1. Be properly trained
2. Demonstrate their capabilities in the performance of their assigned duties
3. Be aware of their responsibilities, and
4. Be aware of the relationship of their duties with the operation as a whole.
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Feb 10th, 2016
Chapter 4
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MANUAL A
GENERAL
Crew Composition
OPERATION
MANUAL A
Over and above this minimum, there may be additional crew onboard, as given below:
1. Relief Crew
For long haul flights.
2. Safety Pilot
A safety pilot is normally required to act as a safety pilot, during aircraft training and line training. He
is intended to fulfil the following functions:
a) To take over functions of the pilot who is not able to complete the training or check.
b) To act as an extra ‘pair of eyes’ during critical periods of the flight.
c) To remind the active pilots any incorrect configuration, in case he is distracted.
d) To provide support to the active pilots (paperwork, etc.).
3. Supernumerary Cockpit or Cabin Crew on Familiarization Flights
They are crew who have completed conversion training and will fly initially as an additional crew
member for familiarization
4.1.2.1 Supernumerary
A person in addition to the active crew member that is neither Deadhead Crew (DHC) nor ordinary
passenger and is assigned to have particular duty in the aircraft during flight is categorized as a
Supernumerary Crew, which:
1. Is necessary for the safety of operations (e.g. Safety Pilot, onboard engineer etc); or
2. That has a relationship with the Citilink Indonesia (e.g. Cockpit Observer, Cabin Observer, Flight
Checker, jump-seat travel, Medical Doctor checking crewmember health, etc); or
3. A state or Citilink Indonesia authorized inspector (e.g. DGCA Flight Operations Inspector), Auditor
(e.g. IOSA auditor), or Observer (e.g. LOSA auditor) in the performance of their duties; or
4. Has certain (Citilink Indonesia-required) knowledge and abilities gained through selection and
mandatory training (e.g. Loadmaster, Animal Handler, etc.); or
5. For the purpose of maintaining proficiency required by regulation (e.g. FOO Familiarization Flight,
Cabin Crew Trainee, etc); or
6. To conduct certain customer service activities (e.g. Immigration Onboard, conducting customer
relations, etc) in the cabin; not designated to perform any safety duties.
Criteria and limitations:

1. Physically and mentally in good health, especially for a woman she is not in pregnant condition.
2. Has capability to conduct his/her assigned duties.
Duties and responsibilities:

1. Report to the PIC prior and post flight;
2. To receive briefing and direction from the PIC and/or Cabin Crew In Charge (CIC);
3. Obey the Aviation Safety and Security, and/or as directed by PIC;
4. To wear the Company ID;
5. Conduct assigned duties in accordance with his/her authorities and responsibilities;
6. Conduct assigned duties in accordance with the related SOP;
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Crew Composition
7. Shall not impede flight crew members and/or cabin crew members in the performance of their duties;
8. For the Supernumerary occupying cockpit jumpseat, if there is any urgent situation / condition that
endanger to the safety of flight (such as near collision, etc), he/she must inform pilot on duty in timely
manner;
9. For the Supernumerary in the passenger cabin, if there is any urgent situation / condition that
endanger to the safety of flight, he/she must inform Cabin Crew;
10. In case of Emergency, follow direction given by PIC;
Note: The presence of the Supernumerary does NOT change the Flight Duty Time / Duty Period limitation.
Supernumerary from Flight Crew is not eligible to record Flight Time although from the FATA point of view.
Supernumerary Other than Flight Crew is neither eligible to record Flight Time nor FDT / Duty Period.
4.1.2.1.1 Cockpit Travel (Paxing)

Cockpit Crew in addition to the active crew member that is neither Deadhead Crew (DHC) nor ordinary
passenger and is NOT assigned to have particular duty in the aircraft during flight is categorized as a
cockpit travel (paxing).
Criteria and limitations:

Physically and mentally in good health, especially for a woman she is not in pregnant condition.
Duties and responsibilities:

1. Report to OCC and Chief Pilot at least 6 hours prior to ETD.
2. Report to the PIC prior and post flight;
3. To receive briefing and direction from the PIC and/or Cabin Crew In Charge (CIC);
4. Obey the Aviation Safety and Security, and/or as directed by PIC;
5. To wear pilot uniform without stripes (bar) and Company ID Card;
6. Shall not impede flight crew members and/or cabin crew members in the performance of their duties;
7. For the Cockpit Travel occupying cockpit jumpseat, if there is any urgent situation / condition that
endanger to the safety of the flight (such as near collision, etc), he/she must inform pilot on duty in
timely manner;
8. For the Cockpit Travel in the passenger cabin, if there is any urgent situation / condition that endanger
to the safety of flight, he/she must inform Cabin Crew;
9. In case of Emergency, follow direction given by PIC and/or Cabin Crew In Charge (CIC);
Note: The presence of the Cockpit Travel does NOT change the Flight Duty Time / Duty Period limitation, Cockpit
Travel from Flight Crew is not eligible to record Flight Time although from the FATA point of view.
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Feb 10th, 2016
Chapter 4
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MANUAL A
GENERAL
Crew Composition
OPERATION
MANUAL A
4.1.3 Flight Crew
4.1.3.1 Flight Crew Composition
General Requirements
1. The composition of the flight crew and the number of flight crew members at designated crew stations
shall be not less than the minimum specified in the aircraft flight manual or operating limitations
prescribed for the aircraft.
2. The flight crew shall include additional flight crew members when required by the type of operation
and shall not be reduced below the number specified in the operations manual.
3. All flight crew members shall hold a valid licence and appropriate rating for the type of airplane.
4. The flight crew member may be relieved in flight of his/her duties at the controls by another suitably
qualified flight crew member.
Composition of flight crew

1. There shall not be more than one inexperienced flight crew member in any flight crew.
2. The PIC may delegate the conduct of the flight to another duty pilot suitably qualified.
The minimum flight crew for any flight is define by the following table:
Airplane PIC Co-pilot
A320 1 1
B737 300 / 500 1 1
4.1.3.2 Crew Pairing

4.1.3.2.1 Inexperience Pilot
A flight crew member is categorized as inexperienced, following completion of type rating or command
course, and the associated Line Training under supervision, until he has achieved 250 flying hours and
flown 20 sectors within a consolidation period of 5 calendar months.
Crewing together of inexperience pilot is not authorized, unless exceptionally approved by the VP Flight
Operation. To meet the above requirements the following procedure applies:
1. Crew-Planning shall not plan together Inexperience Flight Crew Members;
2. Operation Control Center (OCC) has to check that Inexperience Pilots are not scheduled on the
same flight;
3. An Inexperience Pilot according the above definition will make sure that he/she is not flying together
with an Inexperience Pilot as well.
4.1.3.2.2 Expatriate Pilot

Crewing together of expatriate pilot is not authorized, unless exceptionally approved by the VP Flight
Operation. To meet the above requirements the following procedure applies:
1. Crew Schedulling shall not plan together Expatriate Flight Crew Members;
2. Operation Control Center (OCC) must check that Expatriate Flight Crew Members are not scheduled
on the same flight;
3. An Expatriate Pilot according the above definition will make sure that he is not flying together with an
Expatriate Pilot as well.
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MANUAL A Chapter 4
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Feb 10th, 2016
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MANUAL A GENERAL
Crew Composition
4.1.3.3 Pilot in Training

The presence of a Third Pilot who is in Route Training does NOT make the crew composition into an
Enlarged Crew except 1 (one) additional qualified pilot (2 sets crew) or 2 (two) instructors provided in
the flight.
To have a correct Flight Time recorded, it is the PIC’s responsibility to fill in the Flight Remarks column
in the AFL with RT, as the abbreviation for Route Training. Not fulfilling this necessity will result in the
consideration of the Third Pilot as a Supernumerary.
In recording the Flight Time, PIC will still obtain 100% of Flight Time, whilst the Co-pilot and Third Pilot will
each get 50% of Flight Time. For the importance of Flight Allowance, each Flight Crew will still receive a
Flight Time Component of 100% Flight Time.
In the training stage, it is possible that in the beginning, the Third Pilot will never take the Pilot Seat
in the cockpit (whether on the LHS or on the RHS). In such case, his presence will be noted as a
Supernumerary by not writing RT in the Flight Remarks column in the AFL. NO Flight Time will be given
to the Third Pilot although in terms of Flight Allowance he will obtain the whole Flight Time.
4.1.3.4 Inflight Relief of Flight Crew Member

Pilot In Command
Specified for the type of operation, PIC may delegate the conduct of the flight only at cruising level to
another qualified captain assigned by company.
First Officer
Specified for the type of operation, First Officer may delegate the conduct of the flight only at cruising
level to another Qualified Pilot assigned by company.
4.1.3.5 Age Limitations

Citilink Indonesia shall not use the services of any pilots if he/she has reached his/her 65th birthday, or
the amount of the age of both pilots in the cockpit exceed 115 years.
4.1.4 Cabin Crew

4.1.4.1 Minimum Number Required of Cabin Crew
In flight safety and service procedures required the carriage of a minimum number of Cabin Crew so
satisfy the relevant service requirement for passenger evacuation.
The minimum crew required is:
Airplane Cabin Crew In Charge (CIC) Other Cabin Crew
A320 1 3
B737 300 / 500 1 2
Note :
1. No cabin crew may required on a non-revenue flight. However if any passengers are carried, the minimum
required cabin crew shall be onboard.
2. In a full service flight and/or as company needed, the minimum 1 (one) additional cabin crew is required.
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Nov 15th, 2016
Chapter 4
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MANUAL A
GENERAL
Crew Composition
OPERATION
MANUAL A
4.1.4.2 Cabin Crew In Charge (CIC)
1. When more than one cabin crew is required, the composition of the cabin crew shall include a Cabin
Crew In Charge (CIC) nominated by Citilink Indonesia.
2. Citilink Indonesia shall nominate cabin crew to the position of Cabin Crew In Charge (CIC) only if
they:
a) Have at least 24 months of experience as cabin crew; and
b) Have successfully completed a Cabin Crew In Charge (CIC) training course and the associated
check.
3. The Cabin Crew In Charge (CIC) training course shall cover all duties and responsibilities of Cabin
Crew 1 and shall include at least the following elements:
a) Preflight briefing;
b) Cooperation with the crew;
c) Review of Citilink Indonesia requirements and legal requirements;
d) Accident and incident reporting;
e) Human factors and crew resource management (CRM); and
f) Flight and duty time limitations and rest requirements.
4. The Cabin Crew In Charge (CIC) shall be responsible to the PIC for the conduct and coordination of
normal and emergency procedures specified in the operations manual, including for discontinuing
non-safety-related duties for safety or security purposes.
5. If the nominated Cabin Crew In Charge (CIC) becomes unable to operate (incapacity), the function
will be taken over by Cabin Crew 2.
4.1.4.3 New Hire Cabin Crew

A Cabin Crew is categorized as zero experience, following completion of type rating and the associated
Flight Training under supervision, until he/she has flown 10 sectors within a consolidation period of 1
month.
Maximum number of inexperienced Cabin Crew in a flight is 2 (two) Cabin Crew.
4.1.4.4 Additional Crew - Special Duties

For operational reasons it might be necessary to supplement the minimum required number of Cabin
Crew with additional persons. These persons, to whom the qualifications and recency requirements for
required cabin crew are not applicable, include the following but are not limited to:
1. Interpreters
2. Medical personnel
3. Ground engineers
4. Operations Auditors
5. Specialized service
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MANUAL A Chapter 4
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MANUAL A GENERAL
Crew Composition
4.2 Designation of The PIC

4.2.1 General
For each flight, Crew Scheduling Unit will designate a qualified PIC, who meets recency requirements.
No pilot may accept a designation as a PIC unless, in addition to his qualifications and training, he/she
has the recent experience and knowledge required considers him/her-self to be competent and fit for the
task, in all respects.
During training flights, supervision and check flights with the instructor occupying the RHS, the instructor
will be nominated as the PIC of the flight.
On flight which the instructor is observing the conduct of the flight from the observers seat he/she may
not be the nominated PIC. He/she may assume command of the flight from a pilot only if, in his/her
judgment, the safety of the flight necessitates it.
Any change in command during flight shall be reported as soon as possible to Flight Following Unit and
shall be entered in the Aircraft Flight Log.
The Assigned PIC to a flight:
1. Must be qualified as PIC
2. Must be a captain and one of the pilots of the flight.
3. May delegate the conduct of the flight to a relief pilot (Captain), but remains PIC of the flight.
4. May delegate the handling of the aircraft to the co-pilot (pilot flying).
5. May in exceptional circumstances (e.g. unfit) assign another Captain as PIC for the remaining of the
flight (any such change in command shall be reported as soon as possible to the Flight Following
and the ATC).
6. Must have adequate knowledge of the route and the area to be flown and of the aerodromes including
alternate aerodromes facilities and procedures to be use.
No pilot may accept a designation as PIC unless, in addition to his qualifications and training, he has the
recent experience and knowledge required and considers himself to be in all respects competent and fit
for the task.
4.2.1.1 Period of Command

The period of command begins immediately when he/she reports for duty for his/her flights / series of
flights and ends at the time of final relive.
4.2.1.2 Responsibility of Command

One Pilot will always be designated as PIC before each flight, when a crew consists of two qualified
captains, one will be designated as PIC. The PIC shall be in command of the aircraft at all times and
shall be responsible for the safety of persons and good carried, and for the conduct and safety of the
crew members.
4.2.2 Two Captain Rostered Together

Whenever possible, command duties will be equitably shared amongst suitably qualified Captains. The
Right Hand Seat Captain designated for First Officer is acting as PM only (NOT perform the takeoff and
landing) unless abnormal / emergency situation is required.
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Jun 1st, 2016
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MANUAL A
GENERAL
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OPERATION
MANUAL A
When two captains are paired together, it must be emphasized that task sharing during all normal and
non-normal operations will be in accordance with the current SOPs. CM1 and CM2 as well as PF and
PM duties remain the same. The following rules shall apply:
1. In case only one Captain is Right Hand Seat Qualified, then the Captain who is not right hand seat
qualified will designated as the PIC. The captain designated co-pilot is responsible for accomplishing
all of the duties required of a co-pilot.
2. In case both Captains are Right Hand Seat Qualified, then the Crew Scheduling shall designate a
“Block PIC” who shall be responsible for all aspects of the non flying related block activities and shall
be the contact point for the crew, Citilink Indonesia and for all other issues (transport, hotel, sickness,
etc.).
If both Captains are equally qualified, then the designation of the PIC shall be accomplished by Crew
Scheduling taking into account:
1. The Managerial Pilots, for the position of:
a) OFA; or
b) OFQ; or
c) OFS
2. The Training qualifications of the pilot.
3. ‘First Come First Served’ on that particular flight or block.
Captain assignment as Co-Pilot (RHS) should has any:

1. Simulator and Flight Check by Company Check Pilot or
2. Current Flight Instructor License or Letter of Authorization by DGCA.
Flight Crewmembers Responsibility In Case of Special Crewing

Left hand seat Right hand seat Observer Remarks
CPT FO CCP
CPT Line Check
CPT CCP
Line Training
or Checking CPT/T FIA/FIA1 CPT IOE
Safety Additional
FIA/FIA1 FO/T FO IOE
Pilot (1)
Commercial
Flights CPT FO Standard Crew
CPT CCP Lack of FO and
No Training CPT FIA/FIA1 No CPT Qulified
or Checking on the Right Hand
CCP FIA/FIA1 Seat
CPT CPT(2)
Restriction may
FIA FO/T FIA/FIA1
apply
Base Training
Restriction may
CPT/T FIA FIA/FIA1
apply
CPT/T FIA CPT/FO
ZFTT Line Training
FIA FO/T CPT/FO
Special flght (3) Designated by the VP Flights Operations
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MANUAL A Chapter 4
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MANUAL A GENERAL
Crew Composition
Note:
1. Safety additional pilot as required during Initial Line Training (Initial Operating Experience).
2. Captain trained on the right-hand seat, designated to be the FO for this flight and perform as PM.
3. Special flights = maintenance check, Aircraft positioning flight, acceptance flight, test flight etc.
CPT = Captain
FO = First Officer
CCP = Company Check Pilot
FIA = Flight Instructor Aeroplane
FIA1 = Flight Instructor Aeroplane 1
CPT/T = Captain on Training (Upgrading or Type Rating Qualification Training)
FO/T = First Officer on Training (Initial or Type Rating Qualification Training)
OBS = Observer
ZFTT = Zero Flight Time Training
The Grey Box indicates the crewmember, who is designated to be the PIC of the flight.
Each time a CCP or FIA / FIA 1 is operating as Pilot Flying or Pilot Monitoring, he has to take the
responsibility of the flight.
When a CCP or FIA / FIA 1 is Observer, he must not interfere in any decision process except on the PIC
request. Nevertheless, he may provide advice, at the appropriate time, about the management of the
flight.
4.2.3 Manipulation of Controls

PIC must not allow any person to manipulate the controls of an aircraft during flight nor may any person
manipulate the controls during flight unless that person is:
1. A qualified pilot of Citilink Indonesia operating that aircraft.
2. An authorized pilot safety representative of DGCA who has the permission of The PIC, is qualified in
the aircraft, and is checking flight operations; or
3. For the safety of the flight, a pilot of another certificate holder who has the permission of The PIC, is
qualified in the aircraft, and is authorized by the certificate holder operating the aircraft.
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MANUAL A
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OPERATION
MANUAL A
4.3 Flight Crew Incapacitation
4.3.1 Flight Procedures
Refer to OM A Chapter “8.4.14 Incapacitation of Crew Members”.
4.3.2 Succession of Command In Case Of Incapacitation of The PIC
Flight crew composed of two pilots:

The second pilot takes the authority over all persons on board the aircraft until the normal chain of
command can be re-established.
Flight crew composed of more than two pilots:

The second pilot takes the authority over all persons on board the aircraft until a more qualified pilot (if
any) takes the authority after having been informed by the second pilot and having acknowledged the
overall situation and this until the normal chain of command can be re-established.
Particular cases:
1. Presence on board of an Captain of the Company with the adequate type rating qualification:
The Captain may stand in for PIC and takes the responsibility of the flight.
2. Presence on board of an Company First Officer with the adequate type rating qualification:
The functioning Co-pilot on the flight takes the responsibility for the flight and the function of Pilot
Flying. The First Officer, who was passenger, takes the lefthand seat and the function of Pilot
Monitoring.
3. Presence on board of a Captain with the adequate type rating qualification, not being a member of
the Company:
The functioning Co-pilot may, if he considers it necessary, appeal to the Captain not being member
of the Company after having checked his qualification and validity. The functioning Co-pilot should
not use this help if there is a language problem.
Each Cabin Crew must be trained in the procedure for flight crew member incapacitation.
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4.4 Operation On More Than One Type

4.4.1 Operation On More Than One Type for Flight Crew
1. When a flight crew member operates more than one aeroplane type or variant within one or more
licence endorsement and associated procedures, Citilink Indonesia should ensure that:
a) The minimum flight crew complement specified in the operations manual is the same for each
type or variant to be operated; and
b) The flight crew member does not operate more than two aeroplane types or variants for which
a separate licence endorsement is required, unless credits related to the training, checking, and
recent experience requirements are defined in data established in accordance with CASR 121
for the relevant types or variants.
2. When a flight crew member operates more than one aeroplane type or variant and associated
procedures for type multi-pilot, but not within a single licence endorsement, Citilink Indonesia should
comply with the following:
a) Before exercising the privileges of more than one licence endorsement:
- Flight crew members should have completed two consecutive Citilink Indonesia proficiency
checks and should have 500 hours in the relevant crew position in Commercial Air Transport
(CAT) operations in Citilink Indonesia; or
- In the case of a pilot having experience in Citilink Indonesia and exercising the privileges of
more than one licence endorsement, and then being promoted to command in the Company
on one of those types, the required minimum experience as PIC is 1 year and 1,000 hours,
and the pilot should have completed two consecutive Citilink Indonesia proficiency checks
before again being eligible to exercise more than one licence endorsement;
b) Before commencing training for and operation of another type or variant, flight crew members
should have completed 6 months and 500 hours flying on the base aeroplane, which should
include at least one proficiency check, unless credits related to the training, checking and recent
experience requirements are defined in data established in accordance with CASR 121 for the
relevant types or variants;
c) After completion of the initial line check on the new type, 120 hours flying or 20 sectors should
be achieved solely on aeroplanes of the new type rating, unless credits related to the training,
checking and recent experience requirements are defined in data established in accordance with
CASR 121 for the relevant types or variants;
d) Recent experience requirements established in CASR 121 for each type operated;
e) The period within which line flying experience for is required on each type shall be at least one (1)
rest period and for pairing requirement flying experience on type, shall be at least conduct one 1
PID.
f) When credits are defined in data established in accordance with CASR 121 for the relevant type
or variant, this should be reflected in the training required (Recurrent training and checking) and:
- Two proficiency checks every year for each type.
Citilink Indonesia proficiency check may be combined with the proficiency checks for
revalidation or renewal of the aeroplane type rating or the instrument rating.
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MANUAL A
- Requires one line check every year for each type.
- Annual emergency and safety equipment training and checking should cover all requirements
for each type.
4.4.2 Operation On More Than One Type for Cabin Crew

1. A cabin crew shall not be assigned to operate on more than three aircraft types.
2. For the purpose of point 1 and for cabin crew training and qualifications, Citilink Indonesia shall
determine:
a) Each aircraft as a type or a variant taking into account (refer to OM Part A Chapter 4.4.2.1); and
b) Variants of an aircraft type to be different types if they are not similar in the following aspects:
- Emergency exit operation;
- Location and type of portable safety and emergency equipment;
- Type-specific emergency procedures.
3. The period within which line flying experience for is required on each type shall be at least one (1)
rest period.
4.4.2.1 Determination of Aircraft Types and Variants

1. When determining similarity of location and type of portable safety and emergency equipment, the
following factors should be assessed:
a) All portable safety and emergency equipment is stowed in the same, or in exceptional
circumstances, in substantially the same location;
b) All portable safety and emergency equipment requires the same method of operation;
c) Portable safety and emergency equipment includes:
- Fire-fighting equipment;
- Protective breathing equipment (PBE);
- Oxygen equipment;
- Crew life-jackets;
- Torches;
- Megaphones;
- First-aid equipment;
- Survival and signalling equipment; and
- Other safety and emergency equipment, where applicable.
2. The type-specific emergency procedures to be considered should include at least the following:
a) Land and water evacuation;
b) Inflight fire;
c) Non-pressurisation, slow and sudden decompression; and
d) Pilot incapacitation
3. When determining similarity of doors/exits, the following factors should be assessed:
a) Door / exit arming and disarming;
b) Direction of movement of the operating handle;
c) Direction of door / exit opening;
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d) Power assist mechanisms; and

e) Assisting evacuation means.
4.4.2.2 Safety Briefing for Cabin Crew

When changing aircraft type or variant during a series of flight sectors, the cabin crew safety briefing
should include a representative sample of type-specific normal and emergency procedures and safety
and emergency equipment applicable to the actual aircraft to be operated for the immediately subsequent
flight sector.
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Feb 10th, 2016
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MANUAL A
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MANUAL A GENERAL
Qualifications and Requirements
Chapter 5
Qualification Requirements
5.1 Flight Crew

5.1.1 New Hire Flight Crew
The new hire flight crew with previous experience with turboprop engine, jet engine, or rated with
instrument rating must undergo and pass the following process prior to joining the company:
1. Human Capital Interview
2. Technical Knowledge Interview
3. Test Of English for International Communication (TOEIC)
4. Minimum Language Proficiency (English) Level 4
5. Medical Class 1 Certificate
6. Psychoactive substances test
7. Technical competencies and skills
8. Aviation experience
9. Credentials and Licenses
10. Interpersonal skills
5.1.1.1 Rated Pilot

The requirements are:
1. Captain:
a) 500 hours flight time as PIC on type in airline transport category; and
b) 4,000 hours flight time experience in airline transport category; and
c) Pass the requirement of OM Part A General Chapter 5.1.1
2. First Officer:
a) 250 hours flight time experience on type (for expatriate); and
b) Pass the requirement of OM Part A General Chapter 5.1.1
5.1.1.2 Non-Rated Pilot

1. Captain:
a) 500 hours flight time as PIC in airline transport category; and
b) 4,000 hours flight time experience in airline transport category; and
c) Pass the requirement of OM Part A General Chapter 5.1.1
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2. First Officer:
a) 250 hours flight time in airline transport category; and
b) Pass the requirement of OM Part A General Chapter 5.1.1
5.1.1.3 Zero Hour Pilot (local pilots)

1. Has a current CPL (DGCA Licence), Multi Engine with Instrument Rating
2. Pass the requirement of OM Part A General Chapter 5.11
5.1.2 Entry Level Pilot Rank

RANK FUNCTION REQUIREMENTS
BAR-I First Officer Below 1,000 total flight hours in airline transport category
BAR-II First Officer Above 1,000 and below 2,500 total flight hours in airline transport category
BAR-III First Officer Above 2,500 total flight hours in airline transport category
BAR-IIII Captain Current PIC in airline transport category
5.1.3 Upgrading Pilot

RANK FUNCTION REQUIREMENTS
1. Pass Type Rating Ground Course; and
2. Pass Full Flight Simulator Check; and
BAR-I First Officer
3. Pass Base / Confidence Flight Check by DGCA Inspector / DPER; and
4. Release from Line Training
1. First Officer Bar-I; and
2. Minimum of 1,000 total flight hours in airline transport category (> 5,700 kgs MTOW);
and
BAR-II First Officer
3. Minimum of 500 total flight hours after released Line Training in Citilink Indonesia; and
4. Minimum of 6 months service after released Line Training in Citilink Indonesia; and
5. Pass Line Check
1. First Officer Bar-II; and
and
BAR-III First Officer 3. Minimum of 500 total flight hours on type after released Line Training in Citilink
Indonesia; and
5. Pass Line Check
1. First Officer Bar-III with Frozen ATPL; and
and
3. 500 flight hours on type after released Line Training in Citilink Indonesia; and
BAR-IIII Captain 5. Pass Type Recurrent and Proficiency Check Evaluation; and
6. Chief Pilot recommendation; and
7. Pass Captaincy Assessment Test; and
8. Release from Captaincy Training; and
9. Release from Line Check; and
10. As Company needs
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5.2 Cabin Crew

5.2.1 New Hire Cabin Crew
5.2.1.1 New Hire Zero Experience
1. Minimum age of 18 years; and
2. Hold at least 3rd Class Medical Certificate; and
3. Able to read, speak and understand English; and
4. Have passed examination of CASR and Type Rating; and
5. Have passed the required Cabin Crew knowledge test; and
6. Cabin Crew operational training at least 10 sectors
5.2.1.2 New Hire Experienced Cabin Crew

1. Maximum age of 30 years; and
2. Hold of Flight Attendant Certificate (FAC)
5.3 Flight Operation Officer

5.3.1 New Hire Flight Operation Officer
Citilink Indonesia FOO must meet the requirement as follows:
1. Be at least 21 years of age.
2. Holds a valid and current FOO license.
3. Have 3rd class Medical Examination issued by DGCA.
4. Have satisfactorily completed operating familiarization consisting of observing operations from the
flight deck operations in the type of airplane he is to dispatch within the preceding 12 calendar
months.
5. Be able to read, speak, write, and understand the English language or have an appropriate limitation
placed on his FOO licence.
6. Have demonstrated the ability to:
a) Make an accurate and operationally acceptable weather analysis from a series of daily weather
maps and weather reports; provide an operationally valid briefing on weather conditions
prevailing in the general neighbourhood of specific air route; forecast weather trends pertinent to
air transportation with particular reference to destination and alternates:
b) Determine the optimum flight path for a given segment, and create accurate manual and/or
computer generated flight plans; and
c) Provide operating supervision and all other assistance to a flight in actual or simulated adverse
weather conditions, as appropriate to the duties of the holder of a flight operations officer licence.
7. Pass a practical test given by the DGCA, with respect to type of aircraft used by Citilink Indonesia.
8. Have experience as prescribed in (a) through (c)
a) A total of two years of service in any one or in any combination of the capacities specified in 1) to
3) inclusive, provided that in any combination of experience the period serviced in any capacity
shall be at least one year:
- A flight crew member in air transportation; or
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- A meteorologist in an organization dispatching aircraft in air transportation; or
- An air traffic controller; or a technical supervisor of flight operations officers or air transportation
flight operations systems;
or
b) At least one year as an assistant in the dispatching of air transport;
or
c) Have satisfactoriry completed approved FOO training.
9. Have served under the supervision of a FOO for at least 90 working days within the 6 months
immediately preceding the application.
Flight Operations Officers should have demonstrated a comprehensive knowledge in the use of
Operations Manual, aviation legislation and laws, aviation regulations, ATC procedures, meteorology,
aircraft general, performance and planning, computerised flight plan, navigation, radio communication,
and in the English language.
5.4 Specific Pilot Qualification

5.4.1 Technical Pilot
The Technical Pilot reports to the Manager Technical Pilot.
Technical pilot is mainly in charge:
1. To monitor the technical configuration of the fleet
2. To establish the operational and technical differences between aircraft of a same fleet
3. To review aircraft operating procedures / flight standard in coordination with the Chief Pilot and the
Manager Technical Pilot
4. To inform Chief Pilot and Manager Technical Pilot on any change in the procedures and especially
when an OEB is applicable
5. To liaise closely with the Ops. Support Engineering unit: Aircraft performance, routes and airport
studies, specific operations
6. To co-ordinate with the maintenance all technical matters including the establishment of the MEL
7. To liaise with the Ops. Support Engineering unit for aircraft performance matters
8. To liaise with Engineering and Maintenance Division to ensure the correct setting of the OEB reminder
function and with Ops. Support Publication unit for the correct associated update of procedures in
QRH and FCOM to follow the OEB cancellation process.
9. Conduct Acceptance Flight, Maintenance Test Flight, Technical Ferry Flight and when required by
Company.
Technical Pilot qualification

1. Holds current Flight Instructor Aeroplane (FIA) on appropriate company aircraft type rating
2. Completed Technical Pilot course
5.4.2 Right Hand Seat (RHS) Captain

1. PIC whose duties require them to operate in either pilot seat and carry out the duties of a co-pilot, or
PIC required to conduct training or checking duties, shall complete additional training and checking as
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specified in the operations manual. The check may be conducted together with the Citilink Indonesia
proficiency check.
2. The additional training and checking shall include at least the following:
a) An engine failure during takeoff;
b) A one-engine-inoperative approach and go-around; and
c) A one-engine-inoperative landing.
3. When engine-out manoeuvres are carried out in an aircraft, the engine failure shall be simulated.
4. When operating in the FO’s seat, the checks for operating in the left seat shall, in addition, be valid
and current.
5. The pilot relieving the PIC shall have demonstrated, concurrent with Citilink Indonesia proficiency
checks, practice of drills and procedures that would not, normally, be his/her responsibility. Where
the differences between left- and right-hand seats are not significant, practice may be conducted in
either seat.
5.5 Airport and Route Qualification (ARQ)

Citilink Indonesia shall only designate a flight crew member to act as PIC if he/she has adequate
knowledge of the route or area to be flown and of the aerodromes, including alternate aerodromes,
facilities and procedures to be used;
The PIC or the pilot, to whom the conduct of the flight may be delegated, shall have had initial familiarisation
training of the route or area to be flown and of the aerodromes, facilities and procedures to be used. This
route/area and aerodrome knowledge shall be maintained by operating at least once on the route or area
or to the aerodrome within a 12-month period.
For commercial air transport (CAT) operations, the experience of the route or area to be flown and of the
aerodrome facilities and procedures to be used should include the following:
1. Area and route knowledge
a) Area and route training should include knowledge of:
- terrain and minimum safe altitudes;
- seasonal meteorological conditions;
- meteorological, communication and air traffic facilities, services and procedures;
- search and rescue procedures where available; and
- navigational facilities associated with the area or route along which the flight is to take place.
- minimum safe flight level
- enroute and terminal area arrival and departure procedures, holding procedures and
authorized instrument approach procedures for the airport involved.
b) Depending on the complexity of the area or route, the following methods of familiarization and
qualification should be used:
- for the less complex areas or routes, familiarization by self-briefing with route documentation,
or by means of programmed instruction; and
- in addition, for the more complex areas or routes, inflight familiarization and qualification as a
PIC, observer, or familiarisation in a flight simulation training device (FSTD) using a database
appropriate to the route concerned.
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2. Aerodrome knowledge
a) Aerodrome training should include knowledge of obstructions, physical layout, lighting, approach
aids and arrival, departure, holding and instrument approach procedures, applicable operating
minima and ground movement considerations.
b) Describe the method of categorization of aerodromes and, in the case of Commercial Air
Transport (CAT) operations, provide a list of those aerodrome categorised as B or C.
c) All aerodromes to which Citilink Indonesia operates should be categorized in one of these three
categories:
- Category A
An aerodrome that meets all of the following requirements:
a) An approved instrument approach procedure;
b) At least one runway with no performance limited procedure for takeoff and/or landing;
c) Published circling minima not higher than 1,000 ft above aerodrome level; and
d) Night operations capability.
- Category B
An aerodrome that does not meet the category A requirements or which requires extra
considerations such as:
a) Specific approach aids and/or approach patterns; or
b) Unusual local weather conditions; or
c) Unusual characteristics or performance limitations; or
d) Any other relevant considerations including obstructions, physical layout, lighting, etc.
- Category B*
An aerodrome that requires one of the active flight crewmember has flown to this airport
previously within 12 calendar months;
- Category C
An aerodrome that requires additional considerations to a category B aerodrome;
Flights to and from a Category C Aerodrome shall be performed by an experienced PIC.
3. Prior to operating to a:
a) Category B aerodrome, the PIC should be briefed, or self-briefed by means of programmed
instruction or by route and airport information, on the category B aerodrome(s) concerned.
b) Category C aerodrome, the PIC should be briefed and conduct an airport and route qualification
flight with company instructor and/or undertake instruction in a suitable FSTD.
4. When Citilink Indonesia operates to a new airport, the flight shall be conducted by a FIA-1 as PIC.
Note: Exception from above remain on VP Flight Operations responsibility.
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5.5.1 Airport and Route Qualification Recency

1. The 12-months period should be counted from the last day of the month:
a) When the familiarisation training was undertaken; or
b) Of the latest operation on the route or area to be flown and of the aerodromes, facilities and
procedures to be used.
2. When the operation is undertaken within the last 3 calendar months of that period, the new 12-month
period should be counted from the original expiry date.
5.5.2 Competence Training

5.5.2.1 Route Competence Training
Route competence training includes knowledge of:
1. Terrain and minimum safe altitudes (Mountain areas, terrain above 10,000 ft, obstacles in descent
and approach or during departure …) and associated escape and drift down procedures
2. Seasonal meteorological conditions (Cold or Hot weather, monsoon …)
3. En-route meteorological, communication and air traffic facilities, services and procedures
4. Search and rescue procedures (Signalling / Communication means and procedure, inhospitable
area: Oceanic, Desert, Mountain, Jungle/Forest …)
5. Navigational facilities associated with the route along which the flight is to take place
6. Emergency / escape procedures dedicated to the area, defined escape procedure such as drift down
over mountain.
Depending upon the complexity of the route the following methods of familiarisation are used for:
1. Less complex routes: self-briefing with route documentation, or training course
2. More complex routes: in addition to the self-instruction or training course, inflight familiarisation under
supervision or familiarisation in an approved simulator using a database appropriate to the route
concerned.
5.5.2.2 Aerodrome Competence Training

Aerodrome competence training includes knowledge of:
1. Obstacles, general topography, physical layout, lighting, approach aids, minimum safety altitudes
2. Arrival, departure, holding and instrument approach procedures, applicable operating minima and
ground movement
3. Impact of runway specificities and obstacles on aircraft performance at landing and at takeoff and in
case of missed approach.
4. Communication and air traffic facilities, services and procedures
Depending upon the complexity, aerodrome are classified in categories from A to C. Category A is given
to the least demanding aerodromes, Category B aerodromes are more demanding and Category C
aerodromes are applied to most demanding aerodromes.
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5.6 Additional Flight Crew Qualification
When Citilink Indonesia has obtained a special approval for a specific operation, the involved crewmembers
operating such a flight must have performed a dedicated training and checking. In addition a minimum of
experience on such operation may be required.
5.6.1 Airborne Collision Avoidance System (ACAS) / Traffic Collisiion Avoidance

System (TCAS)
Citilink Indonesia shall establish operational procedures and training programmes when ACAS/TCAS is
installed and serviceable.
5.6.2 Performance Based Navigation (PBN)

Performance Base Navigation (PBN)
Enroute Arrival Approach Departure
Oceanic /
Continental Initial Intermediate Final Missed
Remote
RNAV10
RNAV 5 RNAV 5
RNAV 2 RNAV 2
RNAV 1 RNAV 1 RNAV 1 RNAV 1 RNAV 1
(PRNAV) (PRNAV) (PRNAV) (PRNAV) (PRNAV)
RNP 4
RNP 2 RNP 2
RNP 1 RNP 1 RNP 1 RNP 1 RNP 1
RNP APCH RNP APCH RNP APCH RNP APCH
1 1 0.3 1
(LNAV & (LNAV & (LNAV & (LNAV &
LNAV/NAV) LNAV/NAV) LNAV/NAV) LNAV/NAV)
RNP APCH RNP APCH
0.3 1
(LPV) (LPV)
RNP AR RNP AR RNP AR RNP AR
APCH APCH APCH APCH
1 – 0.1 1 – 0.1 0.3 – 0.1 1 – 0.1
Performance requirements for aircraft and flight crew are a function of the specific RNAV or RNP
performance of the considered airspace.
5.6.2.1 Area Navigation (RNAV) / Required Navigation Performance (RNP-X)

Citilink Indonesia provides each pilot receives appropriate training, briefings and guidance material
before performing such operations.
5.6.2.2 Required Navigation Performance Authorized Required (RNP AR)

“Required Navigation Performance Authorization Required” (RNP AR) is required for approach (RNP-
AR APCH) where limiting obstacles exist and/or where only very low deviations on the flight path
are acceptable (RNP 0.3-0.1). These procedures require additional levels of scrutiny, control and
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authorization. These procedures require more stringent RNP criteria, advanced aircraft capabilities and
increased aircrew training.
Any RNP AR procedures require a specific authorization from the authorities and flight crew must
especially be trained for these specific approach procedures.
The RNP AR APCH training programme must provide sufficient detail on the aircraft’s navigation and
flight control systems to enable the pilots to identify failures affecting the aircraft’s RNP capability and the
appropriate Abnormal or Emergency procedures.
Training must include both knowledge and skill.
5.6.3 Reduce Vertical Separation Minimum (RVSM)

The following items should also (in addition to the operating procedures) be included in flight crew training
programmes:
1. Knowledge and understanding of standard ATC phraseology used in each area of operations;
2. Importance of crew members cross-checking to ensure that ATC clearances are promptly and
correctly complied with;
3. Use and limitations in terms of accuracy of standby altimeters in contingencies. Where applicable, the
pilot should review the application of static source error correction/position error correction through
the use of correction cards; such correction data should be available on the flight deck;
4. Problems of visual perception of other aircraft at 300m (1,000 feet) planned separation during
darkness, when encountering local phenomena such as northern lights, for opposite and same
direction traffic, and during turns;
5. Characteristics of aircraft altitude capture systems that may lead to overshoots;
6. Relationship between the aircraft’s altimetry, automatic altitude control and transponder systems in
normal and abnormal conditions; and
7. Any airframe operating restrictions, if required for the specific aircraft group, related to RVSM
airworthiness approval.
5.6.4 RESERVE
5.6.5 Dangerous Goods Transportation (DG)

Citilink Indonesia shall established and maintained a training programme for all personnel involved and
demonstrate to the competent authority that adequate training has been given to all personnel.
5.7 Cabin Crew Qualification Requirement

To hold a valid license the cabin crew must have successfully completed all applicable training and
checking required to perform his assigned duty.
To be qualified on an aircraft type / variant a cabin crew must have completed the following training:
1. Aircraft type specific training
2. Citilink Indonesia conversion training
3. Difference training
4. Familiarization
Then, the cabin crew performs every year a recurrent training to maintain the validity of his qualification.
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5.8 Other Operation Personnel
All personnel assigned to, or directly involved in, ground and flight operations must:
1. Be properly instructed,
2. Have demonstrated their abilities in their particular duties, and
3. Be aware of their responsibilities and the relationship of such duties to the operation as a whole.
5.8.1 Aircraft Towing

Citilink Indonesia shall ensure that an aeroplane is only towed on the movement area of an aerodrome
if the person at the controls:
1. Is an appropriately qualified pilot; or
2. Has been designated by Citilink Indonesia and:
a) Is trained to taxi the aircraft;
b) Is trained to use the radio telephone;
c) Has received instruction in respect of aerodrome layout, routes, signs, marking, lights, air traffic
control (ATC) signals and instructions, phraseology and procedures;
d) Is able to conform to the operational standards required for safe aeroplane movement at the
aerodrome.
Refer ke CMM XV-3 Towing and Pushback Procedure.
5.8.2 Engine Run Up

No person may perform any Engine Ground Run Up except that person are qualified and authorized to
do so by Chief Inspector.
In the absence of Engine Run Up Authorization Holder where the aircraft are necessary to be run up prior
check / trouble shooting engine. To minimize delay, the duty station engineer may request PIC to perform
engine run up especially system check but not for engine performance check.
All above applicable procedures to be considered applied and the PIC shall use the flight crew checklist.
One senior mechanic stays in the cockpit and monitors the result after rectification.
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Crew Health Precautions
Chapter 6
6.1 General
No person may serve as a crew member knowing that he or she has a physical deficiency or mental
condition that:
1. Would render him or her unable to:
a) Meet the requirements of their current medical certificate, or
b) To discharge their responsibilities to a safe standard, or
2. Could endanger the safety of the aircraft or its occupants.
6.1.1 Illness or Incapacitation While On Duty

Any crewmember who becomes ill or incapacitated while on flight duty or during a stop over period at an
outstation must report the matter to the PIC at the earliest opportunity.
PIC 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 and/or cabin crew who is ill is not authorised
without permission from the medical examiner at Flight Operation Office (Flops).
A medical certificate must be obtained stating whether the individual is fit for duty, or alternatively for
travel.
A written report must be submitted by the PIC and the ill or incapacitated crewmember as soon as
practicable after return to the main base. The PIC should arrange for the arrival time of the crewmember
concerned at the main base to be notified to the Flight Following Unit.
The PIC has an overall responsibility for ensuring that all of the crew is fit for duty, even if a report of
sickness is not received.
In the case of PIC incapacitation the normal devolution of command to the First Officer applies.
6.1.2 International Regulation

PIC must report any cases of illness onboard aircraft (excluding cases of airsickness and accidents) on
landing at an airport. The details are to be given in the appropriate part of the Aircraft General Declaration.
Cases of ill passengers disembarked during the flight must also be reported on arrival.
6.1.3 Quarantine Regulation

When a passenger on board shows symptoms which might indicate the presence of a major disease,
the PIC of an arriving flight must ensure that the airport medical or health authority have been informed.
It is the responsibility of the airport medical or health authority to decide whether isolation of the aircraft,
crew and passengers is necessary.
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On arrival of the aircraft, nobody shall be permitted to board the aircraft or disembark or attempt to off
load cargo or catering until such time as authorised by the airport medical or health authority.
Each station, in conjunction with the airport medical or health authorities will devise a plan that would
provide, when necessary, for:
1. The transport of suspected cases of infectious diseases by selected ambulances to a designated
hospital.
2. The transfer of passengers and crew to a designated lounge or waiting area where they can be
isolated from other passengers until cleared by the airport medical or health authorities.
3. The decontamination of the aircraft, passenger baggage, cargo and mail and any isolation lounges
used by passengers or crew suspected of having infectious diseases.
6.1.4 Drugs and Alcohol Testing Policy

A preventive pro-active drug and alcohol testing program is a cornerstone of the Citilink Indonesia Safety
Program. All Citilink Indonesia staff members who conduct safety sensitive duties or activities are subject
to a random alcohol and drug testing. For random testing Citilink Indonesia follows an annual Drug and
Alcohol Test schedule.
Citilink Indonesia has outsourced its drug & alcohol testing program to a third party: Rumah Sakit
Ketergantungan Obat (RSKO) as a Representative Hospital from the Department of Transportation
Indonesia.
6.1.4.1 Test Method

Immunochromatography for Drug & Alcohol Test with urine specimen.
The drug and alcohol testing is in compliance with the CASR 91.17 and 121 drug and alcohol testing
program.
6.1.4.2 Employees Who Must Be Test

Each employee, including any assistant, helper, or individual in a training status, who performs a safety-
sensitive function listed in this section directly or by contract (including by subcontract at any tier) for an
employer must be subject to drug testing under an anti-drug program. This includes full-time, part-time,
temporary, and intermittent employees regardless of the degree of supervision. The safety-sensitive
functions are:
1. Flight crewmember duties
2. Cabin crew duties
3. Flight instruction duties
4. Aircraft dispatcher duties
5. Aircraft maintenance and preventive maintenance duties
6. Ground security coordinator duties
7. Any person conducting duties on the ramp and/or near aircraft or equipment
6.1.4.3 Substances for Which Testing Must Be Conducted

Citilink Indonesia shall test each employee who performs a safety-sensitive function for evidence of
marijuana, cocaine, opiates, phencyclidine (PCP), and amphetamines during each test alcohol testing
for Citilink Indonesia staff is according to the zero tolerance philosophy.
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6.1.4.4 Problematic Use of Alcohol / Psychoactive Substances

Citilink Indonesia will test each employee who performs a safety-sensitive function and who is reasonably
suspected of having used a prohibited drug and or alcohol. The decision to test must be based on a
reasonable belief that the employee is using a prohibited drug and or alcohol on the basis of specific
contemporaneous physical, behavioral, or performance indicators of probable drug or alcohol use.
The direct supervisor of such suspected employee or his superiors can order the test on drug & alcohol
usage and the employee must be suspended from all duties and activities till the results of the test are
known.
For such immediate test either staff of RSKO or any authorized clinic or hospital. Can be requested
to proceed to the workplace of such employee or the employee can be send to the relative hospital
accompanied by a Citilink Indonesia security staff member. The results of each test taken within 4 hours
after acting or attempting to act as a crewmember that indicates the presence of any drugs in the body.
6.1.5 Blood Pressure, Alcohol and Drugs Tests

Citilink Indonesia shall examine medical condition for each pilot and cabin crew before performing their
duties for operational of the aircraft.
No person may act or attempt to act as a Citilink Indonesia crewmember:
1. Within 12 hours after consuming any alcoholic substance, and/or
2. Under the influence of alcohol and/or drug that affects the person’s faculties in any way contrary to
safety, and/or
3. Having 0,025 percent by weight or more alcohol in the blood, and/or
4. Having Blood Pressure, and/or :
Category Sistol (mmHg) Diastol (mmHg)

Optimum < 120 < 80
Normal < 130 < 85
Level 1 140-159 90-99
Level 2 160-179 100-109
Note:
1. Blood pressure in Level 1 is required medical personal advice
2. Blood pressure in Level 2 is not allowed to act as crewmember
5. For point 3) and 4) medical personnel may give any discretion to forbid any person to act or attempt
as Citilink Indonesia crewmember.
Citilink Indonesia shall prepare medical condition monitoring system for each pilot and cabin crew before
performing their duties for operational of the aircraft and examining minimum for blood pressure and
alcohol contamination for each first flight of the day.
6.1.6 Narcotics
The consumption of narcotics is not allowed for crewmembers unless approved by the medical department.
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6.1.7 Drugs, Sleeping Tablets and Pharmaceutical Preparations
Crewmembers should not undertake flying duties while under the influence of any drug that may adversely
affect performance.
Pilots should know that many commonly used drugs have side effects liable to impair judgement and
interfere with performance.
Ideally crewmembers should not fly on duty whilst taking any medication. When in doubt pilots should
contact the medical department to establish whether medication being taken precludes flight duties or
not.
The following are some of the types of medication in common use which may impair reactions. There are
many others and when in doubt a pilot should consult the medical department.
Hypnotic (Sleeping Tablets)

Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow reactions.
Antihistamines
All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth. Quite
commonly they are included in medication for treatment of the common cold, hay fever and allergic
rashes or reactions. Some nasal sprays and drops may also contain antihistamines.
Tranquilliser, Antidepressants and Psychotic Drugs

All these types of drugs preclude crewmembers from flight duties because of the underlying condition for
which they are being used as well as the possible side effects resulting from them. Flight duties should
not be resumed until treatment with these types of drugs has been discontinued and until the effects of
the drugs have entirely worn off. This can take several days in some instances.
Antibiotics
The underlying condition for which antibiotics are being taken may prevent a pilot from flying. However,
most antibiotics are compatible with flying. Obviously, where any hypersensitivity is feared, the suspect
antibiotic must not be used. A pilot should have previous experience of the antibiotic prescribed, or,
alternatively, have a trial of it for at least twenty-four hours on the ground before using it during flight
duties.
Analgesics (Pain killers)

With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or haemorrhage.
Ideally doctor’s advice should be sought before using them.
Steroids (Cortisone, etc.)

Use of steroids, with few exceptions, precludes flight duties.
Anti-malarial
Most anti-malarial preparations used for prevention and taken in recommended dosage are considered
safe for flight duties.
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Anti-diarrhoeas
As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhoea) may cause
sedation, blurring of vision, etc., great care must be exercised in their usage by crewmembers. In most
cases grounding for a time may be necessary.
Appetite Suppressants
These preparations can affect the central nervous system and should not be taken during flight duties.
Anti-hypertensives (Drugs for treating blood pressure)

Certain therapeutic agents are compatible with flying activity. They should be prescribed only by a
doctor experienced in aviation medicine. Sufficient time must be allowed to assess the suitability and the
possible side effects before resuming flight duties.
Alcohol
Alcohol, combined with most of the types of medication is a most undesirable and dangerous combination.
6.1.8 Immunization
Aero-medical clearance must be obtained after immunization.
Medical advice is to be sought concerning the period to be observed before returning to flying duties
following an immunization.
Crewmembers are responsible for the validity of their individual vaccination certificates.
All data concerning the period of validity of a vaccination are given in the respective document.
Crewmembers must present their vaccination certificates to the appropriate authorities when required
to do so.
6.1.9 Deep Diving

Flying in pressurised aircraft after deep diving can result in the bends (decompression sickness). 24 hours
is a suitable minimum length of time to allow after normal recreational (sport) diving before returning to
flying duties.
But a good practice is that a crewmember should not practice deep diving to a depth exceeding 10
metres within 48 hours before a flight assignment.
6.1.10 Fatigue
A crewmember 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 next landing.
The basic responsibility in fatigue management rests with the individual crewmember who should report
for duty in a reasonably rested state and in an emotionally fit state to perform his expected duty. This
includes attention to such factors as sleep, personal fitness and health, life-style 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.
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6.1.11 Pregnancy
Any crew member who becomes pregnant must immediately, upon becoming aware of such pregnancy,
notify management. Continued flying duties will be subject to best industry practices and actual medical
condition. A pregnant crew member may be assigned non flying duties by mutual agreement.
6.1.12 Blood Donations

A crew member must not perform duties on an aircraft following blood donation except when a reasonable
time period has elapsed.
Following a blood donation the volume of blood lost is made up in a matter of some hours but the cellular
content can take some weeks to return to the previous level.
Crewmembers should not volunteer as blood donors whilst actively flying.
A crewmember should not donate blood within 48 hours before a flight assignment.
6.1.13 Meal Precautions Prior To and During Flight

Cases of acute food poisoning in the air continue to occur sporadically and surveys of incapacitation of
flight crew in flight show that of these cases, gastro-intestinal disorders pose by far the commonest threat
to flight safety.
No other illness can put a whole crew out of action so suddenly and so severely, thereby immediately and
severely endangering a flight, as food poisoning.
Any food, which has been kept in relatively high ambient temperatures for several hours after preparation,
should be regarded with extreme suspicion. This applies particularly to the cream or pastry, which is
commonly part of a set aircraft meal. The re-heating process usually used in aircraft for the main course
of a meal rarely destroys food poisoning organisms and the toxins they produce. These toxins are
tasteless and cause no unpleasant odours.
Since the most acute forms of food poisoning frequently come on suddenly 1-6 hours after contaminated
food is eaten, common sense rules should be observed as far as practicable in respect of meals taken
within 6 hours of a flight.
For any crewmember, before and during flight it is essential to avoid eating easily perishable foods as
well as foods and drinks served cold. This is most important with milk and cream products, mayonnaise,
sauces, salads, meat pies and other meat products.
In order to eliminate, as far as possible, the risk of food poisoning, the Captain and First Officer should
not partake of the same dishes before or during a flight.
6.1.13.1 Symptoms and Treatment of Poisoning

The character and severity of the symptoms depend on the nature, the dose of the toxin and the resistance
of the patient. Onset may be sudden. Malaise, anorexia, nausea, vomiting, abdominal cramps, intestinal
gurgling, diarrhoea and varying degree of prostration may be experienced. Bed rest with convenient
access to bathroom, commode, or bedpan is desirable. Severe cases should be hospitalised. Treatment
is mostly symptomatic and all cases should be seen by a medical doctor.
6.1.14 Sleep and Rest

Although the controls on flight and duty periods are intended to ensure that adequate opportunities are
provided for crewmembers to obtain rest and sleep, individuals should ensure that proper advantage is
taken of such opportunities.
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6.1.15 Surgical Operations

Aero-medical advice should be sought prior to returning to flying duties following any surgical operation.
6.1.16 Vision Correction

All crewmembers who are required by the licensing authorities to wear corrective lenses in order to
satisfy visual requirements laid down for the granting of licences, are required to carry a spare pair of
spectacles with them on all occasions whilst operating their licence.
Spectacles, either corrective or anti-glare, when worn by crewmember during flight should be of a type
of frame that allows maximum peripheral vision. The examination for the prescription of a spectacle
correction should ideally be carried out by an examiner with some understanding of the problems of
vision in aviation.
6.1.16.1 Near Vision Correction

Where the only correction necessary is for reading, pilots should never use full lens spectacles while
flying - because the pilot’s task requires frequent changes from near to distant vision and the latter is
blurred by reading glasses. Half moon spectacles or lower segment lenses with a neutral upper segment
should be used in these circumstances.
6.1.16.2 Near and Distant Vision Correction

Where correction for both near and distant vision is required, bifocal lenses are essential and pilots
should discuss with their medical examiner the shape and size most suitable for each segment. Where
triple correction is necessary for reading, the instrument panel range and distant vision, then specialist
advice is required.
6.1.16.3 Eye Protection

Sunglasses reduce the vision drastically. Therefore, they should only be used when necessary for longer
periods due to dazzling of clouds and sun. For such protection, sunglasses with maximum peripheral
vision are recommended. These must not be polarized as they may cause blurred and reduced vision
when used in airplane with laminated windshields.
6.1.17 Humidity
The relative humidity of cabin air is much lower in flight than that to which we are accustomed. Coffee
and especially black coffee, being a diuretic (kidney stimulant) can exacerbate the effects of reduced
humidity. Symptoms resulting from low humidity are dryness of the nose, mouth and throat and general
tiredness.
6.1.18 Diurnal Rhythm

It is a well-established fact that our bodies have a diurnal cycle or rhythm. This means that our chemical,
psychological and physiological activity are high during our normal waking hours, and are low during our
normal sleeping hours. They reach the lowest point at about 4 a.m. When we fly across time zones, that
are either east-west or westeast, we may interrupt our diurnal cycle. However, there is no proof that this
is harmful to our health.
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To minimise the tiring effects of interruption to our day-night biological cycle we should:
1. When away from home adhere as much as possible to the home time for sleeping, eating and bowel
function
2. Take adequate rest before flight
3. Eat light snacks at three or four hourly intervals to increase alertness.
6.1.19 Aircraft Cabin Disinsection

If required by the destination country, Citilink Indonesia will perform disinsection spraying in several
aircraft areas in specified times.
Disinsection is permitted under international law in order to protect public health, agriculture and the
environment. This is to help prevent the spread of insects and the bacteria or viruses which they carry,
which can cause disease in humans, plants or animals.
Cabin Crew Procedures

CARGO HOLDS PRE-SPRAY TOP OF DESCENT
1. Take red can. 1. Take green can. 1. Take blue can.
2. CIC give the can to ramp 2. CC perform cabin spraying 2. CC perform cabin spraying
handling officer. from FWD to AFT. from FWD to AFT.
3. CIC Receive empty can from 3. CIC collect empty can. 3. CIC collect empty can.
ramp handling officer. 4. CIC fill the Cabin Disinsection
4. CIC collect empty can. Certificate.
Note:
- A PRE and TOP OF DESCENT spray must be applied to the flight deck, all lavatories, all galleys, and all
compartments for 2-3 seconds each. CC should hold can at arm’s length at a slow walking pace of not more
than one step or one row per second. Direct the spray into the open compartment. For effective disinsection the
whole cabin area should be sprayed.
- At destination airport, CIC should hand over empty cans and the Cabin Disinsection Certificate to ramp handling
officer.
WARNING
• Do not use any spray next to the smoke detector to avoid a smoke alert.
• Do not spray directly to human, food and beverage.
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6.2 Tropical Medicine

6.2.1 Tropical Climate
Two types of climate can be expected in the tropical zone:
1. The dry desert climate with very high day temperatures and very cold nights.
2. The humid hot climate with both day and night high temperatures and humidity around 90 %.
These very hot and humid conditions can be very tiring and tend to reduce working intensity. When the
surrounding temperatures are higher than those of the body, the defence mechanism of the body gives
off heat in the form of perspiration. If we perspire a lot we should increase our liquid and salt intake.
It is important to protect oneself from:
1. Utraviolet radiation of the sun: This is the radiation that causes sunburn or snow blindness. Protection
against ultraviolet radiation is best achieved by limiting our sunbathing to short periods, by the use of
barrier creams and lotions and by the use of reliable sunglasses.
2. Infrared radiation: This is the radiation that causes “sun-stroke” and can be guarded against by the
use of light coloured headwear.
Be careful of alcoholic intake. Siesta during the hot hours of midday is recommended.
6.2.2 Hygiene
Particular care should be taken regarding hygiene in hot countries.
Drinking Water Supply of pure drinking water is the exception in tropical and sub-tropical areas. Water from
the tap must be regarded as infected, even when it is merely used for brushing the teeth.
A guiding principle should be, not to drink any water that is not purified by boiling, or by
chemical disinfecting (chlorinating). The common infections dealing with water are typhoid
fever, paratyphoid fever, and dysentery.
Milk Unboiled milk can be a source of infection.
Recommended Boiled drinks and beverages in bottles. Make sure the bottles are opened in your presence.
Drinks
Ice Ice is very often contaminated. Do not use ice in your drink.
Fruit Avoid raw fruit without peel. Use fruit that can be peeled. Safe fruits: oranges, bananas,
mangoes, pineapples, etc., wash fruit before peeling. Wash grapes before eating.
Salads and Raw Eating salads or raw vegetables runs the risk of worm infestation or of contracting amoebic
Vegetables dysentery.
Meats Eat only fresh meat that has been freshly cooked. Avoid raw or cold meats.
Fish Eat only fresh fish freshly cooked. Avoid shellfish especially oysters.
Bathing Use only purified pools or open sea. Fungus diseases are common in hot humid climates.
When bathing, it is advisable to plug your ears with cotton wool to prevent fungus infection of
ear canal. Also wear shoes at poolside to avoid fungus infection of feet.
6.2.3 Tropical diseases

Tropical diseases are not confined entirely to the tropics but can occur almost anywhere. However their
incidence and frequency are influenced by local factors.
Tropical diseases are mainly transmitted in the following ways:
1. Through insect stings or bites
2. Through healthy skin by other parasites
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3. Through food and drink
4. From the ground
5. Person to person
Following insects transmit disease:

1. Mosquitoes transmit Malaria, Yellow Fever, Dengue Fever and Sandfly Fever
2. Tsetse Fly (Central Africa) transmit sleeping sickness
3. Lice transmit Typhus, relapsing fever, spotted fever
4. Rat Fleas transmit Plague.
Protective measures against insects:

Sleeping quarters should be free of insects. Use mosquito nets over beds. Nets should be taut and
should not come in contact with body, or use insecticide. Protect the skin by using an insect repellent on
clothes or skin, with special attention at nightfall
Following diseases are contracted through the skin:

1. Bilharzia: Aquatic snails act as intermediaries. The larvae of worms pass from such snails into the
water and on contact with the skin pass into the human body.
2. Weil’s Disease: The germs of this disease are excreted in rat’s urine. They can penetrate the skin of
bathers.
3. Fungus Diseases: The fungus is present in tropical and sub-tropical inland waters, in shallow rivers
and lakes, hardly ever in seawater.
Protective measures to avoid contagion through the skin:

Avoid inland water. Bathe only in pools with purified water or in the sea. Use cotton wool earplugs. Wear
shoes when walking around the pool.
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6.2.4 Main Tropical Diseases

6.2.4.1 Amoebiasis (amoebic dysentery)
Causative Amoebiasis is due to the ingestion of a unicellular parasite, the Entamoeba Histolytica.
Parasite This is followed by an infection of the intestinal tract.
Distribution Although most prevalent as an endemic disease of tropical and sub-tropical countries,
insanitary disposal of excreta and primitive methods of water purification may result in its
introduction into temperate zones.
Source of Water polluted by infected faeces is the commonest source of infection, hence the
Infection prophylactic importance of safe drinking water. Other sources of infection are, foods grown
on soils manured by infected excreta, flies and food handlers.
Clinical features Clinically the disease is characterised by an insidious onset, frequent febrile relapses and
a tendency to chronicity. Diarrhoea is the outstanding symptom, but it may be absent.
There is abdominal pain with blood and mucus in the stools.
Complications 1. Inflammation of the liver
2. Liver abscesses
3. Inflammation of the gall bladder and bile ducts.
Treatment Consists in rest, diet and a course of therapy, which varies with the type of case.
Prophylaxis No vaccination or inoculation is available, nor is there any chemical prophylaxis such as is
used to prevent Malaria. General hygiene measures.
6.2.4.2 Malaria
Transmission Infection takes place through the bite of an infected anopheles mosquito and transmission
of the parasite into the human blood stream.
Geographical Variable, consult medical department.
distribution
Incubation period The incubation period usually ranges from 10 to 35 days.
Morbidity Malaria causes several million deaths each year.
Symptoms An acute, sometimes chronic, often recurrent, febrile disease characterised 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.
Prophylaxis Preventive measures include use of insect repellent sprays to protect skin, screens on
doors and windows, mosquito netting in bedrooms, sufficient clothing 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 chemical prophylactic 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.
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6.2.4.3 Typhoid and Paratyphoid Fevers
They are ingestion diseases characterised by high fever and intestinal symptoms.
Transmission 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 diary or cooking utensils
washed in such water.
Paratyphoid fever is rarely water borne; recorded epidemics are few. The disease is
usually disseminated by foodstuffs contaminated by carriers.
Geographical The disease is likely to occur wherever the water supply is impure. Generally speaking the
Incidence less satisfactory the sanitation and more prevalent is enteric fever.
However, with the use of adequate drugs, cases of death are now rare.
Incubation Time From 7 to 21 days.
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 40°C, diarrhoea with or without bleeding.
Precautions Strict hygiene of food and drink.
Prophylaxis Is by inoculation. The inoculation is not an international requirement for entry into any
country. Inoculation is strongly recommended when travelling to regions of poor general
hygiene.
Note: Aircrew should not fly within 48 hours after inoculation. Inoculation may be followed by
a slight general feverish reaction.
6.2.4.4 Cholera
Geographical Outbreaks of the disease usually are explosive and limited. Cholera is endemic in many
distribution areas of Asia.
Transmission 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.
Symptoms Sudden onset. Initial symptoms are nausea, vomiting and diarrhoea, with variable degrees
of fever and abdominal pain.
If diarrhoea 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.
Prophylaxis Strict hygiene of food and drink. In many countries cholera has been controlled by the
purification of water supplies, proper disposal of human excrement.
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6.2.4.5 Dysentery
Definition An acute infection of the bowel, characterised by frequent passage of stools accompanied
by abdominal cramps, malaise and fever.
Incidence Incidence is worldwide, but it is particularly common in hot climates.
Source of The source of infection is the excreta of infected individuals. Organisms are spread from
Infection individual to individual by the direct faecal-oral route. Indirect spread by contaminated food
and inanimate objects is common, but water borne disease is rare. Flies serve as carriers.
Epidemics occur most frequently in overcrowded populations with inadequate sanitation. It
is particularly common in younger children living in endemic areas, whereas adults of these
regions are relatively resistant to infection and usually have less severe disease.
Incubation period Very short, some hours to a few days.
Symptoms Depend on severity. May have painful colicy diarrhoea. Maybe raised temperature and
vomiting. The disease usually shows great individual variation.
Prophylaxis There is no effective inoculation. Strict hygiene of food and drink.
Treatment There are many effective medicines available for disinfection of the gastro-intestinal tract. It
is advised to consult a doctor.
6.2.4.6 Yellow Fever
Definition An acute infectious virus disease occurring in tropical and sub-tropical zones.
Geographical Particularly in tropical Africa and South and Central America. Unknown in Asia.
Distribution
Incubation period 3 to 6 days.
Causative The virus that causes the disease is transmitted by the bite of a female mosquito, which
Organism previously has become infected through feeding on the blood of a patient during the early
stages of an attack.
Symptoms Characterised by sudden onset, fever with relatively slow pulse, the face is flushed,
eyes infected, gums congested, tongue red and pointed. Vomiting and constipation are
common. Jaundice appears after the third day.
Prophylaxis By inoculation. Period of validity of vaccination is 10 years.
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Flight Time Limitation
Chapter 7
7.1 Citilink Indonesia Responsibilities

Citilink Indonesia shall:
1. Publish duty rosters sufficiently in advance to provide the opportunity for crew members to plan
adequate rest;
2. Ensure that flight duty periods are planned in a way that enables crew members to remain sufficiently
free from fatigue so that they can operate to a satisfactory level of safety under all circumstances;
3. Specify reporting times that allow sufficient time for ground duties;
4. Take into account the relationship between the frequency and pattern of flight duty periods and rest
periods and give consideration to the cumulative effects of undertaking long duty hours combined
with minimum rest periods;
5. Allocate duty patterns which avoid practices that cause a serious disruption of an established sleep
/ work pattern, such as alternating day/night duties;
6. Comply with the provisions concerning disruptive schedules.
7. Provide rest periods of sufficient time to enable crew members to overcome the effects of the previous
duties and to be rested by the start of the following flight duty period;
8. Plan recurrent extended recovery rest periods and notify crew members sufficiently in advance;
9. Plan flight duties in order to be completed within the allowable flight duty period taking into account
the time necessary for pre-flight duties, the sector and turnaround times;
7.1.1 Crew Scheduling

1. Scheduling has an important impact on a crew member’s ability to sleep and to maintain a proper
level of alertness. When developing a workable roster, Citilink Indonesia should strike a fair balance
between the commercial needs and the capacity of individual crew members to work effectively.
Rosters should be developed in such a way that they distribute the amount of work evenly among
those that are involved.
2. Schedules should allow for flights to be completed within the maximum permitted flight duty period
and flight rosters should take into account the time needed for preflight duties, taxiing, the flight- and
turnaround times. Other factors to be considered when planning duty periods should include:
a) The allocation of work patterns which avoid undesirable practices such as alternating day/night
duties, alternating eastward-westward or westward-eastward time zone transitions, positioning
of crew members so that a serious disruption of established sleep/work patterns occurs;
b) Scheduling sufficient rest periods especially after long flights crossing many time zones; and
c) Peparation of duty rosters sufficiently in advance with planning of recurrent extended recovery
rest periods and notification of the crew members well in advance to plan adequate pre-duty
rest.
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7.1.2 Crew Responsibility
Each air crew member must:
1. Obtain sufficient rest before commencing flight duty to enable completion of the rostered flight.
2. Comply with all flight and duty time limitations and rest requirements applicable to their activities.
3. Make optimum use of the opportunities and facilities for rest provided by Citilink Indonesia and use
their rest periods properly so as to minimize the risk of fatigue.
Citilink Indonesia Crew Scheduling will:

1. Construct work patterns which will avoid as far as possible such undesirable rostering practices as
alternating day / night duties and the positioning of air crews in a manner likely to result in a serious
disruption of established sleep / work patterns.
2. Plan time off and also ensure that air crews are notified of their allocation well in advance.
Any crew member shall not commence a flight duty or continue a flight duty after intermediate landing, if
he or she is aware that they are too fatigued or will be too fatigued before next landing.
7.1.3 Flight Duty Records

1. Citilink Indonesia shall maintain, for a period of 6 months:
a) Individual records for each crew member including:
- flight times;
- start, duration and end of each duty period;
- rest periods and days free of all duties; and
- assigned home base;
b) Reports on extended flight duty periods and reduced rest periods.
2. Upon request, Citilink Indonesia shall provide copies of individual records of flight times, duty periods
and rest periods to the crew member concerned.
7.2 Duty Schedule

A Duty Schedule is an assignment that is given to the air crew members as a responsibility that has to be
carried out according to their respective functions. Flight Crew schedule is made by the Crew Scheduling
Section, the Cabin Crew Scheduling Section prepares Cabin Crew schedule, and each Chief conducts
monitoring.
Each Aircrew will obtain the above mentioned schedule at least two days prior to the end of the ongoing
schedule (unless under specific circumstances) via CrewNet Line (Geneva) or may be via other
electronics means of communication individually.
Basically, the assignments of the Crew are divided into the assignments in the Crew Operating Pattern
(CROPA) or the assignments in the Ground Pattern (GP). The aircrew has to be given a Rest Period
according to the valid regulations.
A CROPA may be a combination of the Crew’s Duty Assignment as an Active Crew (ACT), as an ordinary
passenger or as a Dead Heading Crew (DHC).
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7.2.1 Crew Operating Pattern (CROPA)

A CROPA, also known as Crew Rotation, is a Duty Schedule that consists of 1 (one) Journey or more
operated by the aircrew starting from departure from *Base in the first Journey until the return to the *Base
in the last Journey. Each CROPA has a Pattern Identifier (PID) that consists of two to six alphanumerical
characters.
A Journey, known also as the Duty Cycle, is a flight activity (including Transit Time between two sectors)
that begins at the first Sector and ends at the last Sector continuously. A journey is considered completed
if ended by a Lay-Over Time. A Journey does not include Aircrew activities prior to the first sector and
after the last sector.
Company policy enables Rest Time given in a hotel if Transit Time is perceived to be possible although
the mentioned Rest Time will not be considered as a Lay-Over Time. If this is applied, as long as the
Flight Duty Limit is not exceeded, the Journey is considered as the same Journey whether the Split Flight
Duty Time is applied or not.
A Journey may consist of only one Sector (i.e. Test Flight, Training Flight, etc.). A Journey can also have
a Transit Time at the *Base that does not make the Journey end. The length of a Journey is determined
& limited by Flight Time, Flight Duty Time.
A Sector is the smallest flight module of a CROPA. A Sector begins at the Block-Off at the Departure
Station (DEP STN) and finishes at the Block-On in the Arrival Station (ARR STN). In special cases
such as diversion, RTA, RTB, etc. the DEP STN may be also same as the ARR STN. The Flight Time
measures the length of a Sector. The use of the term Estimate Time of Departure (ETD) is to approximate
the start of a Sector. The term Estimate Time of Arrival (ETA) is the approximation of the end of a Sector.
* Note: The term Base is applicable for crews who are based in JKT and SUB.
7.2.2 Ground Pattern

A Ground Pattern are activities that supporting flight operation such as activities that is closely related
to Flight Duty (such as Reserve and Standby) including certain Company activities that is not directly
related with the flight such as attending a seminar or a course. Each Ground Pattern has a Pattern
Identifier (PID) that consists of two to five alphanumerical characters.
7.2.3 Duty Schedule Revisions

With consideration of crew Rest Period, basically a revise could be done at any time especially for Duty
Reserve and Duty Standby.
Due to circumstances outside the original planning, the Duty Schedule may be revised before or during
the ongoing schedule. The instruction of Duty Schedule Revision can be notified either by electronic
means or paper means such as Crew NetLine (Geneva), telephone / mobile phone or telex. At home
base, the primary means for schedule revision is using Crew NetLine (Geneva). Each changing of
schedule either cancellation or revision less than 24 hours from original schedule shall be backed up by
telephone. The latest time for schedule revision notification by crew tracking to aircrew is at 22.00 LT or
15.00 UTC. Aircrew must check the Crew NetLine (Geneva) at or after 22.00 LT or 15.00 UTC. Schedule
revisions that Schedulled Time Departure at 22.00 - 09.00 LT or 15.00 - 02.00 UTC will be given a back
up notification using telephone 4 hours before ETD.
Those who are authorized to make Duty Schedule Revision are the Crew Tracking, Crew Dispatch, Flight
Movement Control, Chief Pilot (for pilots), Chief Cabin Crew (for cabin crews) or Vice President Flight
Operation in special cases.
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If irregularities happen, CROPA can be shortened or lengthened and can be applied to all aircrew or
only one individual case. Notification about any changes should be done as early as possible, however,
this does not mean that notification cannot be given at Home Base at the end of the on going scheduled
CROPA.
CROPA can be lengthened if limits are not exceeded (Flight Time, Flight Duty Time, Rest Period, etc).
If CROPA is lengthened, it is the responsibility of Crew Planning to ascertain that the calculation of
Away From Base is still based on the start of the previous CROPA so that the particular aircrew is not
disadvantaged and time spent at Home Base is applied as Transit Time. Aircrew should not refuse their
new duty above, unless there are medical reasons.
Aircrew should not alter their own Duty Scheduled or exchange duty with a Colleague without the
permission of the related Chief. Dead Heading (Extra Crew) Schedule change should fulfill the Flight
Duty Time requirements and should be approved by the related Chief. Available seat in the aircraft within
the Sector, Connecting Time, Rest Period and total Flight Duty Time should also be considered in the
consent of a schedule change.
The request to change DH outside the Home Base has to be approved by the local Station Manager
and can only be carried out if the Sector(s) are heading towards Home Base, which originally was to be
a DH sector and not followed by other Active Sector within CROPA. DH schedule change can only be
approved by local Station Manager if it functions to shorten Layover Time and there is an Available Seat
on the Aircraft.
Change of Duty Schedule at Lay-Over Station can be conducted by Calling Time Revisions. Employee
/ Station Manager is NOT permitted to relay the schedule change orally or by phone as this can disrupt
aircrew’s Rest Period.
7.2.4 Medical Examination

Is a Duty Schedule to have a Medical Check-Up that is given periodically, for Pilots, once every 6 months,
whereas for Cabin Crews, once every 12 months.
7.2.5 Education and Training

Included in Duty Schedule are Type Qualification Course, Integrated Procedures Training, Full Flight
Simulator, Aircraft Flight Training, Recurrent Safety Management System and other courses.
Flight Crew is not allowed to perform a flight duty assignment following a Full Flight Simulator training
on the same day.
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7.3 Flight Duty Time (FDT) and Flight Time (FT) Limitations
7.3.1 General
The Work and Rest Limits referring to CASR 121 as well as company policy which do not contradict with
CASR, are outlined to ease readings and, pictorial diagram are used to clarify meanings. Terms that are
not defined are considered as having clear meanings or common uses.
The Flight Time and Flight Duty Time for flight crew members shall be ensured that fatigue occurring
either in one flight, successive flights or accumulated over a period of time does not endanger the safety
of the flight.
FDT is the period of time that Aircrew reports at the Airport for active duty (sign-on) until and end when
aircrew member relieves (sign-off) from flight duties.
Active Sector is the sector operated by Aircrew as Active Crew, while dead-heading sector is the sector
traveled as passenger or dead-heading.
The limitations for flight crews are determined on the basis of Flight Time, Flight Duty Time, and Rest
Period.
The limitations for Cabin Crews are determined on the basis of Flight Duty Time Limitations and Rest
Requirements.
7.3.2 For Flight Crew

The maximum assignment for FDT or FT within 24 consecutive hours herewith means that crew can be
scheduled up to FDT or FT limit (depend on composition) continuously without rest. Once the journey
completed and followed by rest, the 24 consecutive-hours period is then starting from the following
reporting time for the next journey.
The maximum Flight Duty Time schedule for Flight Crew is 14 hours within 24 consecutive hours.
Pilot shall hold responsible NOT to exceed these Flight Time / Flight Duty Time limits, by informing the
Chief Pilot when exceed limit is proved or likely to occur.
As long as Flight Duty Time for Standard Crew Complement is not exceeded, the number of Sectors is
NOT limited.
7.3.2.1 Standard 2 Pilot Crew

1. Citilink Indonesia may schedule a pilot to fly in an airplane that has a crew of two pilots for 9 hours or
less during any 24 consecutive hours without a rest period during these nine hours.
2. Citilink Indonesia may not schedule a flight crewmember and a flight crewmember may not accept
an assignment for flight time in air transportation or in other commercial flying if that crewmember’s
total flight time in all commercial flying will exceed:
a) 1,050 hours in any 12 calendar month;
b) 110 hours in any calendar month;
c) 30 hours in any 7 consecutive days.
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7.3.2.2 Enlarged Crew 2 Pilots and At Least 1 Additional Pilot
Citilink Indonesia may schedule a pilot to fly for international and supplemental operations (not for
domestic), in an airplane that has a crew of two pilots and at least one additional flight crewmember for
maximum of 12 hours Flight Time during any 24 consecutive hours.
No pilot may fly as a flight crewmember more than:
1. 120 hours during any 30 consecutive days;
2. 300 hours during any 90 consecutive days; or
3. 1,050 hours during any 12 calendar month period.
Note: If ½ the crewmembers flight time during any calendar month is as part of a crew composed of two Pilots then
that crew member is limited to 110 hours in any calendar month.
Where a flight crew is augmented by the addition of one pilot, flight duty time may be extended beyond
14 hours up to 16 hours if:
1. A passenger seat for the off-duty pilot is available in the passenger compartment;
2. The additional pilot occupies a flight deck observer seat during takeoff and landing;
3. The maximum flight deck duty time for any pilot is 12 hours; and
4. Two hours are added to the required rest period prior to the next flight duty period.
Flight Relief Facility-Seat (FRFS) is a first row seat in the cabin that is used for the Flight Crew in the
Enlarged Crew Composition to rest, so that the Flight Duty Time can be extended to 17 hours. In such
cases the Maximum Flight Deck Duty Time is 12 hours for each Flight Crew.
In an Enlarged Crew Composition the maximum Sector in a Journey is limited 3 sectors. The CROPA
preparation that utilizes an Enlarged Crew must be approved by Chief Pilot.
7.3.3 Flight Duty Time Limitation and Rest Requirment for Cabin Crew
1. Except point 4), 5), and 6) of this section, the scheduled duty period within 24 consecutive hours for
Cabin Crew with a Standard Crew Complement is maximum 14 hours.
2. For point 1) of this section, a Rest Period of minimum 10 consecutive hours must be scheduled after
the completion of a Journey before the next Journey is scheduled.
3. The Rest Period for point 2) of this section maybe reduced to 9 hours provided that a total Rest Period
of 11 hours must be given after the end of the following Journey. The mentioned compensation has to
start at the latest 24 hours after the beginning of the Rest Period that has been reduced to 9 hours.
4. The scheduled duty period of more than 14 hours up to 16 hours may be assigned to Cabin Crew
composed with Standard complement plus at least one additional Cabin Crew.
5. The scheduled duty period of more than 16 hours up to 18 hours may be assigned to Cabin Crew
composed with Standard complement plus at least two additional Cabin Crews.
6. In case of the scheduled duty period extended more than 18 hours up to 20 hours may only be
assigned to Cabin Crew composed with standard complement plus at least 3 additional Cabin Crews,
provided if and only if a minimum of one Sector departs or lands outside the Republic of Indonesia
and the CROPA preparation can only be done with the written approval from the Chief Cabin Crew.
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The scheduled Rest Period must be given at least 12 consecutive hours after the completion of a
Journey before the next Journey is scheduled then point 8) of this section may be applied.
7. Except as provided in point 9) of this section, if a Cabin Crew scheduled to duty period of more than
14 hours up to 20 hours, as point 4), 5) and 6) of this section, the scheduled Rest Period must be
given at least 12 consecutive hours after the completion of a Journey before the next Journey is
scheduled.
8. The Rest Period for point 6) of this section may be reduced to 10 consecutive hours provided that a
total Rest Period of 14 consecutive hours must be given after the end of the following Journey. The
subsequent Rest Period has to start no later 24 hours after the beginning of the reduced Rest Period
and must occur between the completion of the scheduled duty period and the next scheduled.
9. Notwithstanding point 4) and 5) of this section, if a reduced Rest Period to 10 hours as point 8)
of this section, the Cabin Crew may not be scheduled more than 14 hours during 24-hour period
commencing after the beginning of the reduced rest period.
10. Flight Duty Time exceed 14 hours with additional crew onboard may only be assigned for scheduled
flight prior to reporting time of first sector.
11. A Cabin Crew is not considered to be exceeding Flight Duty Time Limitations if the flight is scheduled
normally terminate within the limitations but due to circumstances beyond the control of the company
(such as adverse weather conditions, ATC factor, etc) is unexpected.
7.3.4 Determination of Flight Duty Time and Rest Periods

For the purpose of calculating flight crew duty limitation, the entire duration of the duty / flight time for
each operating flight crew shall be counted as duty time.
Factors of determining required rest periods and calculating flight duty time are as follow:
1. Entire duration of the flight;
2. Entire duration of deadhead time (except deadheading in the last part of a journey);
3. Training periods prior to a flight (such as simulator, ground training etc.);
4. Administrative or office time prior to a flight (for flight crew members that serve in a management
function);
5. If required by the State, flight time accrued by flight crew members in operations other than those of
the Citilink Indonesia flight shall be calculated as Flight Duty Time.
7.3.4.1 Reporting Time

For calculations and planning Flight Duty Time, the following minimum reporting time at the airport
applies:
1. Home base (JKT and SUB) : 60 minutes before ETD of the first sector
2. Others / Layover station : 60 minutes before ETD of the first sector
3. For International Flight : 90 minutes before ETD of the first sector
Note: Minimum Reporting Time AT the Aircraft, at all stations is minimun 30 minutes before ETD.
Flight Duty / Duty Time : the elapse time between reporting time (sign-on) and relieve time (sign-off).
1. For domestic flight 60 minutes prior to ETD on the first flight until 30 minutes after ATA on the last
flight for the same rotation schedule
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2. For international flight 90 minutes prior to ETD on first flight until 30 minutes after ATA on the last flight
for the same rotation schedule
If for some reason flight delay is known or expected, the calculation of Flight Duty Time is as follow:
1. If delay is known AFTER crew leave their home or rest facility, the Flight Duty Time calculated start
from the NORMAL reporting time.
2. If delay is known, and crew has not left their home or rest facility, the Flight Duty Time will be calculated
start from the NEW / DELAYED reporting time.
Factors of calculating Rest Period following a Journey, the Transportation Time to and from the airport is
NOT included into the Rest Period. The transportation time is calculated as follows:
1. Jakarta : 90 minutes
2. Others / Layover station : 60 minutes
Transit is the activity between two Sectors in a Journey. It is counted as Transit Time.
7.3.5 Unforeseen (Irregularity Beyond Company Control)

In the event of irregularities in domestic flight, flight execution that is beyond the Company’s control (for
instance, bad weather, ATC factor, etc) may result in the addition of Flight Duty Time outside the available
limitations.
Should this happen, both Flight Crew and Cabin Crew will still be allowed to complete their Journey, as
this event is NOT categorized as scheduled.
A flight duty period may be extended by up to 3 consecutive hours provided that:
1. The crew rest following the time overrun shall be extended by at least the amount of time equivalent
to the overrun,
2. The flight crewmembers involved are of the opinion that flight safety will not be adversely effected by
the extended duty, and
3. The PIC submits a full report on the delays or circumstances surrounding the extension.
The term irregularities in this case are applied or related to that particular set of crew in accomplishing
their own journey only.
Unforeseen duty shall approved by Chief Pilot (JKTOFAQG).
7.3.6 Split Flight Duty Time

Where rest is taken during a flight duty period, flight duty time may be extended beyond the 14 hours in
Chapter 7.3.2 if:
1. The air carrier provides the flight crewmember with advance notice of the split flight duty time.
2. One-third of the flight duty time precedes the rest period;
3. A rest period of at least four hours in suitable accommodation is provided;
4. The flight crew member’s rest is not interrupted by Citilink Indonesia Management during the rest
period;
5. The flight duty time is extended by one-half the length of the rest period referred to point 3) above,
to a maximum of three hours; and
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6. The required rest period following the split flight duty time and prior to the next flight duty period is
increased by an amount equal to the extension to the flight duty time.
Note: Rest Period between Split Duty is excluded of Total Split Flight Duty.
7.3.7 Working Hours and Duty Time Limitation for Flight Operation Officer
7.3.7.1 Working Hours
Maximum duty time for Flight Operation Officer is 10 consecutive hours. Minimum Rest period is 10
hours.
If scheduled for more than 10 hours of duty in 24 consecutive hours, at least 8 hours rest period at or
before the end of duty and a suitable rest facility should be provided to him/her.
Each Flight Operation Officer must be relieved of all duty for at least 24 consecutive hours during any
seven consecutive days or for the equivalent time period within any calendar month.
7.3.7.2 Duty Time Limitation

The daily duty period for a Flight Operation Officer is so that it begins at a time that allows him to
become thoroughly familiar with existing and anticipated weather conditions along the route before he/
she dispatches any airplane.
He/she shall remain on duty until:
1. Each airplane dispatched by him has completed its flight, or
2. Has gone beyond his jurisdiction, or
3. Relieved by another qualified Flight Operation Officer.
While being assigned in operational duties, the Flight Operation Officer shall not use any psychoactive
substances (such as narcotics and alcohol). If he/she is identified under influance or engaging in any
kind of problematic use of psychoactive substances while on duty, he/she will be removed from duty
immediately.
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7.4 Reserve and Standby
Reserve and Standby is an assignment in which an aircrew is considered as a back up Crew Resource
for a certain period of time. The main duty is to replace aircrew who due to a certain reason can not
perform his/her Flight Duty, or as a new crewmember in a flight that has not been planned yet.
Other than the above reason, aircrew can also be assigned to Stand-In in a simulator and/or other duties
given by the Chief or VP Flight Operations. Every Aircrew assigned for Reserve or Standby is obliged to
manage his/her rest by considering the worst possibility in the CROPA assignment according to his/her
qualifications. The same also applies in preparing clothing and other travel gear.
7.4.1 Reserve
Reserve is the back up Crew Resource in an airport. Maximum Reserve duty time is 6 hours. To
calculate Flight Duty Time, the time spent on Reserve Duty is counted 100% Duty Time. Following Crew
Dispatch notification to an Aircrew member concerning a Revision from Reserve to be active in a CROPA
assignment, The Crew is given the latest 30 minutes to be ready aboard the aircraft.
7.4.2 Standby
Standby is the back up Crew Resource other than at the Airport duties that give flexibility to the Air Crew
to conduct their normal social activities, including rest as long as the particular air crew is ready to be
revised by phone call at any time during standby period.
Should notification is received less than 3 hours before ETD, that particular Air Crew must report at the
airport at the latest 90 minutes for international flight or the latest 60 minutes for domestic flight after
notification is received.
Notification can be given more than 3 hours before ETD, as long as that is done during Standby period.
Notification communicated before the start of Standby period has to consider reasonable rest limits,
with the condition that an Air Crew can not be blamed if they cannot be reached before the scheduled
Standby period.
As a general rule Standby period lasts for maximum of 12 hours.
During the 12-hour period, the aircrew has to be reachable, by telephone / Mobile Phone. Generally,
Standby period is divided by two, as follows:
1. STB00 starts at 00.00 (West Indonesia Time) or 17.00 UTC until the next 12 hours
Under certain conditions, Crew Scheduling can determine Standby schedule outside of the general rules
above, with a 12-hour length limit.
It is the responsibility of the Air Crew to check that their Mobile Phone is functioning well. If the Mobile
Phone unavailable during Standby period, the Air Crew shall give an alternative telephone number that
can be reached by Crew Scheduling and/or Crew Dispatch. If the Air Crew cannot give an alternative
telephone number that can be reached by Crew scheduling, it is the obligation of Air Crew to contact
Crew Scheduling every hour to check their Standby status.
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For as long as possible, ETD CROPA will fall within the 12 hour Standby period, however under Crew
shortage conditions, ETD is allowed up to 3 hours after the end of Standby period, provided that
notification must fall during Standby period. Flight Duty Time starts at the time the particular Aircrew
reports at the airport and at the maximum 60 minutes before ETD.
These limitations above are made to clarify backup Crew Resource Duty (Reserve & Standby)
interpretations, while at the same time giving the aircrew flexibility to utilize their time during standby for
their social lives, without reducing their potential contribution to the Company.
Standby can also be changed to Reserve at the airport. At the instance that Standby is revised to CROPA
or Reserve Schedules, the valid one is the newest schedule. This means that time revisions for rest
and other social activities are arranged by the particular aircrew by referring to the new schedule. The
cancellation of the new schedule back to Standby can only be done 3 hours before ETD.
All Revisions from Standby should refer to the Actual Time Arrival (ATA) of the previous CROPA of each
Aircrew member or the end of other Ground Pattern to fulfill the requirement of the available Rest Period
limitations.
7.4.3 Flight Duty Assignment from Reserve

1. Immediately applies after Crew Dispatch receives notice about the absence of a related Aircrew
cannot accept their Flight Duty.
2. Applies 50 minutes before latest ETD for Pilot and Cabin Crew. If an EX Reserve Crew is assigned,
and if by any reasons, the original aircrew has arrived at the airport, change assignment is considered
as cancelled as long as does not delay departure.
3. If the Aircrew replaced arrives at the airport at the condition that an assignment change is no longer
possible, he/she will be given Reserve Duty as long as that assignment will not affect the next
CROPA. Then Maximum Reserve Time for aircrew is 5 hours calculated from arrival time at the
Airport.
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7.5 Rest Period and Layover Time
7.5.1 Rest Period
7.5.1.1 For Standard Crew (2 Pilots)
The minimum rest period of 10 hours shall be given to crew who has assigned for maximum 9 hours
or less of flight time and 14 hours or less duty period during 24 consecutive hours prior to the next
assignment.
The rest period in this context is the period of time when air crew is relieved from flight activities, calculated
from 90 minutes after the end of FDT at JKT Base, 60 minutes at other base and 60 minutes after the end
of FDT at a layover station except JKT 90 minutes (for SUB based Crew).
If the flight duty time, flight time limitations on any crew compositions is exceeded, the crew must be
given a minimum rest of 18 hours. In addition to the minimum Rest Period only for 2 Pilot Crew, if there
is a change of 3 time zones differences or more, the minimum Rest Period is corrected by adding zone
time differences.
The Rest Period maybe reduced from 10 to 9 hours provided that a total Rest Period of 11 hours must
be given after the end of the following Journey. The mentioned compensation has to start at the latest 24
hours after the beginning of the Rest Period that has been reduced from 10 to 9 hours.
7.5.1.2 For Enlarged Crew (2 pilots and at least 1 additional flight crewmember)
A rest period equal to the length of the previous flight duty period shall be provided prior to the next flight
duty period, which shall be at least 12 hours.
If a pilot has flown 20 or more hours during any 48 consecutive hours or 24 or more hours during any
72 consecutive hours, he must be given at least 18 hours of rest before being assigned to any duty with
the air carrier. In any case, he must be given at least 24 consecutive hours of rest during any seven
consecutive days.
7.5.1.3 For Cabin Crew

The minimum rest period of 10 hours shall be given to crew who has performed an assignment involving
flight time / flight segment prior to the next assignment. The rest period in this context is the period of time
when air crew is relieved from flight activities, calculated from 90 minutes after the end of FDT at CGK
Base, 60 minutes at other base and 60 minutes after the end of FDT at a lay-over station.
7.5.1.4 Rest Period Calculation

The calculation of Rest Period will start as follows:
1. At JKT base after CROPA or between two journey:
- 2 hours after the last Block-On (consist of 30 minutes Sign-Off time and 90 minutes transport
time).
2. At other station after CROPA or between two journey at lay-over station (other than JKT):
- 90 minutes after the last Block-On of a CROPA (consist of 30 minutes Sign-Off time and 1 hours
transport time).
3. After Ground Pattern at JKT base:
- 90 minutes after the end of a Scheduled Ground Pattern activity
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4. After Ground Pattern at other Station:

- 60 minutes after the end of a Scheduled Ground Pattern activity.
5. When Standby followed by Rest, the rest period starts after Standby ends.
Rest Period at JKT Base ends 2½ hours (90 minutes for transportation and 60 minutes Sign-On time)
before the next ETD CROPA, or 90 minutes before the next Ground Pattern at JKT (60 minutes for other
station), or if followed with a Standby, Rest Period ends at the start of Standby.
For the purpose of easier conversion on Rest Period vs Block to Block (to include transportation and pre/
post flight activities) there are 4½ additional hours at JKT and 3½ hours at Other Station. For international
flight 30 minutes shall be added.
7.5.2 Layover Time

Layover Station
Station outside Home Base where crew remains over night / transited, being part of the CROPA.
Generally minimum Rest Period of 10 hours will be given following accomplishment of a Journey operated
by Standard Crew Complement.
In addition to the minimum Rest Period only for Standard Crew Complement, if there being a change of 3
time zones differences or more, the minimum Rest Period is corrected by adding zone time differences.
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7.6 Day Off (DO) and Duty Free (DF)
7.6.1 Day Off (DO)
To accommodate the social interest of Aircrew at Home Base (JKT or SUB) Citilink Indonesia grants rest
called DAY-OFF (DO) as follows:
1. Citilink Indonesia shall relieve each flight crewmember engaged in scheduled air transportation from
all further duty for at least 24 consecutive hours during any 7 consecutive days.
2. Have an average of at least 8 days-off in any consecutive calendar month period, and guarantee 6
days-off in any consecutive days calendar month.
3. All crew will be given a total of 8 (eight) days-off within one calendar month unless on leave or due
to medical reason then the following formula below is applied:
Assignable day in a month

Number of Day-Off within one calendar month = ----------------------------------------- X 8 days
Total days in a month
Note: The number of day-off formulated above is not applicable for Expatriate Pilot in which he is given according
to his contract agreement.
4. A Day-off starts from 00.00 - 23.59 LT or 17.00 - 16.59 UTC.

5. Company guarantees 1 (one) Local Night is obtained by aircrew who has a schedule of 1 (one) Day-
off:
a) When the last Block-On or any other assignment ended at or before 20.00 LT or 13.00 UTC on
the day prior to Day-Off, it means the Aircrew has already obtained 1 (one) Local Night.
b) When the last Block-On or any other assignment ended after 20.00 LT or 13.00 UTC on the day
prior to Day-Off, then 1 (one) Local Night is given on the night of the next date.
c) The above assignments (item 1 and 2) excluding Standby.
6. 1 (One) Local Night is a period of 8 consecutive hours between 22.00 - 06.00 LT or 15.00 - 23.00
UTC.
7. The end period of a Day-Off is the time leaving from home or rest facility (regarding transportation
time at particular station) for the next assignment, or the start period of Standby duty.
8. The rest or duty free period may be embedded within Day-Off period.
Minimum Day-off following multi-days CROPA:

Away From Base Minimum Day-Off Away From Base Minimum Day-Off
(Days) (Days) (Days) (Days)
5 2 13 – 15 6
6–8 3 16 – 18 7
9 – 10 4 19 – 20 8
11 - 12 5
Guarantee Day-Off is a Day-Off which requested by Aircrew and appeared on schedule as DO01.
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After attending Training, Courses, Seminar or activity other than Flight Duty purposes, the Day-Off at
Home Base is as follows:
Days of Training (including Trip Days) 4–6 7 – 14 15 – 22 23 – 30 Over 30

Day Off 1 2 3 5 7
Note: The company shall not schedule aircrew for Flight Duty during Rest Period and the aircrew is prohibited to
conduct Flight Duty schedule during minimum required Rest Period.
However, during day to day operations, it is possible that Day-Off schedule is revised if legal requirements
are not trespassed, such as:
1. A Crew stills posses 1 (one) DF within 7 consecutive days.
2. Minimum Rest Period requirement is not violated.
3. The particular Crew has been contacted orally, agreed to such revision and OCC sends confirmation
email.
7.6.2 Duty Free (DF)

The length of Rest Period required between 2 Journeys or between 2 Duty Schedules vary depends on
several variables, including regulations requirement to grant undisputed Rest Period of 24 consecutive
hours (NOT 1 calendar day) during any 7 consecutive days, which can be granted at Home Base or at
Lay-Over Station. The Rest Period of 24 consecutive hours or more is termed as Duty Free (DF).
Duty Free is written in the published scheduled as DFSXX, where SXX represents the early plan of
Duty Free (e.g. DFS19 means Duty Free starts from 19:00 LT or 12.00 UTC) and DFEXX represent end
of Duty Free. As a consequence of the way it is written, Aircrew might see 2 schedules on the same
calendar day, which is a PID with arrival date as well as the particular DFSXX schedule.
If measured from Block-On until the next Block-Off, the minimum length of DF equals to 27,5 hours at
other Station, and 28,5 hours at Jakarta.
Duty Free at Home Base or at Lay-Over Station can be cancelled at a certain CROPA without planned,
if a change in CROPA is as a result of irregularities as long as the Crew still posses 1 DF within 7
consecutive days, and the minimum required Rest Period is not violated.
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7.7 Deadheading
Deadheading (DH) is a term used when aircrew conducts a flight mission on one or more sector without
actively working and receive the same treatment as common passenger onboard the aircraft. When
needed, DH crew name list must be included in the General Declaration of that sector.
Travelling aircrew for the purpose of duty other than flight duty, e.g Simulator Training is excluded of the
dead heading crew.
For the purpose of FDT and rest period, these are calculated as follows:
1. On the same journey, when active sector immediately follows DH, FDT start at reporting time before
DH sector(s) and end at relieve from duty (sign-off) of the last active sector(s).
For the calculation of flight time component in to flight allowance system, DH is counted as 0% flight
time.
For the purpose of calculating rest periode before the next journey, the rule for active crew applied.
2. DH shall not be part of FDT if conducted at the last part of a journey (may consist of 1 or more
sectors) or if the total journey is traveled as DH. FDT calculation start at reporting time before first
active sector until relieve from duty of last active sector.
The next rest period shall not be started until DH sector is finished and its length shall be based on
the total length of FDT plus deadheading time if more than 14 hours, otherwise normal rest hours
shall be applied.
3. Time spent by a crew member in DH transportation to or from a duty assignment is not considered to
be part of any rest period.
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DUTY PERIOD DUTY PERIOD DUTY PERIOD 7.8.1
MANUAL
OPERATION
A
Feb 10th, 2016

REST JOURNEY 1 REST JOURNEY 2 REST JOURNEY 3 REST
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ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE ACTIVE
7.8 Summary
HOME BASE SECTOR SECTOR SECTOR LAYOVER TIME SECTOR SECTOR HOME BASE SECTOR SECTOR SECTOR HOME BASE
CREW OPERATING PATTERN (CROPA) 1 CROPA 2
DUTY PERIOD start from DUTY PERIOD = 60 minutes +

60 minutes before DH sector transit time + total flight
until Journey 4 completed time on Journey 5 DUTY PERIOD on Journey 6
Summary Diagram of CROPA
REST JOURNEY 4 REST JOURNEY 5 REST JOURNEY 6 REST

DH ACTIVE ACTIVE DH DH ACTIVE ACTIVE DH
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HOME BASE SECTOR SECTOR SECTOR LAYOVER TIME SECTOR SECTOR HOME BASE SECTOR SECTOR SECTOR HOME BASE
Chapter 7
GENERAL
CREW OPERATING PATTERN (CROPA) 3 CROPA 4
TRANSPORTATION TIME:
- JKT IS 90 MINUTES AND OTHER STATIONS IS 60 MINUTES EACH DIRECTION
PRE AND POST JOURNEY ACTIVITIES:

- SIGN ON FOR DOMESTIC FLIGHT IS 60 MINUTES BEFORE ETD
- SIGN ON FOR INTERNATIONAL FLIGHT IS 90 MINUTES BEFORE ETD
- SIGN OFF IS 30 MINUTES AFTER ATA
TRANSIT TIME
MANUAL
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7.8.2 Summary Diagram for Flight Crew Work and Rest
ASSIGNMENT
Have you flown 1050 hours

YES GO HOME
in any calendar year?
NO
REST FOR Have you had 24 hours OFF

24 HRS NO
in past 7 days?
YES
Have you flown more than 300 hrs (For 3 Pilots);

YES GO HOME
or 350 hrs (For 4 Pilots) during 90 consecutive days?
NO
Have you flown more than 110 hrs (2 Pilots)

in any calendar month;
YES GO HOME
or more than 120 hrs (For Enlarge Crew)
in any 30 consecutive days?
NO
REST FOR For Enlarge 3 Pilots

18 HRS NO
have you flown more than 24 hrs in past 72 hours?
NO
REST FOR For Enlarge 3 Pilots

18 HRS NO
have you flown more than 20 hrs in past 48 hours?
NO
Is your assignment in next 24 consecutive hours

Flight Time 9 hours and/or Flight Duty Time 14 hours?
LESS MORE
2 Pilot or more
3 PILOTS
FRFS:
Flight Deck Duty Time 12.00 hrs
Flight Duty Time 17 hrs
FLY THE AIRCRAFT
Check your limit:

Flight Time,
Flight Deck Duty Time,
Flight Duty Time,
Is it Split Flight Duty Time?
Take Sufficient Rest
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Operating Procedure
Chapter 8
Operating Procedure
8.1 Flight Preparation

8.1.1 Minimum Flight Altitudes
8.1.1.1 Visual Flight Rules
8.1.1.1.1 Basic VFR Minima
Distance from clouds

It is prohibited to operate an aircraft under VFR unless:
1. Within the Indonesia FIRs at or above 6,000 ft at a distance less than 1,000 ft vertically and 1 SM
horizontally from any cloud formation;
2. Below 6,000 ft, but not below 3,000 ft at a distance less than 500 ft below or 1,000 ft above and 2,000
ft horizontally from any cloud formation;
3. Within a Control Zone, beneath the ceiling when the selling is less than 1,500 ft;
4. Between sunset and sunrise, or such other period between sunset, as may be prescribed by the
Director;
5. Outside controlled airspace at altitude less than 3,000 ft above the surface, unless the aircraft is clear
of clouds.
Flight Visibility
It is prohibited to operate an aircraft under VFR unless
1. At an altitude 6,000 ft or above, but outside controlled airspace not above FL 200 and within controlled
air space not above FL 150, unless flight visibility is at least 5 SM.
2. At an altitude below 6,000 ft, but not below 3,000 ft above the surface unless flight visibility is at least
3 SM.
3. Outside controlled airspace below 3,000 ft above the surface, unless flight visibility is at least 1 SM
Ground Visibility
It is prohibited to takeoff or lands an aircraft, or enter the traffic pattern of an aerodrome, under VFR
unless ground visibility is least 3 SM.
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8.1.1.1.2 Special VFR Weather Minima in Control Zones
The special minima in this paragraph apply to the operation of an aircraft within a control zone, provided
an appropriate clearance is obtained from ATC.
1. It is prohibited to operate an airplane in a control zone under special VFR except clear of clouds.
2. It is prohibited to operate an airplane in a control zone under special VFR unless flight visibility is at
least 1 SM.
3. It is prohibited to operate an airplane in a control zone under special VFR unless ground visibility is
at least 1 SM.
VFR Cruising Altitude of Flight Level

Except while holding in a holding pattern of 2 minutes or less, or while turning, each person operating
an aircraft under VFR in level cruising flight more than 3,000 ft above the surface shall maintain the
appropriate altitude or flight level prescribed below, unless otherwise authorized by ATC:
1. When operating below 20,000 ft:
a) On a magnetic track of zero degrees through 089 degrees any ODD thousands of ft (FL);
b) On a magnetic track of 090 degrees through 179 degrees any ODD thousands of ft (FL) plus
500 ft;
c) On a magnetic track of 180 degrees through 269 degrees any EVEN thousands of ft (FL)
d) On a magnetic track of 270 degrees through 359 degrees any EVEN thousands of feet (FL) plus
500 ft;
2. No aircraft may operated at FL 200 within Indonesian Airspace, when operating above FL 200:
a) On a magnetic course of 000° through 179°, useable flight level such as FL 210, FL 230, FL 250,
FL 270.
b) On a magnetic course at 180° through 359° useable flight level such as FL 220, FL 240, FL 260,
FL 280.
3. No aircraft may operated at or above FL 290 within VFR condition:
a) On a magnetic course of 0° through 179°, any flight level, at 4,000 ft intervals, beginning at and
including flight level 300 (such as flight level 300, 340, or 380); or
b) On a magnetic course of 180° through 359°, any flight level, at 4,000 ft intervals, beginning at and
including flight level 320 (such as flight level 320, 360, or 400).
8.1.1.2 Instrument Flight Rules

Aircraft shall be equipped with suitable instruments and with radio navigation equipment as may be
prescribed by the appropriate authority.
The pilot in command of an aircraft shall not conduct a flight under IFR unless the holds an instrument
rating of the required class issued or rendered valid by the appropriate authority.
All flights conducted in circumstances requiring flight over the sea at a distance of more than 10 NM from
land and for more than one hour shall comply with the IFR as specified in the section.
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8.1.1.2.1 ATC Clearance and Flights Plan Required

It is prohibited to operate an aircraft in controlled airspace IFR unless:
1. He has filed an IFR flight plan, and
2. He has received an appropriate ATC clearance.
8.1.1.2.2 Takeoff and Landing Under IFR

1. Instrument Approaches to Civil Airports
Unless otherwise authorized by the Director when an instrument letdown to a civil airport is necessary,
pilot shall use a standard instrument approach procedure prescribed for the airport by the Director.
The OCA/OCH in the instrument Approach Procedure (IAP) are published by the Director through
Aeronautical Information Publication (AIP) or Approved Airways Manual and if the Citilink Indonesia
implemented IAP different with published OCA/OCH Citilink Indonesia should propose the different
MDA/MDH or DA/DH approved by the Director.
2. Authorized DH or MDA
When the approach procedure being used provides for and requires the use of a DH or MDA, the
authorized DH or MDA is the highest of the following:
a) The DH or MDA prescribed by the approach procedure;
b) The DH or MDA prescribed for the pilot in command;
c) The DH or MDA for which the aircraft is equipped.
3. Operation Below DH or MDA

Where a DH or MDA is applicable, no pilot may operate an aircraft at any airport below the authorized
MDA or continue an approach below the authorized DH unless:
a) The aircraft is continuously in a position from which a descent to a landing on the intended
runway can be made at a normal rate of descent using normal maneuvers, and that descent rate
will allow touchdown to occur within the touchdown zone of the runway of intended landing;
b) The flight visibility is not less than the visibility prescribed in the standard instrument approach
being used; and
c) Except for a Category II or Category III approach where any necessary visual reference
requirements are specified by the Director, at least one of the following visual references for the
intended runway is distinctly visible and identifiable to the pilot:
• The approach light system, except that the pilot may not descend below 100 feet above the
touchdown zone elevation using the approach lights as a reference unless the red terminating
bars or the red side row bars are also distinctly visible and identifiable.
• The threshold
• The threshold markings
• The threshold lights
• The runway end identifier lights
• The visual approach slope indicator
• The touchdown zone or touchdown zone markings
• The touchdown zone lights
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• The runway or runway markings
• The runway lights
4. Landing
No pilot operating an aircraft may land that aircraft when the flight visibility is less than the visibility
prescribed in the standard instrument approach procedure being used.
5. Missed Approach Procedures

Each pilot operating an aircraft shall immediately execute an appropriate missed approach procedure
when either of the following conditions exist:
a) Whenever the requirements of Point 3 on this section above (Operation Below DH or MDA) are
not met at either of the following times:
• When the aircraft is being operated below MDA; or
• Upon arrival at the missed approach point, including a DH where a DH is specified and its use
is required, and at any time after that until touchdown.
b) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling
maneuver at or above MDA, unless the inability to see an identifiable part of the airport results
only from a normal bank of the aircraft during the circling approach.
6. Civil Airport Takeoff Minimums

Unless otherwise authorized by the Director, no pilot operating an aircraft may take-off from a civil
airport under IFR unless weather conditions are at or above the weather minimum for IFR takeoff
prescribed for that airport by the Director. If takeoff minimums are not prescribed by the Director for
a particular airport, the following minimums apply to takeoffs under IFR for aircraft operating under
those parts:
- For aircraft having two engines 1.6 km visibility.
7. Military Airports
Unless otherwise prescribed by the Director, each person operating a civil aircraft under IFR into or
out of a military airport shall comply with the instrument approach procedures and the takeoff and
landing minimum prescribed by the military authority having jurisdiction of that airport.
8. Comparable Values of RVR and Ground Visibility

- Except for Category II or Category III minimums, if RVR minimums for takeoff or landing are
prescribed in an instrument approach procedure, but RVR is not reported for the runway of
intended operation, the RVR minimum shall be converted to ground visibility and shall be the
visibility minimum for takeoff or landing on that runway.
9. Limitation on Procedure Turns

In case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or
an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless
cleared to do so by ATC.
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10. ILS Components

The basic ground components of an ILS are the localizer, glide slope, outer marker, middle marker,
and, when installed for use with Category II or Category III instrument approach procedures, an inner
marker. A compass locator or precision radar may be substituted for the outer or middle marker. DME,
VOR, or non-directional beacon fixes authorized in the standard instrument approach procedure or
surveillance radar may be substituted for the outer marker. Applicability of, and substitution for, the
inner marker for Category II or III approaches is determined by the appropriate DGCA-approved
approach procedure, a letter of authorization issued by the DGCA, or operations specification
pertinent to the operations.
8.1.1.2.3 Minimum Altitude for IFR Operation

1. Operation of aircraft at minimum altitudes.
Except when necessary for takeoff or landing, no pilot may operate an aircraft under IFR bellow:
a) The applicable minimum altitudes prescribed; or
b) If no applicable minimum altitude is prescribed in those parts:
• In the case of operations over a mountainous area, an altitude of 2,000 ft above the highest
obstacle within a horizontal distance of 4 nautical miles from the course to be flown; or
• In any other case, an altitude of 1,000 ft above the highest obstacle within a horizontal
distance of 4 nautical miles from the course to be flown. However, if both a MEA and a MOCA
are prescribed for a particular route or route segment, a person may operate an aircraft below
the MEA down to, but not below, the MOCA, when within 22 NM of the VOR concerned
(based on the pilot’s reasonable estimate of that distance).
2. Climb
Climb to a higher minimum IFR altitude shall begin immediately after passing the point beyond which
that minimum altitude applies, except that when ground obstructions intervene, the point beyond
which that higher minimum altitude applies shall be crossed at or above the applicable MCA.
However, if both a MEA (Minimum En-route Altitude) and MOCA (Minimum Obstacle Clearance
Altitude) are prescribed for a particular route segment, a person may operate an aircraft below the
MEA but below the MOCA, when within 25 SM of the VOR concerned (based on the pilot’s reasonable
estimate of that distance).
Climb to higher minimum IFR altitude shall begin immediately after passing the point beyond which
that minimum altitude applies, except that when ground obstructions interferes the point beyond
which the higher minimum altitude applies shall be crossed at or above the applicable MCR (Minimum
Crossing Altitude).
8.1.1.2.4 IFR Cruising Altitude or Flight Levels

1. In Controlled Airspace
Each person operating an aircraft under IFR in level cruising flight in controlled airspace shall maintain
the altitude or flight level assigned that aircraft by ATC.
2. In Uncontrolled Airspace
Except while in a holding pattern of 2 minutes or less or while turning, each person operating an
aircraft under IFR in level cruising flight in uncontrolled airspace shall maintain an appropriate altitude
as follows:
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a) When operating below flight level 200
• On a magnetic track of zero degrees through 089 degrees any ODD thousands of ft (FL);
• On a magnetic track of 090 degrees through 179 degrees any ODD thousands of ft (FL) plus
500 ft;
• On a magnetic track of 180 degrees through 269 degrees any EVEN thousands of ft (FL)
• On a magnetic track of 270 degrees through 359 degrees any EVEN thousands of ft (FL) plus
500 ft;
b) When operating above flight level 200 but below flight level 290:
• On magnetic track of zero degrees through 179 degrees any odd flight level such as : FL 210;
FL 230 FL; FL 250 etc.
• On magnetic track of 180 degrees through 359 degrees any even flight level such as : FL
220; FL 240 FL; FL 260 etc.
Note: For separation purpose between aircraft operating in the Lower (below transition level) and Upper
(above transition level) airspace shall not be used.
c) When operating at or above flight level 290 within non RVSM Designated Route:
• On a magnetic track of zero degrees through 179 degrees, flight levels at 4.000 ft intervals
beginning at and including FL 290 such as : FL 290; FL 330; FL 370 etc.
• On a magnetic track of 180 degrees through 359 degrees, flight levels at 4.000 ft intervals
beginning at and including FL 310, such as: FL 310; FL 350; FL 390 etc.
d) When operating at or above FL 290 within RVSM Designated Route :

• On magnetic track of zero degrees through 179 degrees, flight level FL at 2.000 ft intervals
beginning at and including FL 290 such as : FL 290; FL 310; FL 330; FL 350 etc. up to FL 410.
• On a magnetic track of 180 degrees through 359 degrees, flight levels at 2.000 ft intervals
beginning at and including FL 300, such as: FL 300; FL 320; FL 340; FL 360 etc up to FL 400.
8.1.1.2.5 Course to Be Flown

Unless otherwise authorized by ATC, no pilot may operate an aircraft within controlled airspace under
IFR except as follows:
1. On an airway, along the centerline of that airway.
2. On any other route, along the direct course between the navigational aids or fixes defining that route.
However, this section does not prohibit maneuvering the aircraft to pass well clear of other air traffic
or the maneuvering of the aircraft in VFR conditions to clear the intended flight path both before and
during climb or descent.
Malfunction Report
1. The pilot in command of each aircraft operated in controlled airspace under IFR shall report as
soon as practical to ATC any malfunctions of navigational, approach, or communication equipment
occurring in flight.
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2. In each report required by Paragraph (a) of this section, the pilot in command shall include the
a) Aircraft identification;
b) Equipment affected;
c) Degree to which the capability of the pilot to operate under IFR in the ATC system is impaired;
and
d) Nature and extent of assistance desired from ATC.
8.1.1.3 Minimum VFR Altitude Requirements

Citilink Indonesia normally does not allow VFR operations for revenue flights. If VFR is required for a
specific flight or part(s) of a flight, an authorisation of the VP Flight Operations is required. For VFR
altitudes requirements refer to local regulations applicable to the area overflown.
8.1.1.4 Minimum IFR Altitude Requirements

When an aircraft is operated for the purpose of commercial air transport, the minimum altitude / flight level
at which it is permitted to fly may be governed by national regulations, air traffic control requirements,
or by the need to maintain a safe height margin above any significant terrain or obstacle en-route.
Whichever of these requirements produces the highest altitude / flight level for a particular route will
determine the minimum flight altitude for that route.
The procedures outlined in the following paragraphs are to be followed when calculating the minimum
altitude for the safe avoidance of en-route terrain and obstacles.
The minimum altitudes for IFR operations are published on aeronautical charts for airways, routes and
for standard instrument approach procedures.
If no applicable minimum altitude is prescribed the following minimum IFR altitudes apply:
1. In designated mountainous areas, 2,000 ft above the highest obstacles within a horizontal distance
of 5 statute miles from the course to be flown; or
2. Other than mountainous areas, 1,000 ft above the highest obstacle within a horizontal distance of 5
statute miles from the course to be flown; or
3. As otherwise authorized by the Administrator or assigned by ATC.
8.1.1.4.1 Minimum En-Route Altitude (MEA)

The Minimum Enroute Altitude (MEA) is the lowest altitude a pilot can fly en-route. The MEA provides
obstruction clearance within 5 statute miles of the airway centerline.
MEA guarantees clearance of:
1. 1,000 ft above the highest obstruction in non mountainous terrain, or
2. 2,000 ft above the highest obstruction in mountainous terrain, rounded-off to the next higher increment
of 100 ft.
The lowest MEA is 2,000 ft.

In addition to obstruction clearance, the MEA also guarantees reception of a navigational signal at any
point along the airway. The pilot flying at or above the MEA can be assured that proper obstruction
clearance and usable navigational signal are reliable.
On approved company navigation charts the MEA is shown below the airway centerline.
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MEA is often the first of the two altitudes listed, or, if only one is shown.
8.1.1.4.2 Minimum Obstruction Clearance Altitude (MOCA)

The Minimum Obstruction Clearance Altitude guarantees the same obstruction clearance as MEA.
The major difference between the two altitudes is that MOCA assures a reliable navigation signal only
within 22 nautical miles of the VOR facility, conversely, the MEA guarantees reliable navigation signal
throughout the segment.
On approved company navigation charts, MOCA identified by letter “T” indicates the terrain obstruction.
8.1.1.4.3 Minimum Off Route Altitude (MORA)

The Minimum Off Route Altitude (MORA) provides obstruction clearance within 10 NM of the route
centerline (regardless to the route width) and fixes.
MORA guarantees clearance of:
1. 1,000 ft above the highest obstruction up to and including 6,000 ft, or
2. 2,000 ft above the highest obstruction exceeding 6,000 ft, rounded of to the next higher increment of
100 ft.
The lowest MORA is 2,000 ft.
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On approved company navigation charts, the MORA is identified by letter “a”.
8.1.1.4.4 Grid MORA

The Grid MORA provides the same obstruction clearance as does the MORA but within a specified
latitude and longitude rectangle.
On navigation charts the Grid MORA is indicated for each latitude / longitude rectangle in hundreds (100)
of ft.
Depending on the scale, two more section may be covered by one Grid MORA
An ‘off-route’ or a flight which diverges from a designated air route due to ATC, weather, navigational in
accuracy or any other reason, shall not be flown below MORA or Grid MORA except:
1. Adequate visual reference can be maintained
2. The aircraft is within an area where lower minimum altitudes are applicable
3. When radar vectoring is provided by an ATS unit
8.1.1.4.5 Minimum Safe Altitude (MSA)

Altitude depicted on an instrument approach chart and identified as the minimum safe altitude (MSA)
which provides a 1,000 ft obstacle clearance within 25 NM radius from specified navigational facility or
point upon which the instrument approach is predicated. If the radius limit is other than 25 NM it is stated.
This altitude is for EMERGENCY USE ONLY and does not necessary guarantee NAVAID reception.
When the MSA is divided into sectors, with each sector a different altitude, the altitudes in these sectors
are referred to as ‘Minimum Sector Altitudes’.
MSA is shown in a circle, when segment have different altitudes the dividing lines are clearly shown as
magnetic bearing toward the facility with MSA figures in each segment. The facility is always identified
outside of and to the right of the circle.
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ILS a locater approach procedures normally use a locater or NDB as the forming facility when they are
located on the localizer course and used in the procedure. The localizer facility is not used in determining
MEA.
If there is no official MSA provided for an approach, within the fifty states of the USA and Canada, it is
omitted. In order parts of the world MEAs are provided for each approach chart when an established
MSA is authorized from a facility charted within the plan view of the respective approach.
8.1.1.4.6 Related Information

1. Minimum Crossing Altitude (MCA)
Despite using MEAs, a route segment may be defined vertically by crossing altitude at a specified
point. A MCA for a point on arrival, initial / intermediate and non-precision approach segment provides
obstacle clearance at and before that point.
2. Obstacle Clearance Height / Altitude (OCH/A)
The OCH/A is the minimum obstacle safe height / altitude of the final approach segment. It determines
the Minimum Descent Altitude (MDA) for the non-precision approach and the Decision Altitude (DA)
for the precision approach.
3. Departure Route
Departure routes (SIDs or omni directional departures) are protected against obstacle by an up
sloping surface. Unless otherwise indicated, the gradient of this surface is 3.3%. It may be located
below the applicable minimum en-route altitude, but as long as the aircraft remains above the up
sloping departure surface and within the departure route limits, obstacle clearance will be assured.
Any MCA must be reached at the given point to ascertain sufficient obstacle clearance beyond that
point.
4. Lowest Usable Flight Level
For flight outside controlled airspace including below the lower limit of controlled airspace, e.g. when
forced to descend by system malfunctions, the determination of the lowest usable flight level is the
responsibility of PIC, taking into account current or forecast QNH and temperature.
When operating below controlled airspace, the accumulated pressure and temperature correction
may affect a flight level or altitude in controlled airspace. Clearance from appropriate ATC must then
be obtained.
8.1.1.5 Abnormal Operation

8.1.1.5.1 Engine Failure
The cruising level selected and the aircraft weight shall be considered in the event of engine failure at the
most unfavorable point along the route. The aircraft will able to clear the terrain enroute by an adequate
margin and reach a suitable aerodrome.
When determining the cruising altitude, the corridor width, the required terrain clearance and the margins
to be subtracted from the one-engine-out enroute performance as specified in FCOM PER-OEI-CRT and
or QRH PER-L.
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1. The net flight path must have a positive gradient at 1,500 ft above the aerodrome where the landing
is assumed to be made after engine failure.
2. The gradient of the net flight path must be positive at least 1,000 ft above all terrain and obstructions
along the route within 9.3 km (5 nm) on either side of the intended track.
3. The net flight path must permit the aircraft to continue flight from the cruising altitude to an aerodrome
where a landing can be made, the net flight path clearing vertically, by at least 2,000 ft, all terrain and
obstructions along the route within 9.3 km (5 nm) on either side of the intended track.
For the route segments considered, a profile of the terrain based on the MOCA corridor shall be drawn
and the terrain clearance envelope shall be shown.
If the climb performance reduced by the climb net performance is negative at the altitude of the highest
point plus required clearance, level flight at that altitude is not possible and a set of driftdown curves
for various wind components and weights must be plotted tangent to the envelope. For the purpose of
calculating driftdown paths it is permitted to plan dumping of fuel (if applicable) to such an extent that the
fuel quantity remaining as sufficient to reach a suitable aerodrome with two hours reserve.
The minimum cruising altitude must be greater than the altitude at which two corresponding drift down
curves intersect and equals the altitude at which the horizontal distance between the two drift down
curves amounts to 10% of the distance between the point of intersection and the last navigational aid.
The decision point when flying at the minimum cruising altitude is situated one minutes before the
intersection of two corresponding drift down curves, to the time needed for marking a 180O turn.
Note:
- It is emphasized that the published driftdown data does not include specific margins for turbulence and/or icing.
As far as turbulence will not result in lower performance than shown in anti the drift down data, as regards icing,
experience has indicated that for all aircraft the de-and anti-icing equipment is capable of giving satisfactory
protection in moderate icing.
- It therefore the captain has good reason to expect more than moderate turbulence or icing over the critical
portion of the route, the flight should be rerouted or delayed, unless he can fly at such an altitude that drift down
clear of the area can be accomplished without descending into the unfavorable levels.

8.1.1.5.2 Pressurisation Failure
In case of depressurisation, the terrain elevation can impose a minimum flight altitude that requires
the passenger to still use the breathing oxygen system in cruise after the emergency descent. Citilink
Indonesia may establish an escape route as a function of the terrain and of the aircraft navigation
performance system that permit, if approved by the authorities, to descend below the grid minimum
altitude to an altitude that copes with passenger oxygen requirements.
At any time during the emergency descent, the aircraft gross (actual) flight path must clear vertically all
obstacles by 2,000 ft.
8.1.1.6 Altitude Correction

In order to determine the geometrical altitude of the aircraft and thus ensure adequate obstacle clearance,
corrections have to be applied when Outside Air Temperature and/or pressure differ from standard
atmosphere.
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8.1.1.6.1 Temperature Correction
The calculated minimum safe altitudes/heights must be corrected when the OAT is much lower than that
predicted by the standard atmosphere.
The correction has to be applied on the height above the elevation of the altimeter setting source. The
altimeter setting source is generally the atmosphere pressure at an airport, and the correction on the
height above the airport has to be applied on the indicated altitude. The same correction value is applied
when flying at either QFE or at QNH.
Low altitude temperature corrections

1. Approximate correction
Increase obstacle elevation by 4% per 10°C below ISA of the height above the elevation of the
altimeter setting source or decrease aircraft indicated altitude by 4% per 10°C below ISA of the height
above the elevation of the altimeter setting source.
This method is generally used to adjust minimum safe altitudes and may be applied for all altimeters
setting source altitudes for temperatures above -15°C.
2. Tabulated corrections
For colder temperatures, a more accurate correction should be obtained from the following table
calculated for a sea level aerodrome. It is conservative when applied at higher aerodrome.
High altitude temperature corrections

The graph given hereafter has to be used enroute for high altitude operation. It does not take into
account the elevation of the altimeter setting source.
In theory, this correction applies to the air column between the ground and the aircraft. When flying above
high terrain, the use of this correction gives a conservative margin.
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8.1.1.6.2 Pressure Correction

When flying at levels with the altimeter set to 1013 hPa, the minimum safe altitude must be corrected for
deviations in pressure when the pressure is lower than the standard atmosphere (1013 hPa).
The appropriate correction is 28 ft (30 ft) per hPa below 1013 hPa.
The corresponding pressure altitude correction table refer to QRH - INFLIGHT PERFORMANCE.
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8.1.2 Airport, Route / Area Qualification
Airport, route and area qualification refer to OM Part A Chapter “8.1.2.4 Aerodrome Classification
List” For some airports, an introduction in the simulator is required.
8.1.2.1 Aerodrome Categorization

In normal circumstances, PIC may only operate into aerodromes which have been categorized by the
Company and for which required informations have been provided in OM Part C - Airport and Route
Manual. A PIC cannot self categorize an aerodrome unless in emergency. If in doubt about the aerodrome
category, contact Chief Pilot.
Aerodromes are categorized in ascending order of difficulty from category A to category C.
Each airport of intended use shall be analyzed for its adequacy prior to being used, either as a destination,
alternate or as an enroute-alternate. On the day of the flight, the weather and the NOTAMs shall be
analyzed to determine its suitability.
The adequacy analysis shall be based on the requirements given below.
8.1.2.2 Airfield Check, Prior to Consideration for Use

1. Hours of Operation (availability during planned operation)
2. Obstacles: in the vicinity and enroute
3. Runway Length / Runway Width: Sufficient to meet landing performance at the MLW, Width: adequate
for the type of airplane
4. Runway Strength: Bearing strength sufficient to meet MLW with 10% margin for Flexible and 5%
margin for rigid pavements or with dispensation where necessary
5. Runway / Taxiway size and Geometry RWY/TWY size and geometry compatible with required aircraft
manoeuvres
6. Entry / Exit to Runway
7. Taxiways (Exit both ends of RWY) or Turning Nodes (both ends of RWY) if the RWY is only 30 m wide
8. Air Traffic Services and Emergency services available at airport
9. Prevalent weather and Weather reporting services available at airport
10. Navigation Aids Preferably ILS on at least one runway direction.
11. Lighting: Appropriate lighting as per the applicable approach procedure.
12. Meteorological Services: Weather forecasting and reporting obtained at the airport
13. Parking: Adequate parking space at designated area
14. Fuel: Uplift, Burn and Availability
15. Fuel freeze considerations
16. Ground Handling: As defined / required
17. Engineering: As defined / required
18. Medical: As defined / required
19. Customs / Immigration: Port of Entry
20. Political considerations: UN Sanctions / Insurance Coverage / Political sensitivity
21. Route feasibility: fuel burn, depressurization, etc.
22. Engine inoperative considerations: En-route and Departure
Post analysis, the airport shall be categorized as a Category A, B, or C.
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Category A
An aerodrome which satisfies all of the following requirements:
1. An approved instrument approach procedure
2. At least one runway with no performance limited procedure for takeoff and/or landing
3. Published circling minima not higher than 1,000 feet above aerodrome level and
4. Night operations capability.
Citilink Indonesia pilots are authorized to operate into any Category A aerodrome, provided their
Annual Line Check is valid, and provided they conduct a self-brief for the aerodrome using the flight
documentation provided in the Approved Company Navigation Chart.
Category B
An aerodrome which does not satisfy the category A requirements or which requires extra considerations
such as:
1. Specific approach aids and/or approach patterns; or
2. Unusual local weather conditions; or
3. Unusual characteristics or performance limitations; or
4. Any other relevant considerations including obstructions, physical layout, lighting, etc.
Prior to operating to a category B aerodrome, The PIC should be briefed, or self-briefed by means of
the airport briefing checklist on the category B aerodrome(s) concerned and should certify that he has
carried out these instructions.
Category B*
An aerodrome that requires at least one of the active flight crew member has flown to this airport
previously within 12 calendar months, otherwise an Airport Route Qualification check with company
instructor shall be performed.
Category C
An aerodrome that requires additional considerations to those from a Category B Aerodrome, operating
to a Category C Airport, the PIC (and F/O when applicable) should be briefed and an Airport Route
Qualification Check or familiarized in a flight simulator by Company Instructor shall be performed for that
purpose. Category C Airport is not allowed to be planned as an Alternate.
8.1.2.3 Planning Minima

Considered destination, departure or alternate airports to be used for operations must be adequate for
the type of aircraft and operation concerned.
In addition to be selected for conducting an operation they should be complying at the time / period of the
operation with forecasted weather conditions that is called planning minima.
In relation to expected approach procedure flight planning minima shall be considered for destination and
alternate. These planning minima include minima for ceiling, visibility and wind. During flight apply flight
planning minima only case a change to the flight plan is made with regard to destination or alternate.
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Note: Before comparing HAT/HAA with the forecast ceiling, values may be rounded off to the nearest multiple of
100 ft.
8.1.2.3.1 Planning Minima for Takeoff Alternate Airport

1. If the weather conditions at the airport of takeoff are below the landing minimum in the Citilink
Indonesia Operations Specifications for that airport, no person may dispatch or release an aircraft
from that airport unless the dispatch or flight release specifies an alternate airport located within the
following distances from the airport of takeoff:
- Aircraft having two engines not more than one hour from the departure airport at normal cruising
speed in still air with one engine inoperative.
2. The alternate airport weather conditions must meet the requirements:
a) If an instrument approach procedure can be used, minimum forecast weather conditions for
planning and aircraft as an alternate are found by adding a standard increment to the prescribed
minima (published minima raised as required) as given below:
VISIBILITY Prescribed VIS + 600 m with a minimum of 1,200 m
CEILING Prescribed HAT/HAA + 300 ft
WIND Crosswind / tailwind within FCOM limitations; gusts may be disregarded.
b) If for the selected airport no usable instrument approach procedure is available, the following
planning minima apply :
VISIBILITY 10 km or more
CEILING Above the lowest applicable minimum safe altitude (MSA, MORA, MOCA, etc.)
And additionally:
- No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast
- If the selected airport is located in mountainous or near high obstacles, no significant clouds
forecast.
3. No person may dispatch or release an aircraft from an airport unless he list each required alternate
airport in the dispatch or flight release.
8.1.2.3.2 Planning Minima for Destination Airport

1. If an instrument approach procedure can be used, minimum forecast weather conditions for planning
as the Destination Airport Planning Minima:
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2. If for the selected airport no usable instrument approach procedure is available, the following planning
minima apply:
And additionally:
a) No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast
b) If the selected airport is located in mountainous terrain or near high obstacles, no significant
clouds forecast.
8.1.2.3.3 Flight Planning Minima for Enroute Alternate

as the Enroute Alternate Planning Minima:
minima apply:
And additionally:
a) No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast
b) If the selected airport is located in mountainous terrain or near high obstacles, no significant
clouds forecast.
8.1.2.3.4 Flight Planning Minima for Destination Alternate

All Citilink Indonesia IFR flights require at least one alternate airport for each destination. When the
weather conditions forecast for the destination and first alternate airport are marginal at least one
additional alternate must be designated.
and aircraft as Destination Alternate are found by adding a standard increment to the prescribed
minima (published minima raised as required) as given below:
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minima apply :
And additionally:
1. No thunderstorms, precipitation, shallow fog or low drifting dust, sand or snow forecast
2. If the selected airport is located in mountainous or near high obstacles, no significant clouds
forecast.
3. No alternate airport is required if:

a) For domestic flight, at least 1 (one) hours before and 1 (one) hour after the estimated time of
arrival at the destination airport the appropriate weather reports of forecast or any combination
of thereof, indicate:
- The ceiling will be at least 2.000 ft above the airport elevation,
- Visibility will be at least 5 kilometers
- Separate runways are usable at the estimated time of use of the destination aerodrome with
at least one runway having an operational instrument approach procedure.
b) For international flight, if the flight is scheduled for not more than 6 hours and, for at least 1 hour
before and 1 hour after the estimated time of arrival at the destination airport, the appropriate
weather reports or forecasts, or any combination of them, indicate the ceiling will be:
- At least 1,500 ft above the lowest circling MDA, if a circling approach is required and
authorized for that airport; or
At least 1,500 ft above the lowest published instrument approach minimum or 2,000 ft above
the airport elevation, whichever is greater.
- The visibility at that airport will be at least 5 Kilometers or 3 Kilometers more than the lowest
applicable visibility minimums, whichever is greater, for the instrument approach procedures
to be used at the destination airport.
8.1.2.3.4.1 Close-In Alternate

In case of a good weather forecast for a destination, situated in a normally reliable weather area, planning
of a close-by alternate is recommended to avoid unnecessary carriage of fuel.
The Minimum Weather Forecast for Destination which can have a Close-In Alternate:
Type of Approach Ceiling Visibility
ILS Cat I 1,000 ft 5,000 m
NPA 1,500 ft 5,000 m
Note :
- There is no significant weather condition i.e. thunderstorm, rain, snow, gusty etc.
- The minimum weather for the close-in alternate is at least the same as prescribed weather minimum at table
above.
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8.1.2.3.5 Raising of Prescribed Minima

If one or more components or visual aids are inoperative or not used, the published descent limits and
RVR or visibility minima must be increased by or to the values listed below, to obtain the prescribed
minima.
Alternate minima for flight planning: to obtain alternate minima apply increments to prescribe minima above.
*) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from touch down: DME provided
equivalent DME distance is indicated on the approach chart.
**) When DA is above 200 ft HAT, raise published VIS / RVR with 600 m.
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8.1.2.4 Aerodrome Classification List
ICAO IATA CITY (AIRPORT) CAT REMARKS

DOMESTIC AIRPORT
WAPP AMQ Ambon (Pattimura) B 1. Unusual approach pattern for RWY 22
2. High terrain North and Northeast Area
WALL BPN Balikpapan (Sepinggan) A
WITT BTJ Banda Aceh (Sultan B 1. Hight terrain on Southwest and Southeast Area
Iskandar Muda) 2. Instrument approach only for RWY 17
WICC BDO Bandung (Husein C 1. High terrain surrounding
Sastranegara) 2. High airport elevation
3. Minimum climb gradient for SID RWY 11 is 3.6%
until 2,800 ft
until 3,100 ft and 3.8% until 4,800 ft in specific SID
5. Right hand circuit RWY 11
6. Required sharp manouvre in parking
WAOO BDJ Banjarmasin (Syamsudin A
Noor)
WIDD BTH Batam (Hang Nadim) B 1. Descend angle VOR DME RWY 22 is 3.45o
2. Occasionally radar vectored to 2,500 ft in more than
30 NM from aerodrome
3. Limited parking stands
WIGG BKS Bengkulu (Fatmawati) A High terrain on North-Northeast
WABB BIK Biak (Frans Kaisiepo) A
WADD DPS Denpasar (Ngurah Rai) A
WAMG GTO Gorontalo (Djalaluddin) B 1. High terrain around the airport
3. S
ID requires minimum climb gradient for RWY 27 is
15.1 %.
4. S
ID requires minimum climb gradient for RWY 09 is
8.8 %.
5. Take off RWY 09 only.
6. Circling RWY 09 in day light only.
WIHH HLP Jakarta (Halim B 1. Specific Non Precision Approach VOR Runway 06
Perdanakusuma) 2. Congested Parking Area
3. High traffic density
4. Military area
5. Caution on crossing RWY taxi route
WIII CGK Jakarta (Soekarno Hatta) B 1. Traffic congestion
2. Occasionally radar vector for arrival and departure
(instead of SID and STAR)
3. Bird strike
WIJJ DJB Jambi (Sultan Thaha) A
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WAJJ DJJ Jayapura (Sentani) B 1. High terrain on North-west, North and North-east
area of airport
2. Non-Precision Approach only
3. No circling on North-east area of RWY
4. Weather phenomena, wind change in speed and
direction on final RWY 30
5. Transition altitude is 18,000 ft and transition level is
FL180
WAHH JOG Jogjakarta (Adi Sutjipo) B 1. High terrain on final RWY 27
2. Military Area
3. Departure / Arrival Special Corridor
WAWW KDI Kendari (Wolter B 1. Takeoff RWY 08, Landing RWY 26 due to high
Monginsidi) terrain area
2. If takeoff RWY 26 turn right immediately HDG 280
3. Minimum SID climb gradient is 4%
WATT KOE Kupang (Eltari) A Weather Phenomena, rapid change in windspeed and
direction
WADL LOP Lombok (Lombok Praya) A Weather Phenomena, strong gusty especially during wet
season
WAAA UPG Makasar (Hassanudin) A High terrain to the North and North-east of the MKS VOR
WARA MLG Malang (Abdul Rahman C 1. High terrain area to the East, North and West of
Saleh) airport
2. Specific approach speed
3. High IAF altitude (13,000 feet)
4. Weather Phenomena, rapid change in windspeed
and direction
5. SID Requires minimum climb gradient greater than
6%.
WAMM MDC Manado (Sam Ratulangi) C 1. NDB Circling Approach for RWY 36
2. High terrain to the North, West and South Area
3. Specific Departure Procedure west-bound
5. Minimum specific climb gradient for for RNAV (RNP)
SID RWY 36
WIMM KNO Medan (Kualanamu) A 1. Frequently radar vector for arrival and departure
(instead of SID and STAR)
2. Bird strike
WAKK MKQ Merauke (Mopah) B 1. Non-Precision Approach only
2. Transition altitude is 18,000 ft and transition level is
FL180
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WIEE PDG Padang (Minangkabau) B 1. High terrain consideration to the East
2. Weather phenomena, wind change in speed and
direction on final RWY 33
3. Do not mistake with Tabing airbase located South-
east of Minangkabau airport
WAGG PKY Palangkaraya (Tjilik B 1. Hill at takeoff RWY 15 and approach RWY 33
Riwut) distance 10.7 km with slope 5%
2. Possible light turbulence in approach RWY 33
3. Bird hazard and animals on final runway 33
WIPP PLM Palembang (Sultan A
Mahmud Badaruddin II)
WAFF PLW Palu (Mutiara SIS Al- C 1. Minimum climb gradient for SID RWY 33 is 7%
Jufrie) 2. High terrain surrounding
3. High IAF altitude RWY 15 (8,000 ft)
4. Weather Phenomena, rapid change in windspeed
and direction
5. Left hand circuit RWY 33
WIKK PGK Pangkal Pinang (Depati B 1. Non Precision Approach only
Amir) 2. High obstacle on final RWY 34
3. Required sharp manouvre in parking
WIBB PKU Pekanbaru (Sultan Syarif A
Kasim II)
WIOO PNK Pontianak (Sultan Syarif B Slippery on wet runway
Abdurrahman)
WARS SRG Semarang (Ahmad Yani) B 1. High terrain on South and South-west area from
ANY VOR
3. Minimum climb gradient RWY 13 is 8%
WARQ SOC Solo (Adi Soemarmo) B 1. High terrain on East and West Area
2. Specific weather phenomena
WARR SUB Surabaya (Juanda) A Minimum RNAV SID climb gradient is 5%
WIOD TJQ Tanjung Pandan B Right hand circuit RWY 18
(Hanandjoeddin)
WIDN TNJ Tanjung Pinang (Raja B 1. Obstacle on final RWY 22
Haji Fisabilillah) 2. Non-Precision Approach only
3. Procedure for takeoff shall be used RWY 22 and
landing shall be used RWY 04
WAQQ TRK Tarakan (Juwata) B 1. High obstacle on final RWY 24
WAYY PIM Timika (Moses Kilangin) B 1. High terrain to the North of VOR
2. No circling on North area of RWY
INTERNATIONAL AIRPORT
OMAA AUH Abu Dhabi (Abu Dhabi B* 1. Specific procedures and terminal area
Int’l) 2. Traffic congestion
VAAH AMD Ahmedabad (Sardar B 1. Specific procedures and terminal area
Vallabhbhai Patel Int’l) 2. Bird strike
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VOBL BLR Bangalore (Bangalore B* 1. High elevation
Int’l) 2. Climb gradient 7.3% until 7,000 ft
3. No circling on North of airport
4. Specific taxi procedure (3 yellow line taxi)
5. Do not mistake with Yelahanka airbase located 4.3
NM South with similar RWY orientation
WBSB BRU Bandar Seri Begawan B* Specific area
(Brunei Int’l)
VTBS BKK Bangkok (Suvarnabhumi B* 1. Specific procedures and terminal area

Int’l) 2. Noise abatement procedure
ZGHA CSX Changsha (Huanghua B* 1. Fly in metric altitude
Int’l) 2. Specific procedures and terminal area
3. Noise abatement procedure in force
ZUUU CTU Chengdu (Shuangliu Int’l) B* 1. Fly in metric altitude
2. Specific procedures and terminal area
4. High terrain on North and Northwest Area
VOMM MAA Chennai (Chennai Int’l) B* 1. Do not mistake with Tambaram airbase located 5.8
NM radial 2170 from Chennai airport
2. No circling on South of RWY 07/25
3. Poor taxiway marking
4. Caution on crossing RWY taxi route
ZUCK CKG Chongqing (Jiangbei Int’l) B* 1. Fly in metric altitude
4. Specific comm failure procedure
5. High terrain surrounding
VCBI CMB Colombo (Bandaranaike A
Int’l)
VGHS DAC Dhaka (Hazrat Shahjalal B* Specific approach type
Int’l)
WPDL DIL Dili (Presidente Nicolau C 1. Narrow runway
Lobato) 2. High terrain on West-Southwest
ZSFZ FOC Fuzhou (Changle Int’l) B* 1. Fly in metric altitude
VOGO GOI Gowa (Dabolim) B* Specific area
ZGGG CAN Guangzhou (Baiyun B* 1. Fly in metric altitude
International) 2. Specific procedures and terminal area
3. Noise abatement procedure
ZUGY KWE Guiyang (Longdongbao B* 1. Fly in metric altitude
ZSHC HGH Hangzhou (Xiaoshan B* 1. Fly in metric altitude
VVNB HAN Hanoi (Noi Bai Int’l) A
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ZSOF HFE Hefei (Luogang Int’l) B* 1. Fly in metric altitude
VHHH HKG Hong Kong (Hong Kong B* 1. Specific procedures and terminal area
Int’l) 2. Noise abatement procedure in force
3. Terrain in South and East of airport
VOHS HYD Hyderabad (Rajiv Gandhi A
Int’l)
OEJN JED Jeddah (King Abdul Aziz B 1. Specific procedures and terminal area
Int’l) 2. Noise abatement in force
WMKJ JHB Johor Bahru (Senai B* 1. High terrain on Southwest and North Area
International) 2. Specific area
WMKK KUL Kuala Lumpur (Kuala B* 1. Specific procedures and terminal area
Lumpur Int’l) 2. Arrival speed restriction
3. High terrain on North and Northwest Area
ZPPP KMG Kunming (Changshui Int’l) B* 1. Fly in metric altitude
3. Airport elevation 6,900 feet
VMMC MFM Macau (Macau Int’l) B* 1. Specific procedures and terminal area
3. Specific LOC Approach Runway 16
RPLL MNL Manila (Ninoy Aquino B* 1. Specific procedures and terminal area
Int’l) 2. Noise abatement procedure in force
3. High terrain on Northeast Area
OEMA MED Medinah (Prince B 1. Specific procedures n terminal area
Mohammad Bin 2. High obstacle on North area
Abdulaziz Int’l)
3. Specific minimum climb gradient
4. Specific loss communication proc
VABB BOM Mumbai (Chhatrapati B* Specific procedures and terminal area
Shivaji Int’l)
ZSCN KHN Nanchang (Changbei B* 1. Fly in metric altitude
ZNSJ NKG Nanjing (Lukou Int’l) B* 1. Fly in metric altitude
4. Specific comm. failure procedure
ZSNT NTG Nantong B* 1. Fly in metric altitude
ZSNB NGB Ningbo (Lishe Int’l) B* 1. Fly in metric altitude
ZBDS DSN Ordos B* 1. Fly in metric altitude
3. Airport elevation 4,593 feet
WMKP PEN Penang (Penang B* 1. Specific procedures
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YPPH PER Perth (Perth International) B* 1. Specific procedures and terminal area
2. Noise abatement prodecure in force
ZSQD TAO Qingdao (Lliuting Int’l) B* 1. Fly in metric altitude
ZSPD PVG Shanghai (Pudong Int’l) B* 1. Fly in metric altitude
ZGSZ SZX Shenzhen (Baoan Int’l) B* 1. Fly in metric altitude
3. High antennas and buildings surrounding
4. Caution on cross RWY taxi route
WSSS SIN Singapore (Changi B* 1. Specific procedures and terminal area
International) 2. Specific comm. failure procedure
3. Buildings on West-side area
ZSWZ WNZ Wenzhou (Longwan) B* 1. Fly in metric altitude
3. Noise abatement prodecure in force
4. Hight terrain and antennas on West area
ZHHH WUH Wuhan (Tianhe B* 1. Fly in metric altitude
ZSAM XMN Xiamen (Gaoqi Int’l) B* 1. Fly in metric altitude
ZHCC CGO Zhengzhou (Xinzheng B* 1. Fly in metric altitude
Note: An airport which is not listed above has to be categorized by Flight Standard and Technical.
8.1.2.5 Operational Criteria for The Selection of Aerodrome

Alternate or destination aerodromes considered to be used for operations must be adequate to be
selected for conducting an operation they should be suitable at the time of the operation.
Aerodrome Definitions
1. Adequate Aerodrome
An aerodrome is adequate if:
a) Landing and over flying permission has been obtained.
b) It can be reached while respecting the rules of the air.
c) The available runway length is sufficient to meet aircraft performance requirements (required
takeoff and landing distance).
d) Rescue and fire fighting aerodrome category is compatible with the aircraft.
e) The pavement strength is compatible with aircraft mass or derogation is obtained from airport
authority. For scheduled operation these requirements are granted.
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f) At the expected time of use, the aerodrome is available and equipped with necessary ancillary
services, such as: Air Traffic Services, communications, weather reporting and emergency
services.
g) At the expected time of use, navaids, approach aids, lighting needed for the approved approaches
are available
h) At the expected time of use, the aerodrome is equipped with the necessary ramp handling
facilities: refuel, tow bar, step, cargo loading, ground power unit, air starter, catering water
services, toilet services.
i) For international flight, police, custom and immigration services are available at the expected
time of use.
2. Suitable Aerodrome
An aerodrome is suitable if:
a) The aerodrome is adequate for the operation, and
b) The meteorological conditions satisfy the planning minima given below for the expected landing
time and meet the approach, runway and aircraft capabilities and crew qualifications.
3. Alternate Aerodrome
An aerodrome to which an aircraft may proceed when it becomes either impossible or inadvisable to
proceed to or to land at the airport of intended landing.
Alternate aerodrome include the following:
Takeoff Alternate – an alternate airport at which an aircraft can land, if necessary, shortly after
takeoff when it is not possible to return to the airport of departure.
Enroute Alternate – an airport at which an aircraft would be able to land after experiencing an
abnormal or emergency condition while enroute.
Destination alternate – an alternate airport to which an aircraft may proceed should it become either
impossible or inadvisable to land at the airport of intended landing.
4. Emergency Aerodrome
Offline aerodrome not typically used by Citilink Indonesia for normal operations, which may be
available for use in the event of an emergency. Emergency airports are typically categorized by the
level of support, facilities and risk to be expected, and are only used when a flight cannot continue
either to its destination or to a suitable alternate due to a specific emergency.
5. Separate Runways
Runways on the same aerodrome are considered to be separate runways when 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, and each of the landing surfaces has a
separate approach procedure based on a separate aid.
8.1.3 Aerodrome Operating Minima Determination

8.1.3.1 Aircraft Category
The type performance handling characteristics and airborne equipment of the aircraft have a direct or the
airspace and visibility needed to perform certain maneuvers such as final alignment correction to land
and circle to land.
The following table indicates the specified range of handling speeds (IAS) for each category of aircraft to
perform the maneuvers specified these speed ranges has been assumed for use in calculating airspace
and obstacle clearance of reach procedure.
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Max Speed
ACFT CAT Range of Final Max Speed For For Missed
Range of Speed
APPROACH VAT Approach Maneuvering Approach
for Approach
Final Speed (Circling)
Intermediate
A 91 90/150 70/100 100 100
110 (110*)
B 91/120 120/180 85/130 135 120
150 (140*)
C 121/140 160/240 115/160 180 160
240
D 121/165 185/250 130/185 205 185
265
( Vat ) - Speed at threshold based on 1.3 time stall speed in the landing configuration at Maximum certificated landing
mass.
(*) - Maximum speed for reversal and racetrack procedures.
8.1.3.2 Aerodrome Operating Minima

1. Aerodrome Operating Minima
This limits of usability of an aerodrome for either takeoff landing, usually expressed in terms of
visibility, descent limit height and cloud conditions.
Note: For non-precision and circling procedure, minimum descent altitude is specified instead of decision height
/ altitude.
2. Alternate Airport
An airport specified in the flight plan to which a flight may proceed when it becomes inadvisable to
land at the aerodrome of intended landing.
3. CAT I Operation
Full Facilities Intermediate Facilities Basic Facilities
DH 60 m (200 ft) 60 m (200 ft) 60 m (200 ft)
RVR 550 m 800 m 1,200 m
VIS 800 m 800 m 1,200 m
Note:
- Full Facilities are those currently describe in Annex 14 vol. 1 as a precision approach CAT I lighting system,
with runway edge lights, threshold lights, end lights and runway marking
- Intermediate Facilities Consist of a high intensity simple approach lighting system with runway edge lights,
threshold lights, end lights and runway marking
- Basic Facilities Consist if a low intensity simple approach lighting system with runway edge lights, threshold
lights, end lights and runway marking or no approach lights.
4. Ceiling
Ceiling is the height of the base of the lowest cloud, covering more than 1/2 of the sky. When
there is no clearly defined cloud base, a vertical visibility is sometimes reported. This shall then be
taken as ceiling. The reported cloud base or vertical visibility is normally measured above the official
aerodrome elevation.
5. Circling Approach
An extension of an approved instrument approach procedure, which provides for visual maneuvering
prior to landing. The visual maneuver is intended to align the aircraft with the runway for landing
when a straight in landing from an instrument approach is not possible or undesirable.
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6. Descent Limit
The lowest possible altitude or height to which he approached may be continued in order not to infringe
instrument obstacle clearance criteria. Descent limits are nominated and referenced according to the
approach procedure being used.
CATEGORY OF
DESCENT LIMIT
OPERATION
Decision Altitude / Height (DA/DH) Reference Datum: Mean Sea Level
CAT I and PAR Altimeter
identified by Pressure Altimeter (DA) and Absolute Height identified by Radio
Minimum descent altitude (MDA) + 50 feet Reference datum: mean sea level
Non-Precision
Identified by pressure altimeter.
Note:
- Citilink Indonesia Procedure for Non-Precision Approach is CANPA (Constant Angle Non-Precision
Approach) and give additional 50 ft to the MDA.
- On approach charts HAT or HAA is presented as a figure between brackets
- Following the pertinent descent limit (HAT = Height Above Threshold, HAA = Height Above Aerodrome)
- For straight-in approaches HAT is given
- For circling approaches HAA is given
7. Final Approach Fix (FAF)
That point which the beginning of the final approach segment of non-precision approaches. ICAO
recommended location optimum 5, maximum 10 NM from the threshold. Also, refer to final approach
segment.
8. Final Approach Point (FAP)
The ILS glide path intercepts point, marking the beginning of the final approach segment.
9. Final Approach Segment
That segment of an instrument approach procedure in which alignment and descent for landing are
accomplished. The final approach segment commences at:
ILS approach FAP
FAF, or in case of an approach without FAF, when Established on the final
Non-Precision approach
approach track.
Upon interception of the extended runway centerline, Within PAR coverage but
PAR
with a maximum range of 15 NM.
10. Flight Visibility Refer to visibility

11. Go-Around phase of flight following an approach that has been abandoned.
12. Missed Approach Point (MAP).
That point in an instrument approach procedure at which the prescribed missed approach procedure
must be initiated in order to ensure that the minimum obstacle clearance is not infringed. The missed
approach point may be:
Precision approach DH or DA
Non-precision approach A published fix, or point determined by a timing from Fix
13. Missed Approach Procedure

The flight path to be followed from the missed approach point if the approach cannot be continued.
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14. Non-Precision Operation

An instrument approach and landing without electronic glidepath guidance (VOR, VOR/DME, NDB,
ILS no GP/LOC only, RNP APCH).
15. Obscured Segment
Part of the ground not visible from the cockpit is caused by the nose of the aircraft.
16. Obstacle clearance Altitude/Height (OCA/H)
OCH is the lowest height above threshold or aerodrome elevation-and OCA is the lowest altitude
– which can be used as a descent limit to comply with the appropriate obstacle clearance criteria.
Citilink Indonesia does not publish OCAs or OCHs. They are incorporated in the published descent
limits.
17. PIREP
A recent pilot’s observation of ceiling and visibility.
18. Straight-in Approach
An instrument approach with the final approach track meeting alignment criteria, these are:
Final approach track intersects the extended runway centerline at a distance of minimum 1,000 m in
front of the threshold under an angle of maximum 30.
- Or -
Final approach track does not interest extended runway centerline before the landing threshold, but
this track lies laterally within 150 m of this extended centerline at appoint 900 m outward from runway
threshold.
19. Visibility
Visibility is the ability, as determined by atmospheric conditions and expressed in units of distance,
to see and identify prominent unlighted object by night.
20. Ground visibility :
The visibility at an aerodrome as reported by an accredited observer
a) Runway Visual range (RVR) :
The maximum distance in the direction of takeoff or landing at which the runway or the specified
lights or markers delineating it can be seen from a position above a specified point on its centerline
at a height corresponding to the average eye-level of pilots at touch down.
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Note: Several practices to indicate the position along the runway exist, (e.g. A, B, C or Touchdown, Mid
Point, Roll out or C, B, A, etc). Whatever the method, TDZ RVR is normally given first. Normally RVR
observations are only made during periods when ground visibility is less than 1,500 meters.
b) Flight Visibility :
The visibility forward from the cockpit of an aircraft in flight.
21. Visual Segment
That part of the ground visible from the cockpit based at the pilot’s eye reference position and
bounded by the visual range and the obscured segment.
22. Minimum Descent Altitude (MDA)
The lower expressed in feet above mean sea level to which descent is authorized on final approach
or during circle to land maneuvering in execution of a standard instrument approach where no electric
glide slope is provided.
Level flight at MDA to the missed approach point (MAP) is possible the MDA will be identified by the
pressure altimeter when set to QNH.
Descent below the MDA is not authorized unless the runway or its environment is sight and the
aircraft is in position for a normal landing.
23. Takeoff Weather Minima
The minimum weather conditions of ceiling and visibility (RVR) and maximum weather condition of
wind at which a pilot is allowed to make a take off.
24. Touch Down Zone (TDZ)
The first 900 m (3,000 ft) of the runway measured from the beginning of the threshold.
Note: Not to be confused with the touch down aiming point.
25. Touch Down Zone Elevation.
The highest elevation in touch down zone.
8.1.3.3 Determination of Takeoff Minima

Takeoff minima area established in such a way that adequate outside visual reference could reasonably
be expected to exist when:
1. Accelerating the aircraft to V1 until completely stop, or
2. From Takeoff Roll until airborne
Under actual conditions equal to those specified as applicable takeoff weather minima. These
requirements normally result in standard takeoff minima.
8.1.3.4 Standard Takeoff Minima

1. Standard takeoff minima is used when one or more of the factors required for lower than standard
take off minima do not apply, cannot be adequately addressed or uncertain.
2. If the RVR is reported for the takeoff runway the reported RVR will be used instead of reported
visibility.
Aircraft Condition TDZ RVR or Visibility Mid RVR Rollout RVR Remarks
RVR 1,500 m (5,000 ft) Advisory (if Advisory (if • Use Mid if TDZ RVR is Inop
Standard
VIS 1,600 m (1 SM) reported) reported) • Lowest vis for F/O to Takeoff
8.1.3.5 RESERVED
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8.1.3.6 Visibility RVR Conversion

Use the following table for converting reported meteorological visibility into RVR value.
Reported Visibility X (...) = RVR
Lighting Elements in Operation
Day Night
High Intensity Approach and Runway Lighting (HIRL) 1.5 2.0
Any type of lighting installation other than obove 1.0 1.5
No lighting 1.0 N/A
CAUTION
The table must not be used for calculating: Take off minima, CAT II/III minima, circling minima, for planning
pupose, or when reported RVR is available.
8.1.3.7 Operation Application

1. Application of VIS if only General Visibility (VIS) is given
a) The observed visual range from the cockpit must be equal to or better than the published takeoff
minimum
b) A uniform atmosphere must exist without sharp variations in visibility due to patches of log.
Note: The visual range from the cockpit can be estimated by counting the number of Lights in the visual segment,
multiplied by the light interval as published an Aerodrome Chart.
2. Other factors to be considered all factors such as crosswind, precipitation, runway contamination,
fatigue, whether low visibility procedures are in force, etc shall be evaluated before commencing
takeoff.
8.1.3.8 Publication of Takeoff Minima

Take off minima (VIS/RVR) are published on the Aerodrome Chart either by the remark “STANDARD” or
by showing the applicable values.
If “STANDARD” is published, lowest minima of the table before can be applied depending on requirements
and conditions.
8.1.3.9 Takeoff Alternate Aerodrome

A takeoff alternate aerodrome must be available. This can be:
1. The aerodrome of departure, provided weather conditions (including cross and tailwind) is at least
equal to those required for the approach system used.
2. An adequate aerodrome, located within 1 hour in still air at normal cruising speed with 1 engine in
operative, provided forecast weather conditions are not below the standard alternate minima.
Note: Terrain and weather conditions en route permit single engine operation.
8.1.3.10 Circling Minima

Minimum obstacle clearance:
Category B = 300 ft
Category C & D = 400 ft
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Aircraft Category B C D
150 m 180 m 210 m
MDH
(500 ft) (600 ft) (700 ft)
Visibility 1,600 m 2,400 m 3,600 m
8.1.3.11 Landing Minima

It is Citilink Indonesia policy that the visibility or RVR is the required weather condition for approach
initiation and allows an instrument approach down to the prescribed descent limit without regard to the
reported ceiling.
A ceiling minimum is not prescribed as a criterion for approach initiation but is left subject to Captain’s
discretion.
To facilitate evaluation of the reported ceiling the height above threshold of aerodrome elevation of the
pertinent descent limit is published on the approach chart in the minimal box value between brackets.
In case components or visual aids inoperative or not used see components out table. The published
minima, adjusted for components-out and/or aircraft deficiencies, if such should be appropriate are
referred to as prescribed minima related wind limitations could be found in the relevant section of the
Flight Crew Operation Manual (FCOM).
8.1.3.11.1 Required Visual Reference

Before descending below the descent limit, the flight must be equal to or better than the prescribed
visibility in order to provide an adequate visual ground segment. The length of the visual segment must
enable the pilot to see the visual cues needed to assess the aircraft’s position, bank angle and cross
track velocity relative to the approach lights or the runway.
For roll reference sight of one more elements providing horizontal information is required (cross bars, red
side barrettes, and threshold).
This ground segment, which contains part of the final approach and/or touch down area, must be
continuously in view to the pilot from the time he reaches the descent limit up to and including touch
down and roll-out.
Since for a manual landing the overriding requirement is for visual cues to be available, sufficient runway
surface information must be visible to manually control flare and touch down.
8.1.3.11.2 Application of RVR Reports

The reported RVR prevails over the reported visibility. If for a particular runway more than one RVR is
reported, the usability of that runway for landing must be based on the TDZ RVR. Reported RVR’s along
other portion of the runway control the rollout maneuver and 175 meters is considered to be the minimum
for adequate rollout guidance.
In the event the TDZ RVR is not available, pilot must recent to the reported general visibility.
8.1.3.11.3 Application of Visibility Reports

If a pilot has begun the final approach segment of an instrument approach procedure, an instrument
approach procedure may be continued if the reported visibility is less than the prescribed visibility.
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8.1.3.12 Visibility Minimum Tables

Table 1a
The Effect of HAT or HAA on Visibility Minimum (visibility in meters)
Without Approach Lighting
HAT or 951 or
250-400 401-500 501-600 601-670 671-740 741-810 811-880 881-950
HAA (ft) above
Cat C 1,600 m 2,000 m 2,400 m 2,800 m 3,200 m 3,600 m 4,000 m 4,400 m 4,800 m
HAT or 881 or
250-341 342-426 427-511 512-600 601-670 671-740 741-810 811-880
HAA (ft) above
Cat D 1,600 m 2,000 m 2,400 m 2,800 m 3,200 m 3,600 m 4,000 m 4,400 m 4,800 m
Note: If the Missed Approach Point (MAP) is more than 3,200m from the runway, the required visibility shall be at
least 3,200m but not less than the visibility specified above.
If radar control terminates more than 1NM before the runway, the visibility will be the distance from the
Radar termination point to the runway.
Table 1b
The Effect of Facility Distance Visibility Minimum (visibility in meters)
VOR, LOCALIZER, ASR, NDB, DF, DME arc Without Approach Lighting
Distance, NM 0 - 10 Over 10 - 15 Over 15 - 20 Over 20 - 25 Over 25 - 30
Cat C 1,600 m 1,600 m 2,000 m 2,400 m 2,400 m
Cat D 1,600 m 2,000 m 2,400 m 2,800 m 3,200 m
Note:
- NDB and ADF approaches not authorized over 15 NM.
- Approach Surveilance Radar (ASR) approaches not authorized over 20 NM (For ASR, NDB and ADF distance
over 10 NM apply the 25-30 NM columns).
- The visibility in a) and b) above may be reduced by giving credit to approach light system as follows (table 2
below)
Table 2
When Visibility Without Approach Lights Obtained from Table 1a and 1b
1,600 m and less Higher than 1,600 m
VISIBILITY REDUCTION permitted for 720m HIALS
All Approaches (except NDB,
Visibility reduction Aircraft Category NDB and DF Approaches
DF)
permitted down to
CAT C by 800 m to not less than 1,200 m
values shown in table 3
By 800 m By 400 m
CAT D
to not less than 1,600 m * to not less than 1,600 m
* To not less than 1200 m for LOC + MM (or DME) + FAF
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Table 3
Standard Straight-In Minimum
Precision Approach
Approach Facilities ILS or PAR ILS with Offset LLZ (max 3º) ILS MM Out
Lowest HAT DH 200 DH 250 DH 250
Avail Lighting
Acft CAT RVR m VIS m RVR m VIS m RVR m VIS m
System
C 550 800 720 800 720 800
Full Facilities
D 600 800 720 800 1,200 1,200
Intermediate C 720 800 720 800 720 800
Facilities D 720 800 720 800 1,200 1,200
Nil Facilities ALL 1,200 1,200 1,200 1,200 1,200 1,200
Full ILS normally includes LLZ, GS, OM (or FAF), MM (or DME)
Approach Facilities LLZ + MM or DME + OM LLZ, VOR, ASR, PAR - NDB, DF
or FAF Azimuth only
Lowest HAT or HAA with FAF MDH 250 MDH 250 MDH 300
Lowest HAT or HAA without FAF N/A MDH 300 MDH 350
Avail Lighting
Acft CAT RVR m VIS m RVR m VIS m RVR m VIS m
System
C 720 800 720 800 1,200 1,200
Full Facilities
D 1,200 1,200 1,500 1,600 1,500 1,600
Intermediate C 1,200 1,200 1,200 1,200 1,200 1,200
Facilities D 1,500 1,600 1,500 1,600 1,500 1,600
Nil Facilities ALL 1,500 1,600 1,500 1,600 1,500 1,600
Note: Lights or lighting systems not mentioned above will give no credit for visibility reduction.
8.1.3.13 Instrument Approaches

8.1.3.13.1 Commencement of The Approach
In connecting with the application of landing minima, an instrument approach procedure is supposed to
commence about 2 NM before the beginning of the final approach segment, i.e., 2 NM before the final
approach facility, fix or point.
No pilot may continue an approach past the Final Approach Fix, or where a final approach fix is not used,
begin the final approach segment of an instrument approach procedure:
1. At any airport, unless the Badan Meteorologi Klimatologi dan Geofisika (BMKG) a source approved
by the BMKG, or a source approved by the Director, issues a weather report for that airport; and
2. At airports within Indonesia unless the latest weather report for that airport issued by the Badan
Meteorologi Klimatologi dan Geofisika (BMKG), a source approved by the BMKG, or a source
approved by The Director, reports the visibility to be equal to or more than the visibility minimums
prescribed for that procedure.
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8.1.3.13.2 Conduct of Instrument Approaches

The detailed procedures for the conduct of all Instrument Approaches are given in the approved Approach
Chart.
In addition to those, the following planning procedures are required:
1. Aircraft status: check that required equipment for the approach is operative.
2. Review NOTAMs to make sure that the destination airport still meets the requirements for:
a) Runway and approach lighting,
b) Radio navaid availability,
c) RVR equipment availability, etc.
3. Weather information: check that the weather forecast at destination is within airline and crew operating
minima. If the forecast is below CAT I minima, verify that alternate weather forecasts are appropriate
to the available approach means and at least equal to or better than CAT I minima.
4. Fuel planning: fuel calculation should be considered for possible approach delays if required.
5. Verify the present position and monitor the navigation performance, prior to commencing an approach.
6. For IFR approaches, confirm that no write-up during previous flights affects required equipment.
Refer to Airbus FCTM PR-NP-SOP-160.
8.1.3.13.2.1 Terrain Clearance During Approach

In order to ensure safe terrain clearance, the published minimum flight levels / altitudes and intermediate
approach altitudes must strictly be adhered to until a positive check over or in relation to a navigations
aid (e.g. published VOR-radial / DME-position, etc.) indicates correct position for further descent or
continuation of approach as stipulated on the IAF.
8.1.3.13.2.2 Identification of Aerodromes and Runways

At certain locations the proximity of adjacent aerodromes, the multitude of runways and even the proximity
of highways paralleling a runway could create confusion and result in a landing at the wrong airfield or
on the wrong runway, especially in darkness. All measures should therefore be taken to ensure proper
identification of the aerodrome and assigned runway.
8.1.3.13.2.3 Entry for Instrument Approach

1. Arrival routes are normally published from the en-route phase to a fix or facility used in the instrument
approach procedure. This arrival route ends at the initial approach fix. If no such fix or facility is
available, the instrument approach procedure is established by Track Reversal or Race Track
Procedure.
2. Special care must be taken to stay within the stipulated maneuvering area. Hence time and speed
control according to FCOM must be closely observed unless speed restrictions are requested by
ATC.
8.1.3.13.2.4 Noise Abatement (if applicable)

1. The initial and intermediate approach shall be flown with the lowest possible power;
2. Drag shall be adjusted accordingly.
Refer to Airbus FCTM PR-NP-SOP-120.
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8.1.3.13.3 ILS CAT 1 Operation
The following is applicable to operations with a DA not less than 200 ft HAT and a visibility 800 m or RVR
not less than 550 m. See OM Part A Chapter 8.1.3.2 for other limitation.
8.1.3.13.3.1 Initiation of The Approach

An ILS CAT I approach may be commenced if:
1. The ILS CAT I minima are published on the approach chart
2. The reported general visibility is at least equal to or better than the reduced visibility, which can be
obtained by applying the reduction to the prescribed visibility minimum, or
3. The reported TDZ RVR is at or above the prescribed visibility minimum.
4. Reduction is not allowed. (Additionally reported RVR may be disregarded for initiation).
8.1.3.13.3.2 Localizer
Descent for final approach shall not be initiated as long as the localizer shows full scale deflection. After
being established, descent must not be continued if localizer deflection is more than one dot as shown
on the PFD. After passing the outer marker, every effort should be made to follow the localizer as closely
as possible.
Note: Deviation of 1/3 dot localizer between 100 ft RA and 50 ft RA corresponds to approximately 19 m off runway
centerline.
8.1.3.13.3.3 Glide Path

After intercept, the glide path deviation may not exceed one dot as shown on the PFD. The glide path
should, however, be flown as accurately as possible and the deviation must be virtually “zero” upon
reaching DA(H).
Note: Deviation of 1/2 dot glide path between 100 ft RA and 50 ft RA corresponds to approximately 7 ft to 4 ft
deviation in aeroplane height.
8.1.3.13.3.4 Component – Out

If one or more components of the ILS (GP-LLZ-OM) or of the visual aids associated with the published
approach procedure are reported inoperative, the published minima may be affected.
When the OM is reported inoperative, it may be substituted, by the following aids.
1. Locater beacon on the centerline between FAP and 2 NM from touch down
2. NM from touch down
3. DME provided equivalent DME distance is indicated on the approach chart.
8.1.3.13.3.5 Amended CAT I OCA/H

An official CAT I OCA/H can be raised by NOTAM. The revised OCA (or OCH + threshold elevation) must
be compared with the prescribed DA. The higher value will then be new DA.
8.1.3.13.3.6 RVR Requirements

If RVR is reported, the TDZ RVR is governing.
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8.1.3.13.3.7 Continuation of The Approach Until Reaching DA

If a pilot has begun the final approach segment of an instrument approach procedure and after that
receives a later weather report indicating below minimum conditions, the pilot may continue the approach.
1. Applicability of RVR
In order to avoid unnecessary go around to fluctuations of RVR around the minimum value an ILS
CAT I approach may be continued to 500 ft HAT irrespective of reported deterioration of RVR’s bellow
the required minimum. If at 500 ft HAT or anytime thereafter down to the applicable day, the TDZ
RVR drops below its minimum and/or any additional RVR along that runway drops below 175 m, Go
Around!
2. Applicability of General Visibility
If a subsequent weather report gives visibility conditions below the value required for approach
initiation, the approach may be continued down to the minimum descent altitude.
8.1.3.13.3.8 Application of DA
Level flight after reaching DA is prohibited. At the DA the decision must be made either to continue the
approach to land or incase the conditions to descent below DA are not fulfilled initiate immediately a
missed approach.
8.1.3.13.3.9 Descent Below DA

Descent below DA is allowed when:
1. The required visual reference has been obtained, and
2. The captain is convinced that that a safe landing and roll-out on the intended runway can be made
at a normal rate of descent using normal maneuvers and when that rate of descent will allow touch
down zone.
If it any time after descent DA the captain is no longer convinced that a safe landing and rollout could be
made, Go Around!
8.1.3.13.4 Non-Precision Approach

Flight Crew using Non Precision Approach with Constant Angle Non Precision Approach (CANPA)
or Continuous Descent Final Approach (CDFA) shall be applied as primary method. A Non Precision
Approach is an instrument approach that does not incorporate vertical guidance (i.e., no glide slope).
Over the past several decades statistically indicates that there have been a number of CFIT (Controlled
Flight Into Terrain) and unstabilized Approach incidents and accidents associated with step down Non
Precision Approaches and landings.
Traditionally step down method involve changing the flight path at low altitude, require of the crew higher
level of skill, judgment and training. Many of these could have been prevented by the use of CANPA or
CDFA (Continuous Descent Final Approach) methods. Flying a constant angle approach profile: provide
a more stabilized flight path; reduced work load and reduced the risk of error.
Therefore Citilink Indonesia requires the use of CANPA (Constant Angle Non Precision Approach)
or CDFA (Continuous Descent Final Approach) as primary methods unless local procedures dictate
otherwise. The procedures and requirements are outlined in the FCOM.
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If using an MDA(H) / DA(H) for Non Precision Approach, initiating a missed approach 50 ft above the
MDA(H) / DA(H) may be necessary to avoid descending below the MDA(H) / DA(H) during missed
approach.
The additional of 50 ft above the MDA / DA(H) for Non Precision Approach for anticipating go around
does not require additional prescribed minimum visibility.
The following is applicable to operations with a MDA not less than 250 ft HAA or HAT and a visibility or
RVR not less than 1,200 m.
Descent to the next lower altitudes or MDA(H) shall only be started if the aircraft bearing is within +/- 5°
of the published final approach track or within one dot deflection for localizer / ILS back-beam approach
and after having passed the respective fix of the procedure.
The descent shall be flown according to the published approach angle. The respective fixes must be
crossed not lower than the published altitudes -100 ft. A rate of descent of 2,000 ft/min must not be
exceeded.
Note: Exceptions for published category C aerodromes.
8.1.3.13.4.1 Initiation of The Non Precision Approach

A non-precession approach may be commenced if:
1. The minima are published on the approach chart
2. The reported general visibility is equal to or better than the reduced visibility, which can be obtained
by applying the reduction to the visibility minimum, or
3. The reported TDZ RVR is at or above the prescribed visibility minimum,
4. Reduction is not allowed.
8.1.3.13.4.2 Amended OCA/H

An officially revised OCA/H must be compared with the prescribed MDA. The higher value will than be
the new MDA.
8.1.3.13.4.3 RVR Requirements

If RVR is reported for the intended runway, the TDZ value is governing.
8.1.3.13.4.4 Continuation of The Non Precision Approach Until Reaching The MDA + 50 Feet
If the subsequent weather report gives weather conditions below those, which permitted the initiation of
the approach, the approach may be continued down to the prescribed MDA + 50 ft.
8.1.3.13.4.5 Application of MDA

Before reaching the MAP a decision must be made to continue the approach to land or go around.
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8.1.3.13.4.6 Descent Below MDA

Descent below MDA is allowed when:
1. The required visual reference has been obtained, and
2. PIC is convinced that a safe landing and roll-out on the intended runway can be made at a normal
rate of descent using normal maneuvers and when that rate of descent will allow touch down to occur
within the touch down zone.
8.1.3.13.4.7 Non-Precision Approach

NAV, or NAV and APP NAV and FINAL APP mode may be used for VOR, VOR/DME, NDB, NDB/DME or
RNAV (GNSS) approach but not for ILS, LOC, LOC-B/C.
VOR, VOR/DME, NDB or NDB /DME approach procedures may be performed, in NAV, or NAV and APP
NAV and FINAL APP mode, provided AP or FD is used, and:
1. GPS PRIMARY is available. In this case, the reference navaid may be unserviceable, or the
airborne radio equipment may be inoperative, or not installed.
2. GPS PRIMARY is not available. In this case, the reference navaid and the corresponding airborne
equipment are serviceable, tuned and monitored during the approach.
RNAV (GNSS) approaches may be performed, in NAV, or NAV and APP NAV and FINAL APP mode
provided that GPS PRIMARY is available and with AP or FD engaged.
NAV mode may be used in the terminal area, provided:

1. GPS PRIMARY is available, or
2. HIGH accuracy is displayed, and the appropriate RNP is checked or entered on the MCDU, or
3. FMS navigation is cross-checked with navaid raw data.
Refer to FCOM LIM-AFS
8.1.3.13.4.7.1 Non-Precision Approach with CANPA

As a basic policy all non-precision approaches shall be flown as Constant Angle Non-Precision Approach
(CANPA).
Where FPV or profile is available, the published approach angle / path shall be followed using flight
guidance and auto-flight systems.
Where no FPV is available, the rate of descent shall be supervised and adjusted constantly in order to
achieve a constant angle of approach.
If a CANPA is not possible, a conventional step-down non-precision approach shall be executed.
The Non-Precision Approach can be performed with:
Approach Using Final Approach Guidance (Managed)

1. GPS Primary; and
2. Accuracy High; and
3. Valid Navigation Database; and
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4. Track differences:
a) 0.1 degree of differences between the MCDU and the charted vertical track is acceptable
b) 1 degree of differences between the MCDU and the charted lateral track is acceptable
c) 3 degree of differences between the MCDU and the charted lateral track is acceptable for
conventional radio NAVAID Approach
d) in all other cases use full selected approach
5. Use of Flight Director (FD); and
6. Use of “Approach” Push Button; and
7. No modification point in the NPA in MCDUs; and
8. Pilot Flying’s ND on “Arc”; and
9. Deceleration Approach
See FCOM LIM-AFS-10 for related procedure.
Approach Using FPA Guidance (Selected NAV-FPA)

1. GPS Primary for RNP APCH; and
2. Accuracy High; and
3. Valid Navigation Database (RNAV/RNP Flight); and
4. No modification point in the NPA in MCDUs (RNAV/RNP Flight); and
5. Use of Flight Director (FD) and Flight Path Vector (FPV or “Bird”) for Vertical Path; and
6. Track differences:
a) 1 degree of differences between the MCDU and the charted lateral track is acceptable
b) 3 degree of differences between the MCDU and the charted lateral track is acceptable for
conventional radio NAVAID Approach
c) in all other cases use selected TRK-FPA Mode for Approach
7. Pilot Flying’s ND on “Arc”; and
8. Approach Speed (VAPP) at Final Descent Point (FDP)
Approach Using FPA Guidance (Selected TRK-FPA)

The requirements for Full Selected Approach are:
1. Use of Track for Lateral Interception; and
2. No modification point in the NPA in MCDU; and
3. Use of Flight Director (FD) and Flight Path Vector (FPV or “Bird”) for Vertical Path; and
4. Pilot Flying’s ND on “Rose VOR”; and
5. Approach Speed (VAPP) at Final Descent Point (FDP)
The autopilot should be used down to the applicable Minimum Decision Altitude (MDA).
8.1.3.13.5 Downgraded of An Approach

If continuation of the approach within the limitations set by the procedure is no longer possible, a go-
around must be made. A go-around is not necessary if (an immediate) transfer to a downgraded category
or another procedure can be made. Such as transfer are subject to application of revised minima. OM Part
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A restrictions may preclude a transfer or may require adjustment to other FCOM - Standard Operating
Procedures (Crew-coordination procedures). The transfer must be accomplished within the limitations of
the new procedure.
8.1.3.13.6 Instrument Approach Followed by Visual Maneuvering (Circling Approach)

1. When the aeroplane is on the initial instrument approach, before visual reference is stabilised, but
not below MDA/H, the aeroplane should follow the corresponding instrument approach procedure
until the appropriate instrument MAPt is reached.
2. At the beginning of the level flight phase at or above the MDA/H, the instrument approach track
determined by radio navigation aids, RNAV, RNP, ILS, MLS or GLS should be maintained until the
pilot:
a) Estimates that, in all probability, visual contact with the runway of intended landing or the runway
environment will be maintained during the entire circling procedure;
b) Estimates that the aeroplane is within the circling area before commencing circling; and
c) Is able to determine the aeroplane’s position in relation to the runway of intended landing with the
aid of the appropriate external references.
3. When reaching the published instrument MAPt and the conditions stipulated in point (2) are unable
to be established by the pilot, a missed approach should be carried out in accordance with that
instrument approach procedure.
4. After the aeroplane has left the track of the initial instrument approach, the flight phase outbound
from the runway should be limited to an appropriate distance, which is required to align the aeroplane
onto the final approach. Such manoeuvres should be conducted to enable the aeroplane:
a) To attain a controlled and stable descent path to the intended landing runway; and
b) To remain within the circling area and in such way that visual contact with the runway of intended
landing or runway environment is maintained at all times.
5. Flight manoeuvres should be carried out at an altitude / height that is not less than the circling
MDA/H.
Level off at an altitude when a circling approaches at or above MDA is permitted provided:
a) The aircraft is clear of clouds, and;
b) Full visual reference can be maintained and;
c) The applicable landing or objects identifiable;
d) With that runway, can be kept in sight.
6. Descent below MDA/H should not be initiated until the threshold of the runway to be used has been
appropriately identified. The aeroplane should be in a position to continue with a normal rate of
descent and land within the touchdown zone.
8.1.3.13.7 Visual Approach

A visual approach is an approach where an aircraft on an IFR flight plan, operating clear of cloud, in sight
of ground or water and with an in-flight visibility of not less than 5,000 m or the published circling visibility
if higher, and having an ATC clearance to do so, deviates from the prescribed instrument approach and
proceeds to the airport by visual reference.
If no circling minima are specified, the cloud ceiling must be at or above the appropriate minimum safe
altitude and the reported visibility at least 5,000 m.
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In case of straight-in visual approaches, the published instrument approach procedure shall be adhered
to as closely as possible.
Where no instrument approach procedure is available for the runway of intended landing, crews may
proceed to establish flight in conditions suitable for a visual approach via a transition cleared by ATC.
Crew may accept radar vectors to establish on final approach as a method of transitioning to the visual
approach. In any case, the requirements of Section If a full circuit pattern is flown, the circuit altitude shall
be 1,500 ft above aerodrome elevation. The visual glide path angle should normally be in the order of
2.5° to 3.0° depending on terrain clearance requirements.
Once the aeroplane is established and descending on the final approach to the runway of intended
landing, 360° turns and other maneuvers for descent profile adjustment are not permitted.
8.1.3.13.8 Change-Over from Instrument Flying to Flying with Visual Reference

Excellent co-operation between PIC and FO is necessary during change-over from instrument flight to
flying with visual reference to the ground.
When, during the progress of the final approach, visual reference is expected to be obtained, the PM
shall divide his or her attention between monitoring the flight instruments and lookout.
When the approach lights, runway lights, or runway markings are clearly in sight and the altitude of the
aeroplane with reference to the ground can be determined, they shall indicate to the pilot flying where to
look for visual reference (i.e. “Runway 11 o’clock”).
During transition to visual flight the pilot flying shall pay particular attention to retain the proper approach
path by maintaining the stabilized attitude. She or he should never allow the airplane’s nose to drop and
should not permit the rate of descent to increase during the last part of the final approach and shortly
before flare.
Flight crews shall be aware of factors and conditions that cause visual illusions and their effects, including
Perception of height / depth, distances and angles.
8.1.3.13.9 Missed Approach (Go Around)

The decision to initiate a missed approach procedure must be clearly announced by the command: “Go-
Around Flaps”.
Once the decision to perform a missed approach has been made during the final approach, no decision
to abandon this missed approach may be taken.
The applicable missed approach procedures are published on the approved Approach Chart.
8.1.3.13.9.1 Missed Approach In Precision Approach

Normally proceed to a fix-defining threshold area before following the published MAP.
Another approach after a missed approach due to meteorological reasons may only be commenced if
The PIC has reason to believe that a second approach will lead to a successful landing. More than two
approaches shall only be made if the meteorological conditions have considerably improved, giving
greater probability of a successful landing.
8.1.3.13.9.2 Missed Approach In Non-Precision Approach

Proceed overhead the published MAP before following the published MAP.
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8.1.3.13.9.3 Missed Approach In Circling Approach

If, at any time during the circling procedure, the required visual references are lost, the main objectives is
to climb and to leave the circling area into the missed approach of the initial instrument approach, while
remaining within the obstacle free area, unless otherwise specified (refer to Airbus FCTM PR-NP-SOP-
190-GUI).
It is expected that the pilot will make an initial climbing turn toward the landing runway and overhead the
aerodrome where he will establish the aircraft climbing on the missed approach track.
In as much as the circling maneuver may be accomplished is more than one direction, different patterns
will be required to establish the aircraft on the prescribed missed approach course depending on its
position at the time visual reference is lost.
If a prescribed missed approach is published for the circling manoeuvre, this override the manoeuvre
prescribed above.
The latter requirement does not apply when a special procedure along a well-defined visual approach
path (lead-in-light) has been published.
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8.1.3.13.9.4 Missed Approach In Visual Approach

If a go around is made during visual approach, climb to keep obstacle clearance and then follow ATC
instruction or prescribed missed approach procedure. The missed approach plan should be brief as part
of approach briefing and flight crew has responsibility to maintain manuevering cleared of terrain.
8.1.3.13.9.5 Initiation of a Missed Approach

A go-around must be considered if:
1. There is a loss or a doubt about situation awareness
2. The approach is unstable in speed, altitude, and flight path in such a way that stability will not be
obtained by 1.000 ft IMC or 500 ft VMC.
3. Adequate visual references are not obtained at minima or lost below minima.
If the required visual reference cannot be established upon reaching DA(H) / MDA(H), the prescribed
MAP must be initiated:
a) For precision approaches, immediately upon reaching DA(H);
b) For Constant Angle Non-Precision Approaches (CANPA) immediately upon Reaching MDA(H) or
MAPt, whichever is earlier;
c) For conventional step-down non-precision approaches immediately when reaching the published
or calculated MAPt;
d) For FMGS non-equipped or inoperative aeroplanes performing a conventional step-down non-
precision approach without DME, when the time from the fix to the MAPt has elapsed, latest at
the MAPt.
4. Any GPWS, TCAS or windshears alert occur
5. If there is a malfunction which jeopardizes the safe completion of the approach e.g. major navigation
problem
6. Other Reasons for a Missed Approach
a) In an approach PM does not hear PF’s call, “Continue” or “Go- Around” after having called
“minimum”, then PM shall initiate the “Go-Around”, or
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b) If it appears to any one of the pilots that the approach success is doubtful, or
c) Upon ATC changes the final approach clearance resulting in rushed action from the crew or
potentially unstable approach.
Refer to FCTM NO-180
8.1.4 Meteorological Information

Flight Operation Officer shall provide PIC with all available weather reports and forecasts of weather
phenomena for enroute, destination and alternate airports, that may affect the safety and operation of a
flight, including adverse weather phenomena (such as Clear Air Turbulence, thunderstorm, low altitude
wind shear, and tropical cyclone).
Citilink Indonesia is using weather data and forecast that was obtained from the Local State Official
Weather Source and/or NavTech Flight Planning System.
Weather report and forecasts that the Flight Operation Officer shall provide for the PIC are:
8.1.4
Meteorological Information Dissemination

Meteorological Information Dissemination
Local State Official Weather Source Meteorological

Flight Dispatcher PIC
and/or NavTech Information
0.3.3.2.3
Aeronautical Chart Dissemination
Check by Distribute by CTV Cloud

Aeronautical
GA OSN Operation Operation
Chart
Support Support Aircraft
Navigation Publication
AIP
(OFD4) (OFD4) Ops. Library
Note: GA OSN = Garuda Indonesia Operation Support Navigation
When dispatching to destination airport which affected by Smoke, the Dispatcher shall ensure:
1. To use the destination airport latest landing minimum visibility data published by AIP and/or
Jeppesen.
2. To analyze the visibility trend from METARs.
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In case of a good weather forecast for a destination, situated in a normally reliable weather area,
A
planning of a close-by alternate is recommended to avoid unnecessary carriage of fuel.
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8.1.4.1 SIGWX (Significant Weather) Charts
SIGWX charts are issued every 6 hours and are valid for 0000 UTC, 0600 UTC, 1200 UTC or 1800 UTC.
Symbols that are common in the SIGWX:

Abbreviations used to describe the amount of CB clouds:
ISOL = isolated; individual CBs.
OCNL = occasional; well seperated CBs.
FRQ = frequent; CBs with little or no separation.
EMBD = embedded; CBs embedded in layers of others clouds.
Heights indicated on the chart are in flight levels (FL). When XXX is used, bases of the cloud are outside
the layer of the atmosphere to which the chart applies.
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8.1.4.2 Winds and Temperatures Charts
Wind and Temperature charts are issued every 6 hours and are valid for 0000 UTC, 0600 UTC, 1200
UTC or 1800 UTC. Chart flight levels available are FL180 / FL240 / / FL340 / FL390.
8.1.4.3 METAR / SPECI (Aviation Weather Report)

METAR is an aviation routine weather report issued at hourly or half-hourly intervals. It is a description of
the meteorological elements observed at an airport at a specific time.
SPECI is an aviation special weather report issued when there is significant deterioration or improvement
in airport weather conditions, such as significant changes of surface winds, visibility, cloud base height
and occurrence of severe weather. The format of the SPECI report is similar to that of the METAR and
the elements used have the same meaning.
The report also includes a section containing the trend forecast, which indicates the forecast change in
meteorological conditions in the next two hours.
METAR example:
1 2 3 4 5 6 7 8 9 10
METAR WIII 020330Z AUTO 05009KT 7000 R25L/0400 FEW020 33/23 Q1011 NOSIG
Note:
1. Weather report type identifier, METAR or SPECI.
2. ICAO airport identifier.
3. Issue date and time (in UTC).
4. Report Modifier. No modifier indicates human observer or automated system with human logged on for oversight
functions.
- AUTO: Indicates a fully automated report with no human intervention. It is removed when an observer logs
on to the system.
- COR: Indicates a corrected observation.
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5. Wind direction and speed (in knots). May indicate:
- “V” (Variable) if the wind direction varies by 60o or more and speed greater than 3 knots.
- “VRB” (Variable) if the wind direction is variable and speed 3 knots or less.
- “G” (Gust) if wind gust speeds exceed the mean speed by 10 knots or more in the 10-minute period preceding
the observation.
- “00000KT” if the wind is calm..
6. Prevailing visibility (in meters). Visibility more than 10km is given as 9999.
OR
Runway Visual Range (in meters).

- If the RVR is greater than the maximum value that can be measured, P will precede this value e.g. R25L/
P1500.
- If the RVR is less than the minimum value that can be measured , M will precede this value e.g. R25L/M0050.
- If RVR trends can be measured then U, D, or N will follow the RVR value to indicate increasing, decreasing
or no change respectively.
7. Cloud amount given in eights of sky (oktas) and cloud height (in hundreds of feet). Below is cloud amount
abreviation and explanation:
FEW Few 1 – 2 oktas of cloud coverage
SCT Scattered 3 – 4 oktas of cloud coverage
BKN Broken 5 – 7 oktas of cloud coverage
OVC Overcast 8 oktas of cloud coverage
8. Temperature and dew point.

9. QNH (pressure measured at airport).
10. Trend forecast which is appended to METARs at stations while a forecaster is on watch. NOSIG means that no
significant change is expected to the reported conditions within the next 2 hours.
8.1.4.4 TAFOR (Terminal Aerodrome Forecast)

TAFOR are issued every 6 hours (0000, 0600, 1200, and 1800 UTC), generally apply to a 24 or 30
hour period, and in an area within approximately five statute miles from the center of an airport runway
complex.
Below are an example of TAFOR:
1 2 3 4 5 6 7
TAF WIII 012300Z 0200/0306 04010KT 9999 SCT022
8 9 10 11 12 13
BECMG 0212/0214 20006KT 5000 HZ SCT020
Note:
1. Indicates that the following is a terminal area forecast.
2. ICAO location identifier, indicates the airport to which the forecast applies.
3. Date and time (in UTC) of issue.
4. Validity period time (in UTC), in the format ddhh/ddhh.
5. Wind direction and speed (in knots). May include “VRB” (variable) in the wind direction or “G” (gust) in the wind
speed.
6. The prevailing visibility i.e. the greatest visibility covering more than half the airport (in meters). Visibility more
than 10km is given as 9999.
7. Cloud amount given in eights of sky (oktas) and cloud height (in hundreds of feet). The abbreviaton used is the
same as in the METAR/SPECI.
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8. Indicator of significant changes in forecast conditions.

Probability (only 30% or 40% used) of occurrence of an alternative element or
PROB PROBability
elements and temporary fluctuations.
Changes are expected to reach or pass through specified values at a regular
BECMG BECoMinG
or irregular rate.
Fluctuations of less than 1 hour and in aggregate less than half the period
TEMPO TEMPOrary
indicated.
If one set of weather conditions is expected to change more or less completely
FM FroM to a different set of conditions, thus indicating the beginning of another self-
contained part of the forecast.
9. Validity period time (in UTC) of the significant changes, in the format ddhh/ddhh.
10. Same as number 5.
11. Same as number 6.
12. Forecast significant weather. Below are the example of the weather phenomena common in Indonesia.
Qualifier Weather Phenomena
Intensity of proximity Descriptor Precipitation Obscuration
VC In the vicinity SH Shower DZ Drizzle BR Mist
TS Thunderstorm RA Rain FG Fog
FU Smoke
VA Volcanic ash
HZ Haze
Note:
- CAVOK (Ceiling And Visibility OK) may be used to replace visibility, present weather and cloud if visibility is
10 km or more, no cloud below 1,500 m / 5,000 ft or below the highest minimum sector altitude (whichever
is greater), and no significant present weather.
- VC is used if the weather phenomena is between approximately 8 km and 16 km from the aerodrome
reference point.
- BR is used if the visibility is at least 1,000 m but not more than 5,000 m. FG is used if visibility is less than
1,000 m.
8.1.4.5 Satellite Imagery

The satellite imagery is an infra red image of cloud formation above the world produced hourly by satellite
to help the PIC get a clear picture of the expected weather. The imagery will contain the name of the
satellite and the issued date and time (in UTC).
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8.1.4.6 VAA (Volcanic Ash Advisory)
VAA is an alert issued by VAAC (Volcanic Ash Advisory Center) when an volcanic ash cloud is detected.
Within the alert the following information will be provided:
1. The name of the volcano.
2. The country, location and crater elevation of the volcano.
3. The source of the information, e.g. satellite or pilot observation.
4. Details of the eruption including time of day in UTC and date of the eruption.
5. Details of the ash cloud including the flight level and size.
6. Detail on the current movement of the ash cloud.
7. Forecast movement for 6, 12 and 18 hours ahead following the time of the advisory.
8. The next update time.
For volcanic activity in Indonesia, beside from BMKG the VAA can be obtained from Darwin VAAC
website.
8.1.4.7 Tropical Cyclone Warning

The information consisted in Tropical Cyclone Warning are:
1. Past Position; symbolized by black tropical cyclone symbol. Represent 6 hourly positions.
= tropical disturbance/tropical depression (<= 33 knots).

= tropical storm (34-63 knots).
= typhoon (>= 64 knots).
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2. Current Position; symbolized by the last black tropical cyclone symbol.

3. Wind Radii. The outermost radii represent 34 knot winds, the second wind radii represents 50 knot
winds, and the next radii represents 64 knot winds.
4. Area of Uncertainty. It is the 34 knot wind radii + the average forecast track error. Since no wind radii
are computed for the 96 hour and 120 hour forecast, the Area of Uncertainty for these times is the 72
hour forecast wind radii + the average forecast track error.
5. Forecast Track; symbolized by colored tropical cyclone symbols representing current and forecast
(usually the 12, 24, 36, 48 and 72 hour) positions. The line between these positions is the forecast
track.
6. Time Label; indicating the day and time (in UTC) of the current and forecast positions.
The Tropical Cyclone Warning can be obtained from Joint Typhoon Warning Center (JTWC) website or
from local meteorological office where the typhoon is passing through.
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8.1.5 Determination of Fuel and Oil Policy
8.1.5.1 Fuel Policy
Company may dispatch / release an airplane, considering wind and other weather conditions expected
that has enough fuel:
1. To fly to the airport to which it is released / dispatched;
2. Thereafter, to fly to and land at the most distant alternate airport specified in the flight release, if an
alternate is required. For an airport for which an alternate is not available, to fly to that airport and
thereafter to fly for at least 2 (two) hours at normal cruising fuel consumption above the destination
airport, including final reserve fuel; and
3. After that, to fly for a period of 5% of the planned trip fuel or of the fuel required from the point of
inflight re-planning based on the consumption rate used to plan the trip fuel, but in any case, shall
not be lower than the amount required to fly for 5 minutes at holding speed at 1,500 ft above the
destination aerodrome in standard conditions; and
4. Thereafter, to fly for 30 minutes at holding speed at 1,500 ft above the alternate airport under standard
temperature conditions. For a flight operated with no destination alternate airport, the amount of fuel
required to enable the aircraft to fly for 45 minutes at holding speed at 1,500 ft above destination
aerodrome elevation in standard conditions.
Note: The Director may amend the Authorization Condition and Limitation (ACL) to require more fuel than any
of the minimum stated in of this section if he find that additional fuel is necessary on a particular route in the
interest of safety.
In flight planning, the Flight Operation Officer shall calculate the fuel requirement based on Planned
Operating Conditions such as:
1. Anticipated meteorological conditions
2. Expected air traffic control routing and delays
3. For IFR flights, one instrument approach at destination including a missed approach.
4. Procedures prescribed for enroute loss of pressurization or failure of one or more engines.
5. Weights
6. Altitudes
7. Any other conditions that might cause increased fuel and/or oil consumption.
ATS routes selection should be based on the longest distance of Standard Instrument Departure (SID)
and Standard Arrival (STAR), with applicable climb, cruise and descend procedures in conjunction with
the runway in use.
In principle, the optimum altitude must be planned. For short distance flights the cruise altitude selected
should allow for a minimum horizontal cruise segment of 5 minutes. For long distance flights the optimum
altitude step climb schedule must be followed in flight planning.
Where the applicable data and/or procedures are not known, conservative assumptions should be made.
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8.1.5.2 Definition Related to Fuel

8.1.5.2.1 Planned Operation Condition
Anticipated meteorological conditions, weight, routings, and ATS procedure in the operating manuals
and applicable climb, cruise and descent procedures.
Basically the optimum altitude must be planned except that the cruise altitude selected should allow for a
minimum level cruise segment of 5 minutes. Where the applicable data and/or procedure are not knows
conservative assumptions should be made.
8.1.5.2.2 Taxi Fuel

Taxi fuel, which should not be less than the amount, expected to be used prior to takeoff. Local conditions
at the departure aerodrome and auxiliary power unit (APU) consumption should be taken into account.
8.1.5.2.3 Trip Fuel

Trip fuel, which should include:
1. Fuel for takeoff and climb from aerodrome elevation to initial cruising level / altitude, taking into
account the expected departure routing;
2. Fuel from top of climb to top of descent, including any step climb / descent;
3. Fuel from top of descent to the point where the approach is initiated, taking into account the expected
arrival procedure; and
4. Fuel for approach and landing at the destination aerodrome.
8.1.5.2.4 Takeoff Fuel

The block fuel minus taxi fuel.
8.1.5.2.5 Contingency Fuel

A quantity of fuel to cover deviations from the Planned Operating Conditions. It shall be 5% of the
planned trip fuel or of the fuel required from the point of in-flight re-planning based on the consumption
rate used to plan the trip fuel, but in any case, shall not be lower than the amount required to fly for 5
minutes at holding speed at 1,500 ft above the destination aerodrome in standard conditions.
8.1.5.2.6 Destination Alternate Fuel

Fuel required to fly from planned destination to the planned alternate based on Planned Operating
Conditions. The alternate fuel includes fuel for go-around at destination, climb, cruise, descent, approach
and landing at alternate. Calculation is based on Long Range Cruise (LRC), planned landing weight at
destination and a realistic flight level.
If two alternates are required, the alternate fuel must be planned for the longer distance alternate.
For a flight operated with no destination alternate airport, the amount of fuel required to enable the
aircraft to fly for 15 minutes at holding speed at 1,500 ft above destination aerodrome elevation in
standard conditions
For a flight intended to land in an isolated airport, the amount of fuel required to enable the aircraft to
fly for at least 2 hours at normal cruising fuel consumption above the destination airport, including final
reserve fuel.
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8.1.5.2.7 Final Reserve
The amount of fuel required to fly for 30 minutes at holding speed at 1,500 ft above aerodrome elevation
in standard conditions, calculated using the estimated mass on arrival at the destination alternate
aerodrome, or the destination aerodrome when no destination alternate aerodrome is required, or a pre-
calculated value for each airplane type and variant in the fleet rounded up to an easily recalled figure.
8.1.5.2.8 Additional Fuel

The supplementary amount of fuel required if the minimum fuel calculated in accordance with trip fuel,
contingency fuel, destination alternate fuel and final reserve fuel above is not sufficient to:
1. Allow the airplane to descend as necessary and proceed to an alternate aerodrome in the event of
engine failure or loss of pressurization, whichever requires the greater amount of fuel based on the
assumption that such a failure occurs at the most critical point along the route; to fly for 15 minutes
at holding speed at 1,500 ft above the aerodrome elevation in standard conditions, and make an
approach and landing.
2. Meet additional requirements by Citilink Indonesia not covered above (including fuel tankering).
8.1.5.2.8.1 Fuel Tankering Determination

Fuel tankering is mainly considered for economic reasons, when the difference in fuel prices between
departure airport and destination airport is significant.
Citilink Indonesia may also consider fuel tankering when the fuel supply is unreliable or the fuel type is
unavailable.
FOO has to take into account additional costs due to the aircraft weight increase. These costs are not
negligible and should consider them against fuel tankering gains.
These additional costs are mainly due to:
1. Lower flexible temperature at takeoff or reduction in takeoff thrust derate
2. Increase in engine wear as a result of higher EGT
3. Increase in the use of braking devices at landing (brakes, thrust reversers, tires) due to heavier
Landing Weight
4. The extra fuel burn will result in an economical penalty due to possible emission taxation.
Note: The fuel tankering method takes into account the cost for the transport of the tankered fuel.
The most common are risk of overweight landings and reduction in operation performance margins for
short, hot or high elevation runways.
8.1.5.2.8.2 Fuel Tankering Coefficient

When the price of fuel at the destination airfield is significantly higher than the price at the departure
airfield, it may be economic to carry more fuel and to avoid (or reduce) to refuel at destination. But the
extra fuel on board leads to an increase in fuel consumption and therefore a breakeven point must be
carefully determined. Indeed, the addition of one tonne to the Landing Weight (LW) means an addition of
K tonnes to the Take-Off Weight (TOW).
Note: The cost of the trip fuel includes the cost of taxi, contingency, alternate and final reserve.
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For example, if K=1.3 and 1,300 kg fuel is added at the departure, 1,000 kg of this fuel amount will remain
at the destination. So carrying one tonne of fuel costs 300 kg fuel more.
If P f d and P f a are respectively the cost of fuel at departure and at arrival, the extra-cost of the loaded
fuel at departure is:

The cost saving of the transported fuel is:
ΔLW × P f a
It is profitable to carry extra fuel if the arrival fuel price to departure fuel price ratio is higher than the
transport coefficient K.
If ΔT is the Flight time increase and Ch the cost per hour, the additional cost due to a possible increase
in flight time is:

ΔT × Ch
It is profitable to carry extra fuel if the cost saving exceeds the extra fuel loaded cost plus the extra time
cost.
(ΔLW × P f a) >(ΔLW × K × P f d) + (ΔT × Ch)
ΔLW ( P f a - K × P f d) - (ΔT × Ch) > 0
8.1.5.2.8.3 Fuel Tankering Table

The Fuel Price Ratio (FPR) is the ratio between the Price of fuel at departure (Pfd) and Price of fuel at
arrival (Pfa):
Pfd
FPR =
Pfa
The Break-Even Fuel Price Ratio (BEFPR) introduces a limit fuel price ratio below which the fuel tankering
becomes profitable from a fuel cost point of view.
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When Fuel Price Ratio is below the BEFRP:
1. The advantage of the lower fuel price at departure compensates the additional fuel burn (the additional
fuel burn is due to the additional fuel tankered)
2. Fuel tankering maximizes the gain when as much fuel as possible is tankered
3. The tankered fuel quantity is limited by:
a) Maximum fuel capacity
b) Structural or performance limited Maximum Takeoff Weight
c) Structural or performance limited Maximum Landing Weight
d) Fuel required for the next flight.
In case of Maximum Landing Weight limitation, the flight crew can limit the fuel tankered at their discretion
in order to avoid possible overweight landing.
The following table shows the BEFPR versus the air distance of the first flight leg.
The table also indicates the additional fuel burn per 1,000 kg (1,000 lb) of extra fuel tankered. The total
additional fuel burn must be added to the total trip fuel from the departure airport.
Table assumptions are:
1. ISA temperature
2. Optimum Flight Level at Long Range cruise speed
3. 30 min holding at 1,500 ft at Green Dot Speed
Air Distance (nm) Break Even Fuel Price Ratio Fuel Burn Per 1,000 kg of Fuel Tankered (kg)
100 0.991 9
300 0.974 26
500 0.959 41
700 0.944 56
1,000 0.919 81
1,300 0.885 115
1,500 0.867 133
1,700 0.848 152
2,000 0.824 176
2,200 No gain
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The following table is available for aircraft performance degradation (Performance Factor):
Perf Factor 5% Perf Factor 10%
Air Distance Break Even Fuel Fuel Burn Per 1,000 Break Even Fuel Fuel Burn Per 1,000
(nm) Price Ratio kg of Fuel Tankered Price Ratio kg of Fuel Tankered
(kg) (kg)
100 0.99 10 0.99 10
300 0.972 28 0.971 29
500 0.957 43 0.955 45
700 0.941 59 0.939 61
1,000 0.914 86 0.908 92
1,300 0.879 121 0.873 127
1,500 0.857 143 0.848 152
1,700 0.839 161 0.853 147
2,000 0.814 186 0.79 210
2,400 No gain No gain
8.1.5.2.8.4 Example
DATA
Air distance = 1,100 nm
Fuel price at departure airport = 830 $ / 1,000 kg (377 $ / 1,000 lb)
Fuel price at destination airport = 1,000 $ / 1,000 kg (454 $ / 1,000 lb)
1. From the relation between fuel price at departure and fuel price at destination current fuel price ratio
= 0.83
2. Enter the Fuel Tankering table (Refer to PER-FPL-FLP-FTK FUEL TANKERING TABLES) for the
defined air distance the BEFPR is 0.916, which is more than the current fuel price ratio.
The fuel tankering is profitable.
To determine the BEFPR, the interpolation of the table values is permitted.
If the user wants to avoid interpolation, select the next longer air distance. This will provide a
conservative value for BEFPR.
3. Determine total fuel quantity as maximum possible fuel limited by the following constraints:
a) Total fuel is less than maximum fuel tank capacity
b) TOW with fuel tankering is less than structural or performance limited maximum takeoff weight
c) LW with fuel tankering is less than structural or performance limited maximum landing weight
d) Tankered fuel is less than the trip fuel for the return flight plus total extra fuel burn.
4. Enter the table and read the fuel burn per 1,000 kg (1,000 lb) of extra fuel tankered.
Every 1,000 kg (1,000 lb) of extra fuel tankered causes an extra fuel burn of 84 kg (84 lb). Multiply
this value by the amount of fuel tankered.
5. Trip fuel with fuel tankering = Trip fuel without fuel tankering + Extra fuel burn
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8.1.5.2.9 Discretionary / Extra Fuel
Fuel uplifted in addition to minimum block fuel. The PIC will take the decision whether and how many
extra fuel will be tanked. Final decision should be discussed with Flight Operation Officer on duty.
8.1.5.2.10 Block Fuel

The total amount of fuel aboard the aircraft starting the engine.
8.1.5.3 Fuel Planning

8.1.5.3.1 When Alternate Aerodrome Is Not Required
Minimum block fuel is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Final Reserve Fuel +
Additional Fuel (if required) + Extra Fuel (if required).
Note: Final Reserve Fuel is amount of fuel required for 45 minutes holding at destination in normal cruising
consumption at 1,500 ft in term of VMC.
Figure 1. Fuel Planning When Aerodrome Not Required
8.1.5.3.2 When Alternate Aerodrome Is Required

Minimum block is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Alternate Fuel + Final Reserve
Fuel + Additional Fuel (if required) + Extra Fuel (if required).
Note: Final Reserve Fuel is amount of fuel required for 30 minutes holding at alternate in normal cruising consumption
at 1,500 ft in term of VMC.
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Figure 2. Fuel Planning for Flight With Atlernate
8.1.5.3.3 Isolated Aerodrome

Minimum block is the total of: Taxi Fuel + Trip Fuel + Contingency Fuel + Final Reserve Fuel + Additional
Fuel (if required) + Extra Fuel (if required).
Note: Final Reserve Fuel is amount of fuel required for 2 hours holding at destination in normal cruising consumption
at 1,500 ft in term of VMC.
Figure 4. Fuel Planning Isolated Aerodrome
8.1.5.4 Oil Policy

The PIC shall only commence a flight or continue in the event of inflight replanning when satisfied that
the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking
into account the expected operating conditions.
Adequate oil quantity to cover the requirements of trip, contingency, alternate, reserve and taxi must be
loaded prior to departure.
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The minimum oil quantity requested for any flight is equal to the minimum quantity specified for a particular
engine, plus the estimated oil consumption.
The minimum and maximum oil quantities and the maximum average estimated oil consumption are
indicated in FCOM “Standard Operating Procedure - Preliminary Cockpit preparation” for the related
aircraft / engine concerned.
8.1.5.5 Fuel and Oil Records

Fuel and oil loaded and consumed data will be entered into the Aircraft Maintenance Log and Aircraft
Flight Log.
8.1.6 Weight and Balance

8.1.6.1 General
This chapter contains weight and balance information to be use for preparing weight and balance
manifests.
The information presented, in compliance with the relevant regulation and requirement, to enable pilots
as well as operation staff to operate the aircraft safety and efficiently.
The aircraft must be loaded in accordance with and approved loading schedule (weight and balance
manifest) based upon authorized weights and associated center of gravity limits. Special attention should
be paid to ensure that the loading limitations in relation to the floor and compartment strength for the
aircraft configuration concerned are not exceeded.

8.1.6.2 Definition
8.1.6.2.1 Empty Weight
Empty Weight is weight of structure, power plant, furnishings, system and other items of equipment that
are an integral part of a particular aircraft configuration.
Standard items
Standard Items is equipment and fluids not an integral part of a particular aircraft and not a variation for
the same type of aircraft.
These items may include, but are not limited to, the following:
1. Unusable fuel and other unusable fluids
2. Engine oil
3. Toilet fluid chemical
4. Fire extinguishers, pyrotechnics, emergency oxygen equipment
5. Structure in galley, buffet and bar
6. Supplementary electronic equipment
8.1.6.2.2 Standard Basic Empty Weight

Standard Basic Empty Weight is empty weight plus standard items.
Standard item variations is standard items that Citilink Indonesia adds, deducts, or changes.
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8.1.6.2.3 Basic Empty Weight (BEW)

Basic Empty Weight is standard basic empty weight plus or minus weight of standard item variations.
8.1.6.2.4 Basic Weight (BW)

Basic Weight is basic empty weight plus operational items are considered to be standard onboard of the
aircraft.
Operational Item
Operational Item is personnel, equipment and supplies necessary for a particular operation but not
included in basic empty weight.
These items may vary for a particular aircraft and may include, but are not limited to, the following:
1. Crew and their baggage
2. Manuals and navigational equipment
3. Removable service equipment for cabin, galley and bar
4. Food and beverages, including liquor
5. Usable fluids other than those in useful load
6. Life rafts, life vests, and emergency transmitters.
7. Aircraft cargo handling system and cargo container
8.1.6.2.5 Operation Empty Weight (OEW)

Empty weight plus the operational items, i.e. the flight and cabin crew and their baggage, unusable fuel,
engine oil, emergency equipment, toilet chemicals and fluids, galley structure, catering equipment, seats,
documents, etc.
8.1.6.2.6 Operation Weight (OW)

Operation Weight is operational empty weight plus fuel (usable fuel).
8.1.6.2.7 Dry Operating Weight (DOW)

The total weight of an aircraft ready for a specific type of operation excluding all usable fuel and traffic
load. The DOW is the OEW plus items specific to the type of flight, i.e. catering, newspapers, pantry
equipment, extra crew, potable water, etc.
8.1.6.2.8 Payload
Payload is weight of passengers, baggage, cargo and mail.
These may be revenue and/or no revenue.
8.1.6.2.9 Maximum Design Zero Fuel Weight

Maximum Design Zero Fuel Weight is maximum weight allowed before usable and other specified
usable agents must be loaded in defined sections on the aircraft as limited by strength and airworthiness
requirements.
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8.1.6.2.10 Zero Fuel Weight (ZFW)
Zero Fuel Weight is dry operating weight plus payload. It must not exceed maximum design zero fuel
weight.
8.1.6.2.11 Maximum Design Takeoff Weight

Maximum Design Takeoff Weight is maximum weight for takeoff, as limited by aircraft strength and
airworthiness requirement. This is the maximum weight at start of takeoff run.
8.1.6.2.12 Operational Takeoff Weight

Operational Takeoff Weight is maximum authorized weight for takeoff, it is subject to airport, operational,
and related restrictions, and this is the weight at start of takeoff run and must not exceed maximum
design takeoff weight.
8.1.6.2.13 Takeoff Weight (TOW)

Takeoff Weight is zero fuel weight plus weight of take-off fuel, it must not exceed maximum design takeoff
weight and/or operational takeoff weight.
8.1.6.2.14 Maximum Design Taxi Weight

Maximum Design Taxi Weight is maximum weight for ground maneuver as limited by aircraft strength
and airworthiness requirement, it includes weight of taxi and run-up fuel.
8.1.6.2.15 Taxi Weight

Taxi Weight is actual takeoff weight plus weight of taxi and run-up fuel. It must not exceed maximum
design taxi exits.
8.1.6.2.16 Maximum Design Landing Weight

Maximum Design Landing Weight is maximum weight for landing as limited by aircraft strength and
airworthiness requirements.
8.1.6.2.17 Operation Landing Weight

Operation Landing Weight is maximum authorized minus for landing. It is subject to airport, operational,
and related restriction, it must not exceed maximum design landing weight.
8.1.6.2.18 Landing Weight

Landing weight is maximum weight minus weight of trip, taxi and run-up fuel. It must not exceed maximum
design landing weight and/or operational landing weight.
8.1.6.2.19 Aircraft Spare Weight

Some flight is carrying aircraft spare (main wheel, oil, etc.) in its cargo hold. It is called EIC (Equipment
in Compartment) / SWA (Spare Weight for Aircraft) in the load sheet or flight plan.
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8.1.6.3 Passenger and Crew Weight Classification

8.1.6.3.1 Passenger Classification
In connection with tariff regulations, aircraft loading and seat allocation the following categories of
passenger can be specified.
Adult A passenger is considered an adult as from his 12th birthday
Children A passenger is considered a child his 2nd up to 12th birthday
Infant A passenger is considered an infant up to his 2nd birthday
The following standard weights shall be used for load sheet calculations.
Adult (male & female) 70 kgs (including carry-on baggage)
Child 35 kgs (including carry-on baggage)
Infant 10 kgs (including carry-on baggage)
Free checked baggage 15 kgs
Carry-on baggage 7 kgs
Note: Pax weighing data is calculated based on pasengers weight survey in the most of the Citilink Indonesia
destination.
8.1.6.3.2 Crew Classification

Cockpit crew 75 kilograms (including carry-on baggage)
Cabin crew 60 kilograms (including carry-on baggage)
Note: Multi-days flight carry-on baggage is consider 15 kgs per crewmember
8.1.6.3.3 Baggage Classification

1. Passenger Baggage
Citilink Indonesia will not allow a person to carry on board any carry on baggage, unless that baggage
has been accepted in accordance with carry on baggage control procedures.
a) Maximum dimension : 56 cm x 36 cm x 23 cm
b) Maximum weight : 7 kgs
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Carry on baggage, which may be carried in addition to free baggage allowance as:
a) A laptop computer;
b) A hand bag, a pocket book or a purse;
c) An overcoat, wrap or blanket;
d) A walking stick for passenger with special need;
e) A small camera and/or binocuars;
f) Child restraint system.
Before flight, Cabin Crew shall ensure that each passenger is complying with the procedures of
securing the Cabin Baggage.
When found in excess of mentioned size, or unable to fit the bin, they shall be carried inside the
aircraft cargo compartment.
2. Crewmember Baggage
The maximum weight of crew baggage is 15 kgs. The content list of crew baggage is available in the
Cabin Crew Rules and Regulation Book. Crew baggage should be placed in the luggage bin not too
far from Cabin Crew station.
8.1.6.4 CG Limit
8.1.6.4.1 Takeoff CG Lower Than 27%
Performance must be corrected:
1. For Maximum Takeoff Thrust (TOGA)
Adjust performance by decreasing the takeoff weight by 1,000 kgs and increasing V1, VR and V2 by
1 knot.
2. For Flex Takeoff Thrust
Adjust performance by decreasing the Flexible Temperature by 2o C and V1, VR and V2 increased
by 1 knot.
8.1.6.4.2 Landing CG Less Than 25%

Performance must be corrected for landing:
- Adjust landing speed and distance (refer to Airbus QRH PER-A).
8.1.6.4.3 Seating Policy

The Load and Trim sheet is prepared assuming a particular passenger seating distribution. If a seat
allocation system is used in connection with the preparation of the Load and Trim sheet, any possible
errors in the CG position will be covered / compensated by the operational CG envelope – provided the
passengers are seated as allocated.
Free seating however might require a repositioning of passengers in the cabin. The PIC shall instruct
the ground staff and cabin crew to re-seat passengers so as to create the actual seating distribution in
compliance with the assumed distribution on the Load and Trim sheet.
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8.1.6.4.4 Cargo Weight Determination Policy

The cargo (freight) must be always weighed. The cargo has to be positioned so as to respect total cargo
compartment weight limitation as given in FCOM - LOADING chapter and in the Weight and Balance
Manual.
8.1.6.5 Load and Trim Sheet Preparation

The method for preparation and filling the Load and Trim sheet is given in the FCOM - LOADING chapter.
The Load and Trim Sheet takes into account of:
1. Cabin layouts
2. Seat allocation policy (Seating policy)
3. Cargo layouts and limitation.
The design of the Load and Trim Sheet must provide CG limits which include tolerances to cope with:
1. The combination of the following independent errors:
a) Error on initial conditions (Dry Operating Weight and index)
b) Error on cargo loading (weight and distribution)
c) Error on passenger boarding (weight and distribution)
d) Error on fuel (quantity and distribution)
Error due to graphical method 2. The following movements:
a) Landing gear, flaps and slats movements
b) Movements in the cabin.
The PIC must insure that before each flight a “Load and Trim sheet” (paper or digital) is prepared on
the correct form (Cabin / Cargo layouts and Passenger seating policy) and complies with the aircraft
structural mass and CG certified limitations and with any operational limitations.
Aircraft mass and Centre of Gravity are calculated using a “Load and Trim sheet form” or a “computerised
Load and Trim sheet”.
In daily operation, FOO responsible to complete the Load and Trim sheet preparation and confirms the
correct distribution of the load with his signature on the form.
The PIC is personally responsible for:
1. Checking that sufficient fuel and oil correctly loaded and distributed.
2. Checking the Load and Trim sheet calculation.
3. Accepting and signing the Load and Trim sheet.
If deemed necessary, the PIC has full authority to modify the aircraft loading such as number of
passengers, usable cabin seats and cargo compartments loading and distribution.
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8.1.6.6 FOO Procedure for Load and Trim Sheet Planning and Preparation
1. Two Hours Before ETD
a) Dry Operating Weight (DOW) and the corresponding Dry Operating Index (DOI) must be obtained
from the latest Weight & Balance Data published by Operations Support Engineering Department.
b) Check the DOW and DOI are using the same crew configuration with the flight.
c) Check total booked / estimated load for passengers, baggage and cargo to calculate Estimated
Zero Fuel Weight (EZFW). Make sure that it is not exceeding Maximum Zero Fuel Weight (MZFW).
d) btain estimated block fuel from the flight plan to calculate Estimated Takeoff Weight (ETOW).
Make sure that it is not exceeding Maximum Take-Off Weight (MTOW).
e) Obtain the RTOW from Runway Analysis and compare it with ETOW to ensure that it is not
exceeding operational limits.
f) Obtain estimated trip fuel from the flight plan plan to calculate Estimated Landing Weight (ELW).
Make sure that it is not exceeding Maximum Landing Weight (MLW) and operational limits.
g) Calculate estimated trim setting to ensure it is within the acceptable C.G. Limits.
h) Be aware that low payload may caused the trim setting outside the acceptable C.G. Limits.
Advise check in counter to position the passenger accordingly to get the trim setting as close as
possible to the acceptable limits.
2. One Hour Before ETD
a) Obtain final block fuel and trip fuel after crew briefing. If it is different from estimated block fuel
and trip fuel make necessary adjustment in ETOW and ELW calculation. Make sure that it is not
exceeding MTOW and MLW.
b) Check if there are changes in passenger, baggage, or cargo estimated load and make necessary
adjustment in EZFW, ETOW and ELW calculation. Make sure that it is not exceeding MZFW,
MTOW and MLW.
c) Create and sign Loading Instruction Sheet based on the latest calculation for the Load Master.
As the cut off time for Cargo acceptance is one hour before ETD, the Load Master must inform
the Load Sheeter if estimated cargo load is different from the actual cargo load.
3. Half An Hour Before ETD
a) Obtain total final passenger and baggage load from check in counter by using Navitaire System
and total final cargo by using Cargo Flash System, with phone or handy talky as backup.
b) Advise Load Master if there is a need to change loading position or offload cargo and/baggage
due to weight and balance issue. The Load Master must sign the Loading Instruction Sheet to
certify that he loaded the aircraft as per the Load Sheeter instruction.
c) Prepare by filling up all the columns correctly and clearly, then signed final Load and Trim Sheet.
4. Fifteen Minutes Before ETD
a) Presented final Load and Trim Sheet to the PIC. It must be signed by PIC to certify that both
agreed the weight and balance calculations is within regulations and safety limits.
b) After the final Load and Trim Sheet signed by Load Sheeter and PIC, any Last Minute Change
(LMC) under 500 kg or 5 pax can be accepted without the Load Sheeter have to make a new
Load and Trim Sheet.
c) In case of No Show Passenger, the passeneger name and baggage details (if any) must be
reflected on the Load and Trim Sheet with declaration “Checked-in baggage for No Show
passenger/s have been offloaded” or “No Show passenger/s have no checked in baggage”.
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8.1.6.7 Flight Crew Load and Trim Sheet Verification

The PIC shall review the Load and Trim sheet considering possible last minute changes in paying
particular attention to:
1. The flight number, destination, aircraft registration
2. The date and time of the flight
3. The correct DOW and index
4. The number and the distribution of passengers
5. The cargo loading which should be in accordance with the cargo manifest
6. The fuel quantity and distribution
The fuel index given by the Load and Trim Sheet takes into account the fuel specific gravity and assumes
that the fuel is loaded normally and does not apply in case of unusual loading.
Check fuel imbalance is within prescribed limits:
1. The MTOW, MZFW and associated CG
2. The expected landing weight below the Max Landing Weight (MLW).
In case a computerised Load and Trim sheet is produced, above data should be checked, computation
is assumed to be correct.
The PIC must sign the Load and Trim sheet after having checked it.
8.1.6.8 Last Minute Change (LMC)

The load sheet has to reflect the actual loading state of the aeroplane prior to take-off. In order to comply
with this requirement, it is often necessary to adjust the load sheet after completion. Such adjustments
are called last-minute changes (LMC) and are limited to 500 kg in total weight. The ground personnel are
responsible for the timely reporting of LMCs to the flight crew. It is not permitted to make an LMC, if the
following figures are exceeded:
1. Passengers : Increase or decrease by 5
2. Baggage / Cargo: Increase or decrease by 500 kgs Baggage / Cargo
Action by The PIC

The PIC or a delegated crew member enters the Last Minute Change in Load and Trim Sheet on board
in accordance with the following procedure and verifies that:
1. The total weight of the LMC does not exceed the weight shown under Under-load
2. The centre of gravity remains within limits
For every LMC passenger a combined passenger / baggage weight of 100 kg shall be used if recording
of the actual number of LMC baggage pieces is not possible.
The PIC shall demand the completion of new weight & balance documents if:
1. He is uncertain if the position of the trim is within the operational limits or;
2. The documents handed over to him/her are no longer clear and distinct legibility is compromised,
given the number of corrections.
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8.1.7 Flight Plan and Maintenance Log
8.1.7.1 ATC Flight Plan
It is company policy, that all flight is executed under IFR irrespective of weather conditions. This implies
that for every line flight an IFR clearance has to be obtained and that IFR flight plan must not be canceled.
1. Prior to operating a flight, an IFR flight plan for the entire flight shall be submitted to ATC.
2. In the event of a delay of 30 minutes or more in excess of the ETD for a controlled flight, the flight
plan should be amended or a new flight plan submitted with the cancellation of the old flight plan.
3. The flight plan may be submitted for each flight individually or for routine flights on a repetitive basis.
The destination between the types of flight plan is indicated on the operational flight plan by “not
stored” (individual flight plan). Individual flight plans must be submitted to ATS at least 60 minutes
prior to departure, depending on local regional regulations.
Note: in some countries submission of the flight plan is required three hours or more in advance when Air Traffic
Flight Management (ATFM) measures are in force on the intended routing.
8.1.7.2 Repetitive Flight Plan

Certain states and airlines use the Repetitive Flight Plan (RPL), whereby ATC flight plans for scheduled
flights are stored by all ATC units concerned, and therefore need not be filed or transmitted as for
individual flight, kept up-to-date for permanent changes.
The RPL is based on the following criteria:

1. Times are ETD (UTC) and total elapsed times.
2. Cruising speeds KTS / Mach number.
3. Cruising level(s) and routing as selected for prevailing conditions (on the company flight plan both
cruising levels and routing may be optimized for forecast conditions).
Incidental Changes:
1. Change of route, line number, aerodrome of departure and/or destination
2. This requires cancellation of the stored flight plan for the day, followed by submission of an individual
ATC flight plan
3. Change of aircraft type, speed and/or cruising level, changes of a temporary, non-recurring nature
relating to aircraft type, speed and/or cruising level, shall be notified for each individual flight as
early as possible and not later than 60 minutes before departure, to the ATC reporting office at the
aerodrome of departure except that a change of the with the aerodrome control tower.
4. Delayed flights whenever it is expected that a specific flight, for which an RPL has been submitted,
is likely to encounter a delay of one hour or more in excess of the departure time stated in that
flight plan, and for reasons other than ATC, the ATC unit aerodrome of departure shall be notified
immediately.
5. Early departures should be reported to the ATC unit as soon as new ETD is known
6. Extra flights an individual ATS flight plan shall be filed for all extra flights.
7. Cancellation of the flight when a flight is canceled, the ATC unit responsible for the departure
aerodrome shall be informed in due time to cancel the stored flight plan concerned.
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8.1.7.3 Notification of Incidental Changes on ATC RPL

1. Action required on incidental changes, known before the operations officer on a full flight support
station will take departure of the flight.
2. The operations officer in concert with and number the responsibility of the captain when on a restricted
flight support station will take such a required action.
On those stations where no flight support is provided by the ground organization, the action required for
incidental changes will have to be taken by the PIC.
8.1.7.4 ATC Flight Plan

It is Citilink Indonesia policy that all flights are executed under IFR, irrespective of weather conditions.
This implies that for every line flight an IFR clearance has to be obtained.
8.1.7.4.1 Filling ATC Flight Plan

Prior to operating a flight, an IFR flight plan for the entire flight shall be submitted to ATC by FOO.
Changes to the filled flight plan shall be notified as soon as practicable.
The flight plan may be submitted for each flight individually (Filled Flight Plan / FPL) or for routine flights
on a repetitive basis (Repetitive Flight Plan / RPL).
8.1.7.4.2 Filing Flight Plan (FPL)

An FPL shall be filed for all extra flights or flight with incidental changes in its RPL by FOO. The FPL must
be submitted to ATC at least 30 minutes prior to departure, depending on local or regional regulations.
In the event of a delay of 30 minutes or more the FPL should be amended or a new FPL submitted with
the cancellation of the old FPL.
When a flight is cancelled, the ATC unit responsible for the departure aerodrome shall be informed in due
time to cancel the stored FPL concerned.
Citilink Indonesia is using two types of FPL:

1. Manual FPL, for station where the ATS unit doesn’t have SITA address.
2. Computerized FPL, for station where the ATC have SITA address. It is integrated into the Navtech
Computerized Flight Plan. The information for the FPL will be created automatically when the Flight
Operation Officer creates a flight plan.
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8.1.7.4.3 Manual FPL
General
All clock times and estimated elapsed times shall be inserted in 4 figures UTC (hours and minutes).
The area preceding item 3 shall be completed by ATS and COM services, unless the responsibility for
originating flight plan messages has been delegated.
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Item 7: Aircraft identification

Insert one of the following aircraft identifications, not exceeding 7 characters:
1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when:
a) In radio telephony the call sign to be used by the aircraft will consist of this identification
b) The aircraft is not equipped with radio.
2. The ICAO designator for the aircraft operating agency followed by the flight identification (e.g.
KLM511, NGA213, JTR25) when in radio-telephony the call sign to be used by the aircraft will consist
of the ICAO telephony designator for the operating agency followed by the flight identification (e.g.
KLM511, NIGERIA213, HERBIE25).
Remarks: Flight with Transponder Mode S (See item 10)

1. Flight Number (FLT NBR) entered by the pilot in the MCDU INIT Page must match exactly the aircraft
/ flight identification entered at Item 7. If it does not, then the aircraft will not be correlated with its
stored flight plan and delays will ensue.
2. There must be no space between the designator letters and flight number, nor any zero preceding
the flight number.
Item 8: Flight rules and type of flight

1. Flight Rules
Insert one of the following letters to denote the category of flight rules with which the pilot intends to
comply:
I IFR V VFR
Y IFR first then VFR (and specify in item 15 the Z VFR first then IFR (and specify in item 15 the
point where a change of flight rules is planned) point where a change of flight rules is planned)
Note: Specify in Item 15 the point, or points, at which a change of flight rules is planned.
2. Type of Flight
Insert one of the following letters to denote the type of flight when so required by the appropriate ATS
authority:
S Scheduled air service G General aviation
N Non-scheduled air transport operation M Military
X other than any of the defined categories above
Note: Specify status of a flight following the indicator STS in Item 18, or when necessary to denote other reasons
for specific handling by ATS, indicate the reason following the indicator RMK in Item 18.
Item 9: Number and type of aircraft and wake turbulence category

1. NUMBER:
Insert the number of aircraft, if more than one.
2. TYPE:
Insert the appropriate designator as specified in ICAO Doc 8643, Aircraft Type designators, OR, if no
such designator has been assigned, or in case of formation flights comprising more than one type,
insert ZZZZ, and specify in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/.
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3. Wake Turbulence Category:
Insert an oblique stroke followed by one of the following letters to indicate the wake turbulence
category of the aircraft:
a) J (Heavy), A380-800 (Refer to ICAO Letter: TEC/OPS/SEP – 08-0294.SLG);
b) H (Heavy), to indicate an aircraft type with a maximum certified takeoff mass of 136,000 kg or
more;
c) M (Medium), to indicate an aircraft type with a maximum certified takeoff mass of less than
136,000 kg but more than 7,000 kg;
d) L (Light), to indicate an aircraft type with a maximum certified takeoff mass of 7,000 kg or less.
Item 10: Equipment and Capabilities

1. Radio communication, navigation and approach aid equipment and capabilities Insert one letter as
follows:
a) N if No COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment
is unserviceable,
b) S if Standard COM/NAV/approach aid equipment for the route to be flown is carried and
serviceable (see Note 1),
AND/OR
c) Insert one or more of the following letters to indicate the COM/NAV/approach aid equipment
available and serviceable:
A GBAS landing system K MLS

B LPV (APV with SBAS) L ILS
C LORAN C M1 ATC RTF SATCOM (INMARSAT)
D DME M2 ATC RTF (MTSAT)
E1 FMC WPR ACARS M3 ATC RTF (Iridium)
E2 D-FIS ACARS O VOR
E3 PDC ACARS P Reserved for RCP
F ADF Q (Not allocated)
G GNSS (See Note 2) R RNP approved (See Note 4)
H HF RTF T TACAN
I Inertial Navigation U UHF RTF
J1 CPDLC ATN VDL Mode 2 (See Note 3) V VHF RTF
J2 CPDLC FANS 1/A HFDL W RVSM approved
J3 CPDLC FANS 1/A VDL Mode 4 X MNPS approved
J4 CPDLC FANS 1/A VDL Mode 2 Y VHF with 8.33 kHz channel spacing capability
J5 CPDLC FANS 1/A SATCOM (INMARSAT) Z Other equipment carried (See Note 5)
J6 CPDLC FANS 1/A SATCOM (MTSAT)
J7 CPDLC FANS 1/A SATCOM (Iridium)
Notes:
1. If the letter S is used, Standard equipment is considered to be VHF RTF, ADF, VOR and ILS, unless another
combination is prescribed by the appropriate ATS authority.
2. If the letter G is used, the types of external GNSS augmentation, if any, are specified in Item 18 following
the indicator NAV/ and separated by a space.
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4. f the letter R is used, the performance-based navigation levels that can be met are specified in Item 18
following the indicator PBN/. Guidance material on the application of performance-based navigation to a
specific route segment, route or area is contained in the Performance-based Navigation (PBN) Manual.
5. If the letter Z is used, specify in Item 18 the other equipment carried or other capabilities, preceded by
COM/, NAV/ and/or DAT, as appropriate.
6. Information on navigation capability is provided to ATC for clearance and routing purposes.
2. Surveillance equipment and capabilities

Insert
a) N if no surveillance equipment for the route to be flown is carried, or the equipment is unserviceable,
Or
b) One or more of the following descriptors, to a maximum of 20 characters, to describe the
serviceable surveillance equipment and/or capabilities on board:
SSR Modes A and C

A Transponder Mode A (4 digits)
C Transponder Mode A (4 digits) and Mode C
SSR Mode S
E Transponder - Mode S, including aircraft identification, pressure-altitude and extended squitter
(ADS-B) capability
H Transponder - Mode S, including aircraft identification, pressure-altitude and enhanced surveillance
capability
I Transponder - Mode S, including aircraft identification, but no pressurealtitude capability
L Transponder - Mode S, including aircraft identification, pressure-altitude, extended squitter (ADS-B)
and enhanced surveillance capability
P Transponder - Mode S, including pressure-altitude, but no aircraft identification capability
S Transponder - Mode S, including both pressure altitude and aircraft identification capability
X Transponder - Mode S with neither aircraft identification nor pressurealtitude capability
ADS-B:
B1 ADS-B with dedicated 1 090 MHz ADS-B “out” capability
B2 ADS-B with dedicated 1 090 MHz ADS-B “out” and “in” capability
U1 ADS-B “out” capability using UAT
U2 ADS-B “out” and “in” capability using UAT
V1 ADS-B “out” capability using VDL Mode 4
V2 ADS-B “out” and “in” capability using VDL Mode 4
ADS-C:
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
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Item 13: Departure aerodrome and time
1. Insert the ICAO four-letter location indicator of the departure aerodrome,
OR,
If no location indicator has been assigned
2. Insert ZZZZ and specify, in item 18, the name of the aerodrome preceded by DEP/
OR,
If the flight plan is received from an aircraft in flight,
3. Insert AFIL, and specify, in item 18, the ICAO four-letter location indicator of the location of the ATS
unit from which supplementary flight plan data can be obtained, preceded by DEP/ .
Then, without a space,

1. Insert
a) For a flight plan submitted before departure, the ETD,
OR,
b) For a flight plan received from an aircraft in flight, the actual or estimated time over the first point
of the route to which the flight plan applies.
Item 15: Route

• Insert
- The first cruising speed as indicated below in (a), and
- The first cruising level as in (b), without a space between them.
Then, following the arrow, insert

- The route description as in (c).
1. Cruising speed (maximum 5 characters)

Insert the True Air Speed (TAS) for the first or the whole cruising portion of the flight, in terms of:
a) Kilometres per hour, expressed as K followed by 4 figures (e.g. K0830), or
b) Knots, expressed as N followed by 4 figures (e.g. N0485), or
c) Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth of
unit Mach, expressed as M followed by 3 figures (e.g. M082).
2. Cruising level (maximum 5 characters)
Insert the planned cruising level for the first or the whole portion of the route to be flown, in terms of:
a) Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or
b) Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g. S1130), or
c) Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
d) Altitude in tens of meters, expressed as M followed by 4 figures (e.g. M0840), or
e) The letters VFR for uncontrolled VFR flights
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3. Route (including changes of speed, level and/or flight rules)

Flights along designated ATS routes:
If the departure aerodrome is located on or connected to the ATS route
a) Insert the designator of the first ATS route, or if the departure aerodrome is not on or connected
to the ATS route,
b) Insert the letters DCT (DireCT) followed by the point of joining the first ATS route, followed by the
designator of the ATS route.
Then Insert each point at which either a change of speed or level, a change of ATS route, and/or a
change of flight rules is planned,
Note: When a transition is planned between a lower and upper ATS route and the routes are oriented in the
same direction, the point of transition need not be inserted.
FOLLOWED IN EACH CASE by

1. The designator of the next ATS route segment, even if it is the same as the previous one,
OR
2. DCT, if the flight to the next point will be outside a designated route, unless both points are defined
by geographical coordinates.
Flights outside designated ATS routes

1. Insert points normally not more than 30 minutes flying time or 370 km (200 NM) apart, including each
point at which a change of speed or level, a change of track, or a change of flight rules is planned.
OR, when required by appropriate ATS authority(ies),
2. Define the track of flights operating predominantly in an east-west direction between 70°N and 70°S
by reference to significant points formed by the intersections of half or whole degrees of latitude with
meridians spaced at intervals of 10 degrees of longitude.
For flights operating in areas outside those latitudes the tracks shall be defined by significant points
formed by the intersection of parallels of latitude with meridians normally spaced at 20 degrees of
longitude. The distance between significant points shall, as far as possible, not exceed one hour’s flight
time. Additional significant points shall be established as deemed necessary.
For flights operating predominantly in a north-south direction, define tracks by reference to significant
points formed by the intersection of whole degrees of longitude with specified parallels of latitude which
are spaced at 5 degrees.
Insert DCT between successive points unless both points are defined by geographical coordinates or by
bearing and distance.
Use only the conventions in (1) to (5) below and SEPARATE each sub-item by a space.
1. ATS route (2 to 7 characters):
The coded designator assigned to the route or route segment including, where appropriate, the
coded designator assigned to the standard departure or arrival route (e.g. BCN1, Bl, R14, UB10,
KODAP2A).
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2. Significant point (2 to 11 characters):
The coded designator (2 to 5 characters) assigned to the point (e.g. LN, MAY, HADDY), or, if no
coded designator has been assigned, one of the following ways:
a) Degrees only (7 characters): 2 figures describing latitude in degrees, followed by “N” (North)
or “S” (South), followed by 3 figures describing longitude in degrees, followed by “E” (East) or
“W” (West). Make up the correct number of figures, where necessary, by insertion of zeros, e.g.
46N078W.
b) Degrees and Minutes (11 characters): 4 figures describing latitude in degrees and tens and units
of minutes followed by “N” (North) or “S” (South), followed by 5 figures describing longitude in
degrees and tens and units of minutes, followed by “E” (East) or “W” (West). Make up the correct
number of figures, where necessary, by insertion of zeros, e.g.4620N07805W.
c) Bearing and Distance from a navigation aid: The identification of the navigation aid (normally a
VOR), in the form of 2 or 3 characters, THEN the bearing from the aid in the form of 3 figures
giving degrees magnetic, THEN the distance from the aid in the form of 3 figures expressing
nautical miles. Make up the correct number of figures, where necessary, by insertion of zeros
- e.g. a point 180° magnetic at a distance of 40 nautical miles from VOR “DUB” should be
expressed as DUB180040.
3. Change of speed or level (maximum 21 characters):
The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned,
expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the
cruising level, expressed exactly as in (a) and (b) above, without a space between them, even when
only one of these quantities will be changed.
Examples:
LN/N0284A045
MAY/N0305F180
HADDY/N0420F330
4602N07805W/N0500F350
46N078W/M082F330
DUB180040/N0350M0840
4. Change of flight rules (maximum 3 characters):
The point at which the change of flight rules is planned, expressed exactly as in (2) or (3) above as
appropriate, followed by a space and one of the following:
a) VFR if from IFR to VFR
b) IFR if from VFR to IFR
Examples:
LN VFR
LN/N0284A050 IFR
5. Cruise climb (maximum 28 characters):
The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start,
expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained
during cruise climb, expressed exactly as in
a) Above, followed by the two levels defining the layer to be occupied during cruise climb, each level
expressed exactly as in
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b) Above, or the level above which cruise climb is planned followed by the letters PLUS, without a
space between them.
Examples:
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620.
Item 16: Destination aerodrome and total estimated elapsed time, alternate aerodrome(s)
1. Destination aerodrome and total estimated elapsed time Insert the ICAO four-letter location indicator
of the destination aerodrome followed, without a space, by the total estimated elapsed time, OR, if
no location indicator has been assigned,
Insert ZZZZ followed, without a space, by the total estimated elapsed time, and specify in Item 18 the
name of the aerodrome, preceded by DEST/ .
Note: For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time
from the first point of the route to which the flight plan applies.
2. Destination Alternate aerodrome(s)

Insert the ICAO four-letter location indicator(s) of not more than two alternate aerodromes, separated
by a space, or if no location indicator has been assigned to the alternate aerodrome, insert ZZZZ and
specify in Item 18 the name of the aerodrome, preceded by ALTN/.
Item 18: other information

Insert 0 (zero) if no other information, or any other necessary information in the preferred sequence shown
hereunder, in the form of the appropriate indicator followed by an oblique stroke and the information to
be recorded:
STS/ Reason for special handling by ATS, e.g. a search and rescue mission, as follows:
ALTRV : for a flight operated in accordance with an altitude reservation;
ATFMX : for a flight approved for exemption from ATFM measures by the appropriate ATS authority;
FFR : fire-fighting;
FLTCK : flight check for calibration of navaids;
HAZMAT : for a flight carrying hazardous material;
HEAD : a flight with Head of State status;
HOSP : for a medical flight declared by medical authorities;
HUM : for a flight operating on a humanitarian mission;
MARSA : for a flight for which a military entity assumes responsibility for separation of military
aircraft;
MEDEVAC : for a life critical medical emergency evacuation;
NONRVSM : for a non-RVSM capable flight intending to operate in RVSM airspace;
SAR : for a flight engaged in a search and rescue mission; and
STATE : for a flight engaged in military, customs or police services.
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Other reasons for special handling by ATS shall be denoted under the designator RMK/.
PBN/ Indication of RNAV and/or RNP capabilities. Include as many of the descriptors below, as apply to
the flight, up to a maximum of 8 entries, i.e. a total of not more than 16 characters.
RNAV SPECIFICATIONS
A1 RNAV 10 (RNP 10)
B1 RNAV 5 all permitted sensors
B2 RNAV 5 GNSS
B3 RNAV 5 DME/DME
B4 RNAV 5 VOR/DME
B5 RNAV 5 INS or IRS
B6 RNAV 5 LORANC
C1 RNAV 2 all permitted sensors
C2 RNAV 2 GNSS
C3 RNAV 2 DME/DME
C4 RNAV 2 DME/DME/IRU
D1 RNAV 1 all permitted sensors
D2 RNAV 1 GNSS
D3 RNAV 1 DME/DME
D4 RNAV 1 DME/DME/IRU
RNP SPECIFICATIONS
L1 RNP 4
O1 Basic RNP 1 all permitted sensors
O2 Basic RNP 1 GNSS
O3 Basic RNP 1 DME/DME
O4 Basic RNP 1 DME/DME/IRU
S1 RNP APCH
S2 RNP APCH with BARO-VNAV
T1 RNP AR APCH with RF (special authorization required)
T2 RNP AR APCH without RF (special authorization required)
NAV/ Significant data related to navigation equipment, other than specified in PBN/, as required by the
appropriate ATS authority. Indicate GNSS augmentation under this indicator, with a space between two
or more methods of augmentation, e.g. NAV/GBAS SBAS.
COM/ Indicate communications applications or capabilities not specified in Item 10 a).
DAT/ Indicate data applications or capabilities not specified in 10 a).
SUR/ Include surveillance applications or capabilities not specified in Item 10 b).
DEP/ Name and location of departure aerodrome, if ZZZZ is inserted in Item 13, or the ATS unit from
which supplementary flight plan data can be obtained, if AFIL is inserted in Item 13.
For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location as
follows:
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With 4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North)
or “S” (South), followed by 5 figures describing longitude in degrees and tens and units of minutes,
followed by “E” (East) or “W” (West).
Make up the correct number of figures, where necessary, by insertion of zeros, e.g. 4620N07805W
(11 characters).
OR,
Bearing and distance from the nearest significant point, as follows:
The identification of the significant point followed by the bearing from the point in the form of 3
figures giving degrees magnetic, followed by the distance from the point in the form of 3 figures
expressing nautical miles. In areas of high latitude where it is determined by the appropriate authority
that reference to degrees magnetic is impractical, degrees true may be used. Make up the correct
number of figures, where necessary, by insertion of zeros, e.g. a point of 180° magnetic at a distance
of 40 nautical miles from VOR “DUB” should be expressed as DUB180040.
OR,
The first point of the route (name or LAT/LONG) or the marker radio beacon, if the aircraft has not
taken off from an aerodrome.
DEST/ Name and location of destination aerodrome, if ZZZZ is inserted in Item 16.
For aerodromes not listed in the relevant Aeronautical Information Publication, indicate location in
LAT/LONG or bearing and distance from the nearest significant point, as described under DEP/
above.
DOF/ The date of flight departure in a six-figure format (YYMMDD, where YY equals the year, MM equals
the month and DD equals the day).
REG/ The nationality or common mark and registration mark of the aircraft, if different from the aircraft
identification in Item 7.
EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times from
takeoff to such points or FIR boundaries, when so prescribed on the basis of regional air navigation
agreements, or by the appropriate ATS authority.
Examples: EET/CAP0745 XYZ083
EET/EINN0204
SEL/ SELCAL Code, for aircraft so equipped.

TYP/ Type(s) of aircraft, preceded if necessary without a space by number(s) of aircraft and separated
by one space, if ZZZZ is inserted in Item 9.
Example: TYP/2F15 5F5 3B2
CODE/ Aircraft address (expressed in the form of an alphanumerical code of six hexadecimal characters)
when required by the appropriate ATS authority.
Example: “F00001” is the lowest aircraft address contained in the specific block administered by
ICAO.
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DLE/ Enroute delay or holding, insert the significant point(s) on the route where a delay is planned to
occur, followed by the length of delay using four-figure time in hours and minutes (hhmm).
Example: DLE/MDG0030
OPR/ ICAO designator or name of the aircraft operating agency, if different from the aircraft identification
in item 7.
ORGN/ The originator’s 8 letter AFTN address or other appropriate contact details, in cases where the
originator of the flight plan may not be readily identified, as required by the appropriate ATS authority.
Note: In some areas, flight plan reception centres may insert the ORGN/ identifier and originator’s AFTN address
automatically.
PER/ Aircraft performance data, indicated by a single letter as specified in the Procedures for Air
Navigation Services — Aircraft Operations (PANS-OPS, Doc 8168), Volume I — Flight Procedures, if so
prescribed by the appropriate ATS authority.
ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is inserted in Item 16. For aerodromes not
listed in the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and
distance from the nearest significant point, as described in DEP/ above.
RALT/ ICAO four letter indicator(s) for en-route alternate(s), as specified in Doc 7910, Location Indicators,
or name(s) of en-route alternate aerodrome(s), if no indicator is allocated. For aerodromes not listed in
the relevant Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance
from the nearest significant point, as described in DEP/ above.
TALT/ ICAO four letter indicator(s) for takeoff alternate, as specified in Doc 7910, Location Indicators, or
name of takeoff alternate aerodrome, if no indicator is allocated. For aerodromes not listed in the relevant
Aeronautical Information Publication, indicate location in LAT/LONG or bearing and distance from the
nearest significant point, as described in DEP/ above.
RIF/ The route details to the revised destination aerodrome, followed by the ICAO four-letter location
indicator of the aerodrome. The revised route is subject to reclearance in flight.
Examples: RIF/DTA HEC KLAX
RIF/ESP G94 CLA YPPH
RMK/ Any other plain-language remarks when required by the appropriate ATS authority or deemed
necessary.
Item 19: Supplementary information

Endurance
After E/ insert a 4-figure group giving the fuel endurance in hours and minutes.
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Persons Onboard
After P/ insert the total number of persons (passengers and crew) on board, when required by the
appropriate ATS authority. Insert TBN (to be notified) if the total number of persons is not known at the
time of filing.
Emergency and Survival Equipment

R/ (RADIO)
Cross out U if UHF on frequency 243.0 MHz is not available.
Cross out V if VHF on frequency 121.5 MHz is not available.
Cross out E if emergency locator transmitter (ELT) is not available.
S/ (SURVIVAL EQUIPMENT)
Cross out all indicators if survival equipment is not carried.
Cross out P if polar survival equipment is not carried.
Cross out D if desert survival equipment is not carried.
Cross out M if maritime survival equipment is not carried.
Cross out J if jungle survival equipment is not carried.
J/ (JACKETS)
Cross out all indicators if life jackets are not carried.
Cross out L if life jackets are not equipped with lights.
Cross out F if life jackets are not equipped with fluorescent.
Cross out U or V or both as in R/ above to indicate radio capability of jackets, if any.
D/ (DINGHIES) (NUMBER)
Cross out indicators D and C if no dinghies are carried,
Or
Insert number of dinghies carried; and
(CAPACITY) Insert total capacity, in persons, of all dinghies carried; and
(COVER) Cross out indicator C if dinghies are not covered; and
(COLOUR) Insert colour of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS)

Insert colour of aircraft and significant markings.
N/ (REMARKS)
Cross out indicator N if no remarks, or indicate any other survival equipment carried and any other
remarks regarding survival equipment.
C/ (PILOT)
Insert name of the PIC.
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Repetitive flight plan applies only to flights operated in accordance with IFR (FPL format Item 8: Flight
rules “I”).
It is assumed that all aircraft are:

1. Operating as scheduled flights (FPL format Item 8: Type of flight “S”), otherwise notify in Q (Remarks)
2. Are equipped with 4 096-code transponders with Modes A and C. Otherwise, notify in Q (Remarks).
List flight plans:

1. In alphabetical order of the location indicator of the departure aerodrome, and
2. For each departure aerodrome in chronological order of ETD.
Utilize more than one line for any RPL where the space provided for items O and Q on one line is not
sufficient.
RPL Form - Instructions for insertion data

Complete Items A to Q as indicated hereunder.
ITEM A: OPERATOR
• INSERT name of operator.
ITEM B: ADDRESSEE(S)
• INSERT name of agency(ies) designated by States to administer RPLs for FIRs or areas of
responsibility concerned with the route of flight.
ITEM C: DEPARTURE AERODROME(S)

• INSERT location indicator(s) of departure aerodrome(s).
ITEM D: DATE
• INSERT on each page of submission the date (year, month, day) in a 6-figure group that the listing
was submitted.
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ITEM E: SERIAL NO.

• INSERT serial number of submission (2 numerics) indicating last two digits of year, a dash, and the
sequential no. of the submission for the year indicated (start with numeral 1 each new year).
ITEM F: PAGE OF
• INSERT page number and total number of pages submitted.
ITEM G: SUPPLEMENTARY DATA AT

• INSERT name and appropriate contact details of entity where information normally provided under
Item 19 of the FPL is kept readily available and can be supplied without delay.
ITEM H: ENTRY TYPE

• INSERT a minus sign (–) for each flight plan that is to be deleted from the listing.
• INSERT a plus sign (+) for each initial listing and, in the case of subsequent submissions, for each
flight plan not listed in the previous submission.
Note: No information is required under this item for any flight plan which is unchanged from the previous
submission.
ITEM I: VALID FROM

• INSERT first date (year, month, day) upon which the flight is scheduled to operate.
ITEM J: VALID UNTIL

• INSERT last date (year, month, day) upon which the flight is scheduled to operate as listed, or UFN
if the duration is unknown.
ITEM K: DAYS OF OPERATION

• INSERT number corresponding to the day of the week in the appropriate column; Monday = 1 through
Sunday = 7.
• INSERT 0 for each day of non-operation in the appropriate column.
ITEM L: AIRCRAFT IDENTIFICATION (Item 7 of the ICAO flight plan)

• INSERT aircraft identification to be used for the flight.
ITEM M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY (Item 9 of the ICAO flight plan)
• INSERT appropriate ICAO designator as specified in ICAO Doc 8643 — Aircraft Type Designators.
• INSERT J, H, M or L indicator as appropriate:
ITEM N: DEPARTURE AERODROME AND TIME (Item 13 of the ICAO flight plan)
• INSERT location indicator of the departure aerodrome.
• INSERT the ETD, i.e. the estimated time that the aircraft will commence movement associated with
departure.
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ITEM O: ROUTE (Item 15 of the ICAO flight plan)
1. Cruising speed
• INSERT the true airspeed for the first or whole cruising portion of the flight in accordance with
Item 15 of the ICAO flight plan.
2. Cruising level
• INSERT the planned cruising level for the first or whole portion of the route in accordance with
Item 15 of the ICAO flight plan.
3. Route
• INSERT the entire route in accordance with Item 15 (c) of the ICAO flight plan.
ITEM P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME (Item 16 of the ICAO
flight plan)
• INSERT location indicator of the destination aerodrome.
• INSERT the total estimated elapsed time.
ITEM Q: REMARKS
• INSERT items of information as required by the appropriate ATS authority, items normally notified in
Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.
The RPL shall be cancelled for the day concerned followed by submission of an FPL if there is an
incidental change in the RPL such as:
1. Change of route, line number, aerodrome of departure and/or destination.
2. Change of aircraft type, speed and/or cruising level. This requires notification to the ATS unit at the
departure aerodrome as soon as possible and not later than 30 minutes before departure, with the
exception change of cruising level, which may be notified by radiotelephony on initial contact with the
ATS unit.
3. Delayed flights. Expected delays, other than ATC, of 30 minutes or more in excess of the ETD
shall be reported in due time to the ATC unit of the aerodrome. Failure of this action may result in
cancellation of the stored flight plan by one or more ATC units concerned.
4. Early departures. Should be reported to the ATC unit as soon as new ETD is known.
When a flight is cancelled, the ATC unit responsible for the departure aerodrome shall be informed in due
time to cancel the stored flight plan concerned.
8.1.7.5 Pilot and ATC Agreement

A clearance issued by ATC and accepted by a pilot constitutes an agreement between ATC and the PIC
as to the planned execution of the flight. This agreement is the current ATS flight plan, whether or not it
is the same as the originally filed ATS flight plan.
If at any point after takeoff the PIC wishes to change the flight plan, he must request the change and
obtain the concurrence of ATC in the form of an amended clearance. Likewise, ATC may initiate an
amended clearance for traffic requirement and if concurrence between the PIC and an ATC controller is
not possible, the flight is continued under the emergency authority of the PIC.
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Any request for an amended clearance should be made considering traffic and the planning and co-
ordination requirements of the ATC.
A pilot must not accept a clearance with which he cannot safely comply or which exceeds the capabilities
of the aircraft. The PIC is the final authority as to the operation of the aircraft; he is directly responsible
for the operation of the aircraft.
An ATC clearance is not an authorisation for a pilot to deviate from any regulation or to conduct an unsafe
operation. If, due to severe weather, an immediate deviation is required, the pilot’s emergency authority
will be exercised.
A pilot should question any clearance or any part of a clearance that he does not understand.
8.1.7.6 ATC Clearance

8.1.7.6.1 Clearance Limits
An ATC clearance issued before takeoff normally includes the destination airport as the clearance limit.
A flight may be cleared to a point short of the destination if ATC has no assurance that co-ordination with
a subsequent area control centre will be accomplished before that flight enters its FIR.
A flight must not continue beyond its clearance limit without further clearance. It is the controller’s
responsibility to furnish further clearance before a flight reaches the clearance limit. This clearance may
change the clearance limit to a point beyond or it may include holding instruction at the clearance limit. In
the latter case the controller should provide the pilot with an expected further clearance time.
8.1.7.6.2 Departure Procedure

The departure procedure includes the routing and any altitude restrictions during after takeoff to the en-
route phase.
At some airports, Standard Instrument Departures (SID) have been established which identify each
departure procedure with a name and a number. At airports where they are used, these SIDs are charted
and used routinely to simplify and shorten clearance delivery. A pilot is to accept a SID as part of the ATC
clearance only if the SID number in the clearance corresponds with his charted information.
8.1.7.6.3 Route of Flight

If the route of flight is different from that filed, or if the flight is an oceanic flight, or if a clearance is issued
enroute, the clearance must include a description of the route using airway designations, radio fixes, or
latitude and longitude.
When ATC includes the Mach number as part of the clearance, that Mach number must be maintained
as closely as possible (e.g. in MNPS airspace), any change in Mach number must be approved by ATC.
Additionally, ETA amendments and/or TAS changes must be reported to ATC.
8.1.7.6.4 Altitude
A cleared altitude means an assigned altitude or flight level including any restrictions. A new clearance is
required to leave that altitude or flight level.
At airport without an approved instrument approach procedure, the destination clearance authorises the
pilot to proceed to the destination airport, descend, and land.
The clearance does not permit the pilot to descent below the MEA or MOCA unless the descent and
landing are made in accordance with Visual reference Flight Rules.
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In some part of the world, altitude clearances are based on separation from known air traffic and may not
provide separation from terrain and obstructions. The PIC is responsible for ensuring that any clearance
issued by ATC provides terrain and obstruction separation.
Upon receiving a clearance containing altitude information, the PIC must verify that the clearance does
not violate any altitude restriction for the route to be flown.
8.1.7.6.5 Holding Instructions

If a flight is cleared to hold, ATC holding instructions must be complied with. These instructions may be
issued by the controller or they may be required on the charts.
8.1.7.6.6 Arrival Route

Clearance for an arrival route is not issued until a flight is approaching the terminal area. This is a
detailed clearance that fully describes the routing to a point from which the flight will be manoeuvred for
the approach to the airport.
At some airports, Standard Terminal Arrival Routes (STAR) have been established.
They identify each airport arrival route with a name and a number. STARs are charted and used routinely
to simplify and shorten clearance delivery. A pilot is to accept a STAR as part of the ATC clearance only
if the STAR number in the clearance corresponds with his charted information.
8.1.7.6.7 Communications
The frequency of departure control or the next enroute facility may be included with the clearance.
8.1.7.6.8 Approach Clearance

An approach clearance is authorisation to conduct an approach and missed approach. If the type of
approach is not specified, the pilot may execute any type of instrument approach approved for the
runway to be used. In this case, the pilot must announce his intended choice of approach procedure. An
approach clearance does not include clearance to land.
8.1.7.6.9 Complying With A Clearance

When ATC issues a clearance, a pilot is expected to comply promptly after acceptance.
ATC may use the term “immediate” to communicate urgency and the requirement for expeditious
compliance.
8.1.7.6.10 Clearance Recording

A pilot should make a visible record of each ATC clearance, and all route changes should be recorded
on the flight plan log.
8.1.7.6.11 Cancelling an IFR Flight Plan

The flight plan is normally cancelled by the “tower” at the end of the flight.
After a landing on a non-controlled airport, the PIC must ensure that the flight plan is cancelled.
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8.1.7.7 Operational Flight Plan

Flight Operation Officer must ensure that all flights are provided with Operational Flight Plan. Flight
Operation Officer and PIC should ascertain that the flight plan figures are checked and acceptable, and
both must sign the flight plan.
To avoid wrong OFP being used, the PIC should distribute copy of the OFP only after he/she has signed
it. Currently Citilink Indonesia is using OFP computed by flight planning system from Navtech System. It
also provide data such as NOTAM and weather prognosis (METAR, TAFOR, Sigmets, Airmets, Weather
Chart, Wind Chart).
8.1.7.7.1 NavTech Computerized Flight Plan
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Remarks
1. General information:
a) First line : dispatch release number
b) Second line : computation time and the end of validity time of the dispatch release (in UTC)
c) Third line : flight number, origin station and destination station (in 4 letters code)
d) Fourth line : aircraft registration, engine type, and selected cruising speed mode
e) Fifth line : date of flight, scheduled ETD (in UTC), meteorological prognosis used for flight
plan calculation, flight rules used, and weight unit. Meteorological prognosis
181815Z in this example means the prognosis is based on data on the 18th
of this month (issued date) at 1800Z (issued time) and valid for 15 hours after
issued time – in this example until 0900Z on the next day. The validity window is
6 hours. This means that flights with an ETD between 0600Z and 1200Z will use
this prognosis (3 hours prior to 0900Z until 3 hours after 0900Z)
2. Flight number / date of flight, departure / destination station (in 4 letters code), aircraft type, selected
company route, and average wind component / ISA temperature (P = plus, M = minus).
3. Fuel related information:
a) Fuel components (burn / trip fuel, destination alternate fuel, final reserve / holding fuel, contingency
fuel, additional fuel, fuel required, extra fuel, take off fuel, taxi fuel, ballast fuel, and block fuel)
b) Endurance time for each fuel components
c) Ground and air distance to destination airport
d) Ground distance to destination alternate airport
e) Column for the pilot to write actual fuel required and actual block fuel
f) Planning Fuel Remaining (PFRM) / diversion fuel at destination airport and company contingency
fuel policy
4. Weight related information:
a) Estimated weight for Basic Operating Weight (BOW) / Dry Operating Weight (DOW), Equipment
In Compartment (EIC), payload, Zero Fuel Weight (ZFW), Take Off Fuel (TOF), Take Off Gross
Weight (TOGW), burn fuel weight, and Landing Gross Weight (LDGW)
b) Column for the pilot to write actual BOW, ZFW, and TOGW
c) Maximum design for ZFW and LDW, and maximum design or regulated TOW
5. Take off alternate information (three letter code, four letter code, name of the airport, flight time, fuel
required, and ground distance to take off alternate airport).
6. Time of block on, block off, total flight / block time, touch down (TDN), airborne (A/B), and total air
time (AIR) to be filled by the pilot.
7. Fuel burn adjustment per 1,000 kgs or lbs differences in estimated and actual weight, and space for
the pilot to write adjusted fuel burn and adjusted required fuel.
8. Summaries of fuel burn and endurance time adjustment per 2,000 feet below planned flight level, and
space for the pilot to write any remark / note regarding flight briefing and planning.
9. Space for the pilot to write weather information from departure station ATIS.
10. Space for the pilot to write take-off data.
11. Flight plan detail:
a) WPT for waypoint, TOC (Top Of Climb), and TOD (Top Of Descent)
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b) LAT/LONG for the waypoint’s latitude and longitude

c) FRQ for waypoint navaid frequency (if any)
d) RTE for route / airways selected or DCT for “direct”
e) MC for magnetic course towards the next waypoint
f) DIST for distance from the previous waypoint (in nautical miles)
g) TAS for true air speed (in knots) over the waypoint
h) DV for temperature deviation at the waypoint. This indicates the number of degrees above ISA at
the planned altitude
i) LEG-T for estimated enroute time from the previous waypoint (in hours and minutes)
j) ETA is for pilot to write estimated time over the waypoint
k) FL for flight level at the waypoint or CLB for “climb” and DSC for “descent”
l) TEMP for outside air temperature over the waypoint at the planned altitude, in 0C. Except during
climbing or descending, it will show CLB or DSC
m) WIND/COMP for forecast wind direction and speed over the waypoint (direction in tens of degrees
and speed in knots), except during climb and descend, and wind component over the waypoint
(positive (P) values indicate a tailwind while negative (M) values indicate a headwind)
n) PFRM for planned fuel remaining at the waypoint (in hundreds of kgs or thousands of lbs)
12. Additional flight plan detail:
a) MORA for minimum off route altitude (in hundreds of feet), indicates the minimum safe altitude
along the portion of the route
b) MH for magnetic heading
c) TC for true course towards the next waypoint
d) GS for ground speed (in knots) over the waypoint
e) WS for wind shear value. It is the magnitude of wind difference between 2,000 ft below the
planned altitude and 2,000 ft above the planned altitude, averaged per 1,000 ft. Higher numbers
indicate the potential for turbulence. Wind shear values displayed on the operational flight plans
is to alert dispatchers and flight crew to the POTENTIAL existence of clear air turbulence (CAT)
along the route of flight.
There is no pre-determined scale. The greater the shear value (at cruising FL), the greater the
difference between wind speeds at the lower and upper flight levels. Consider this information as
an aid, in determining whether there is a potential for turbulence or not. In general, the higher the
vertical wind shear, the more likely an encounter with CAT and strong turbulence. No criteria is
defined for relating wind shear values to the occurrence of light, moderate, or severe.
The only relation is that the likelihood of encountering CAT is increased when there is strong
vertical wind shear. However, vertical wind shear values should be used for guidance only, not
for determining aircraft operations. High Level Significant Weather Prognostic charts and pilot
reports (PIREPs) are useful tools for determining the areas of CAT over a large region.
f) TOT-T for total time elapsed since departure (in hours and minutes)
g) ATA is for the pilot to write actual time between checkpoints
h) AFRM is for the pilot to write actual remaining fuel over a waypoint (in hundreds of kgs or
thousands of lbs)
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13. This section contains data on Equal Time Point (ETP), a point along the route which is located at the
same flight time from two enroute alternates. It show the ETP coordinates, fuel burn from ETP to the
enroute alternates, and four letter code of the enroute alternate airports.
14. This area is used when the pilot performs an RVSM check. Upon reaching cruising altitude, the
pilot shall record the altitude readouts of both primary altimeters as well as the standby altimeter to
confirm that the altimeters agree to within RVSM tolerances.
15. This waypoint denotes a transition into another FIR followed by FIR’s ICAO identifier and elapsed
time to reach it after departure.
16. Space for the pilot to write weather information for enroute alternate airport, destination airport, and
destination alternate airport.
17. Space for the pilot to write landing data.
18. Planned route to destination alternate airport. If more than one alternate are selected by the
dispatcher, it will show the planned route for the farthest destination alternate airport.
19. Equal Time Point (ETP) driftdown summary data:
a) ETP coordinates and information of fuel burn, time, and distance to ETP from departure station
b) Estimation of time, required fuel, flight level, distance, and wind component from ETP to enroute
alternate airports
20. Diversion window time indicates that weather has been checked for the enroute alternate airports.
The time range is the time during which the flight could potentially land at the enroute alternate airport
should it divert, the times includes -60 and +60 minutes buffer for margin of error.
21. Wind information section provides forecast winds for every waypoint in cruise. Values are also
provided for 2 flight levels above and 2 flight levels below the planned altitude. The wind direction is
in ten of degrees, wind speed in knots, and temperature in degress Celcius (M for Minus and P for
Plus).
22. Space for PIC to sign the Operational Flight Plan after completion of the flight and to write remark
regarding the flight.
23. Computerized FPL in ICAO format.
24. Information of restricted regions that may affect the flight.
25. Escape Route are used to calculate a safe route through obstacles in excess MORA of FL100 in the
event of cabin depressurization during a flight. The information show the checkpoint beginning of
the escape route, suitable airport selected for escape route, Great Circle Distance (GCD) to suitable
airport, airway ditance to suitable airport, enroute time to suitable airport, highest MORA along the
escape route, and escape route detail.
26. Economics of carrying extra fuel shows details of tankering options, fuel cost difference (in Rupiah),
optimum tankering amount (in kgs or lbs), estimated endurance time of the tankered fuel, profit or
loss gained from the tankering, additional burn off due to tankering (in kgs or lbs), and selected
tankering option.
27. RAIM (Receiver Autonomous Integrity Monitoring) validation is used by a dispatcher or flight crew
to determine coverage of GPS systems for a given flight plan. If a given flight plan does not have
sufficient GPS coverage (RAIM validation failed), then the flight cannot using RNAV as their primary
navigation.
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8.1.7.8 Aircraft Maintenance Log System

The Aircraft Maintenance Log is a system for recording:
1. Defects and malfunctions discovered during the operation
2. Details of all maintenance carried out on the particular aircraft to which the Aircraft Maintenance Log
applies.
In addition, the technical log is used for informing

1. The maintenance crew on operating event(s) that may have impact on aircraft structure or system(s)
or that may require maintenance actions
2. The operating crew on maintenance action(s) or on aircraft technical status that may have operational
impacts.
It is the legal medium for written communication between flight crews and maintenance personnel.
1. All irregularities shall be recorded even though they may be regarded as items that are “always that
way”. Recording these items is necessary until flight crews are advised by an insert in the appropriate
aircraft operating manual that maintenance is aware of the problem and that no further recording of
that particular defect is necessary.
2. The PIC shall be responsible for reporting all known defect and/or suspected defects in the aeroplane
to the Company at the termination of the flight.
3. The PIC shall ensure that all mechanical irregularities occurring during flight time are entered in the
Aircraft Maintenance Log of the airplane at the end of that flight time.
Before each flight the PIC shall ascertain the status of each irregularity entered in the log at the end
of the preceding flight.
4. To write a complaint, for every sequence number in AML is dedicated only for one malfunction. So
if there are several failures to be written, please write it one by one in different sequence number.
The Aircraft Maintenance Log system allows the PIC to assures himself that the aircraft is airworthy in
accordance with MEL and CDL.
The PIC is responsible for entries on the complaint slips of the Aircraft Maintenance Log, of all complaint
found by him during the course of his duties.
The following should be stated in the Aircraft Maintenance Log (AML):

1. All technical complaints and remarks about the aircraft, its systems and equipment irrespective of the
duration of their occurrence (continuous intermittent or momentary)
2. Corrective actions taken
3. Type of inspection performed, on the least slip of the previous stretch.
8.1.7.8.1 Use of Aircraft Maintenance Logbook by Flight Crew

1. The PIC is responsible for completing the aircraft maintenance logbook. However, he may delegate
this to another crewmember.
2. Prior to departure, the flight crew will verify that the aircraft maintenance logbook is onboard the
aircraft, that it contains a sufficient number of pages for the scheduled flights and the AML is match
with the aircraft MSN.
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3. Prior to departure, the flight crew will review the aircraft maintenance logbook for corrective action(s)
taken on prior flight irregularities, type of service performed, and airworthiness release, when
required. At this time, any aircraft placards mentioned on the logbook will be reviewed for information
and compliance with the Minimum Equipment List. If the airworthiness requirements of the Minimum
Equipment List are not satisfied, he will request that the condition be corrected.
4. Discrepancies will be recorded in the aircraft maintenance logbook. Reporting limited to a verbal
reporting to maintenance personnel is unacceptable.
5. One Pilot Report entry per system defect will be made. Each entry must contain sufficient details to
assist maintenance personnel in making the necessary corrective action(s). The PIC must sign each
flight crew entry.
Any entry made by maintenance personnel in the maintenance logbook must be signed by the PIC.
The Aircraft Maintenance Logbook should not be used only to report observed aircraft system malfunctions
and should be used also to inform maintenance and to launch maintenance action in case of potential
damage or potential degradation of the aircraft, such as in case of lightning strike, unusual noise, unusual
vibrations, smells, etc.
In case of suspected hard landing by the crew, the captain must make an entry into the Aircraft
Maintenance Log book.
Note:
- When the crew suspects a hard landing, they may use additional sources of information available in the aircraft
to support their subjective evaluations: The flight data recording system of some Airbus aircraft might be
configured with a possible output report for assessing whether Limit Loads have been exceeded or not, notably
at landing (e.g. Overweight, High vertical acceleration, etc.).
- However, there is still possibility that such onboard recording system is not able to determine whether Limit
Loads are exceeded or not. In any case, the declaration of a high load event is always under the primary
responsibility of the flight crew.
Such report must be encouraged for obvious safety reasons and Citilink Indonesia non-punitive policy
must be applied.
8.1.7.8.2 Maintenance Release Certificate

The maintenance release certificate is a legal document. It is made in duplicate, the original being filed
at Jakarta, the copy being kept onboard. Commencement of a flight, without a valid copy on board is
prohibited.
Daily Check shall be accomplished once during 24 (twenty four) clock hours after previous Daily Check.
Includes this check are through examination of items, walk around to examine the aircraft visually for
discrepancies, security for attachment, replenishment of fluids, system operational check and a review
of the maintenance log book.
A maintenance release certificate can only be issued and signed by the Maintenance & Engineering
Department at Jakarta.
Inspections and repairs must be out by, or under the supervision of engineer holding a Qualification
License, issued by DGCA for certain aircraft types, making him qualified in accordance with the CASR. A
fully licensed ground engineer at an outstation may also hold a Supplementary Qualification License, by
which he is authorized to perform certain activities for an additional aircraft types and/or skills.
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8.1.7.8.3 Hold Item List (HIL)

Citilink Indonesia’s HIL is approved by the DGCA who has issued the Certificate Holder with Operations
Specifications authorizing operations in accordance with an approved Minimum Equipment List.
The Flight Crew shall have access to the MEL at all times prior to and during flight.
The Hold Item List is a means of recording technical complaints for which immediate corrective action
is not reasonably possible, either due to lack of spares or lack time. This may be the case when e.g. an
aircraft is in direct transit, or when leaving an inspection with a complaint still uncorrected. An entry on
the HIL may only be, by a licensed group engineer or his immediate superior. Such us entries signify the
approval of the engineer for operation of the aircraft, with due consideration for airworthiness.
In deciding whether the hold item are acceptable, the PIC shall evaluate the flight technical and
operational aspects, giving consideration to such related factors as crew complement, route network,
operational and fuel penalties, etc. The PIC should realize that this decision also may affect possible
successive Crews further on the route, where other aspects may prevail. Hold items are stored in the
Aircraft Maintenance Log until corrective action is taken.
8.1.7.9 Cabin Maintenance Log

The Cabin Maintenance Logbook provides a means for cabin crew to report to maintenance all pertinent
information relative to cabin discrepancies. Cabin Crew In Charge (CIC) will verify all Cabin Maintenance
Logbook entries.
8.1.7.10 Guidline to Fill In The Aircraft or Cabin Maintenance Logbook

The following guidelines shall be applied on the Aircraft or Cabin Maintenance Logbook:
1. The Aircraft Maintenance Logbookshall be filled in for each flight leg.
2. The mention “NIL” shall be mentioned in the defect description space (with date and signature) in
case of no defect during the flight leg.
3. If more than one defect exist for the same flight leg, each defect shall be entered in one defect
description space Each defect shall be clearly described by the flight crew or the certifying person
and the defect description space shall be dated and signed
4. If a certifying person takes the decision to defer the rectification of a defect, the cross reference on
the Hold Item List (HIL) sheet shall be mentioned on the corrective action space (with the station,
date, name and signature information)
5. The corrective action shall be clearly mentioned with all references used (manuals, repair drawing,
SB, AD/CN, others…)
6. If the corrective action taken requires additional work or re-inspection, the corrective action space
shall be signed off. A new item shall be initiated through the deferred defect procedure to cover the
additional work or re-inspection required.
7. The corrective action(s) may be carried-out during a schedule maintenance check. Therefore, this
maintenance check reference shall be mentioned in the corrective action space.
Note: The white original sheet of the aircraft technical or cabin log sheet shall remain in the logbook until the
corrective action(s) of the same flight leg has (have) been mentioned, answered and accepted by the certifying
person. Once completed, it shall be detached and sent to MCC for records updating within 24 hours. It shall be
archived by Technical Records
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8.1.8 Documents To Be Carried
Manuals and documents shall be provided at each aircraft. They may be available in a form other than
on printed paper. An electronic storage medium is acceptable if accessibility, usability and reliability can
be assured.
8.1.8.1 List of Documents To Be Carried

8.1.8.1.1 Aircraft Documents
The following documents shall never be removed from the aircraft, except by the Engineering and
Maintenance Division at home base, or for inspection by the competent authorities at their request.
1. Certificate of Registration *)
2. Certificate of Airworthiness *)
3. Original Noise Certificate, in English language *)
4. True copy of the Air Operator Certificate, Operation Specification and copy of Authorization Condition
and Limitation *)
5. Aircraft Radio Permit *)
6. Copy of the third party liability insurance certificate *)
7. RVSM and RNP (if applicable) Approval *)
8. Aircraft Maintenance Log (AML) *)
9. Aircraft Flight Log (AFL) *)
10. Cabin Maintenance Log (CML) *)
11. Airplane Flight Manual (AFM) *)
12. Normal Checklist **)
13. Interception of Civil Aircraft Procedure (only for international flight)
Note:
*) Responsible by Maintenance & Engineering Department
**) Responsible by Operation Support & Publication (JKTOFD2QG) in coordination with Maintenance and
Engineering Department.
8.1.8.1.2 Operations Manuals

The current parts of the Operations Manual relevant to the duties of the crew are carried on each flight.
Those parts of the Operations Manual which are required for the conduct of a flight are easily accessible
to the crew on board the aeroplane. At least the following current parts of the Operations Manual must
be carried on board:
1. Operations Manual Part A – General (Operation Policy Manual)
2. Operations Manual Part B – Aeroplane Operating Matter:
a) Conduct of the flight (FCOM, CCOM/FAM, FCTM and QRH)
b) Technical release of the aircraft (MEL, CDL)
3. Operations Manual Part C
a) Airport and Route Manual, including SAR Information
b) Runway Analysis (Takeoff and landing performance analysis)
c) Airports and routes navigation charts and instructions (AIP, Jeppesen, NavTech, and other Official
Aeronautical Chart determind by Company)
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8.1.8.1.3 Crew Documents

Each flight crewmember must carry:
1. A valid flight crew licence and certificates with appropriate ratings for the purpose of the flight
2. Valid passport with appropriate visas (if applicable)
3. Certificates of vaccination (if applicable).
8.1.8.1.4 Flight Specific Documents

In addition to the documents and manuals mentioned above, the following information and forms, relevant
to the type and area of operation, are carried on each flight:
1. Operational Flight Plan containing at least the information specified in OM Part A - Chapter 8.1.7.7
(Operational Flight Plan)
The operational flight shall be made out on the forms issued for this purpose. The PIC shall sign the
flight plan before and after the flight in the appropriate spaces. During flight a navigation log must be
kept on the printed flight plan form (flight log).
In additional to nothing the actual times over checkpoints, it is required to note deviations from
planned track and altitude and the reasons thereof.
Flight Planning
Operational Flight Plans is prepared by Dispatcher. He/she may issue Operational Flight Plans
departing from other airport (this is called remote planning).
The FOO at the departure station shall, when necessary, update the Operational Flight Plan according
to the latest meteorological, payload, and aircraft information available, and be sure that PIC is in
possession of the following additional information:
a) The latest meteorological documentation issued by the Local Official Weather Source serving the
airport or other source approved by Citilink Indonesia (Navtech or Aviation Digital Data Services
- ADDS)
b) The latest NOTAMs
c) The Dispatch Release and Operational Flight Plan
d) A copy of ATC flight plan (if required)
Only the Operation Support Navigation Unit has the authority to change the route, e.g. NOTAM,
weather, etc. However, if required, the Dispatcher(s) may change the route after he / she has approval
from the Manager Operation Support Navigation Unit.
The FOO shall discuss with the PIC all aspects of the flight plan and explain the reasons behind the
selection of the route(s) cruising level(s) and alternate airport(s).
When agreement has been reached, the FOO shall submit he operational flight plan to the PIC for his
signature. The FOO shall file the ATC flight plans, including company addresses, with the appropriate
Air Traffic Service Unit, as soon as the operational flight plan is signed, unless local regulations do
not allow such practices.
No Computer Flight Plan Available

When normally a computer flight plan is delivered, and at the last moment this flight plan is not
received by station concerned (e.g. due to computer outage or communication failure), the most
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recent computer flight plan in file at that station, that was made out via the desired route, may be
copied.
This flight plan copy must be updated with the latest available data from the Meteorological Office
(winds and temperature aloft, forecasts destination, alternates, enroute alternate, etc.), estimated
ZFW, aircraft type, cruise system, flight levels, NOTAMs, etc.
In case of a manually created flight plan for such a stretch is necessary, the navigation data from the
most recent computer flight plan via the desired route, can be used.
2. Dispatch Release
The dispatch release may be in any form (normally integrated with Computerized Flight Plan) but
must contain at least the following information concerning each flight:
a) Identification number of the aircraft,
b) Trip number or flight number,
c) Departure airport, intermediate stops, destination airport and alternative airport,
d) A statement of the type of operation (.e.g. IFR,VFR),
e) Minimum fuel supply
f) Weather, NOTAMs, Load Information
The dispatch release must contain or have attached to it weather report, available weather forecast,
or a combination of those report and forecast for the destination airport intermediate stops and
alternate airport that are the latest available at the time the release is signed by the PIC and FOO
it may include any additional available weather report or forecast that the PIC or FOO considers
necessary or desirable.
For the flight time less than 1 hour the actual weather should be provided.
3. Aircraft Maintenance Log containing at least the information specified in OM Part A - Chapter 8.1.7.8
(Aircraft Maintenance Log system) including Aircraft Structure Damage.
4. Loadsheet
The loadsheet indicates the distribution of passengers and dead load, and calculations of allowable
payload, actual payload, total weights and position of center of gravity.
The loadsheet comprise the following documents, part of which forms component documents of the
journal.
- The original loadsheet from each station to remain onboard the aircraft (for cockpit crew).
- One copy of loadsheet from each station destined for the next station.
- Passenger Information List (PIL).
5. Appropriate NOTAM/AIS briefing documentation

Appropriate NOTAM/AIS briefing documentation. NOTAM are notices that containing information
concerning the establishment, condition or change in any aeronautical facility, service, procedure
or hazard, the timely knowledge of which is essential to personnel concerned with flight operation.
Citilink Indonesia is using NOTAM information that was obtained daily from the Briefing Office and
Navtech flight planning system.
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A NOTAM is divided into several parts:

a) The first line contains NOTAM identification (series, sequence number, and year of issue), the
type of operation (N for NEW, R for REPLACE, or C for CANCEL), as well as a reference to a
previously-issued NOTAM (for NOTAMR and NOTAMC only).
b) The “Q” line holds information about who the NOTAM affects along with a basic NOTAM
description. This line can be encoded / decoded from tables defined by ICAO. This allows
NOTAMs to be displayed electronically.
c) The “A” line is the ICAO code of the affected aerodrome or FIR for the NOTAM. The area
of influence of the NOTAM can be several hundreds of kilometers away from the originating
aerodrome.
d) The “B” line contains the start date and time. The date is in the format YY/MM/DD and the times
are given in Universal Co-ordinated Time; also known as GMT or Zulu time.
e) The “C” line contains the finish date and time of the NOTAM. The format is the same as “B” line.
f) Sometimes a “D” line may be present. This gives a miscellaneous diurnal time for the NOTAM if
the hours of effect are less than 24 hours a day, e.g., parachute dropping exercises tend to occur
for short periods of a few hours during the day, but may be repeated over many days.
g) The “E” line is the full NOTAM description. It is in English but heavily abbreviated. These
abbreviations can be encoded / decoded by tables defined by ICAO.
h) When present, “F” and “G” lines detail the height restrictions of the NOTAM. Typically SFC means
surface height or ground level and UNL is unlimited height. Other heights are given in feet or flight
level or a combination of the two.
6. Appropriate meteorological information (refer to OM Part A - Chapter 8.1.4)

7. Last Weighing and Balance Report
8. Compass Swing Report
9. Notification to Captain (NOTOC) of special loads including Security Item including written information
to the PIC (Refer to SHM - Chapter 8)
10. Notification of special categories of passengers such as handicapped persons, inadmissible
passengers, deportees and person in custody, security personnel.
11. Any other documentation which may be required by the States concerned with this flight, such as
cargo manifest, passenger manifest etc; and
Passenger Manifest
All passengers, embarking at a station are mentioned on a passenger manifest, showing surname
and initials, for use by the station where the passenger disembark. Beside these official data, more
particulars are required for the correct and quick handling of our aircraft there fore the passenger-
booking list.
Cargo Manifest
All cargo is mentioned on a cargo manifest. The composition of this manifest has been standardized
in IATA/ICAO.
12. Forms to comply with the reporting requirements of the Authority and Citilink Indonesia.
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The Authority may permit the information detailed above, or parts thereof, to be presented in a form other
than on printed paper. An acceptable standard of accessibility, usability and reliability must be assured.
8.1.8.2 Aircraft Flight Log

The PIC is responsible for all entries made in Aircraft Fight Log. Aircraft Flight Log should be filled by PM.
On enroute stations, after the refueling data has been entered, the completed sheets shall be filed as
indicated on the aircraft flight log sheets.
The completion of the Aircraft Flight Log is a general self-explanatory. However, when the aircraft has
to return to the airport of departure, this airport should be stated as the station of arrival, instead of the
originally intended destination. The Time Log Entries is refer to printed MCDU (ATSU/ACARS) data (if
available) and consider as a part of flight document.
8.1.8.3 Information Retained On The Ground

The information includes:
1. A copy of the operational flight plan including Dispatch Release;
2. Copies of the relevant part(s) of the Aircraft Flight Log (yellow page);
3. Route-specific NOTAM documentation if specifically edited by Citilink Indonesia;
4. Load and Trim Sheet;
5. Passenger Manifest including Actual Passenger Onboard;
6. Takeoff and Landing Data Card; and
7. Special loads notification.
8.1.8.4 E-Manual System - If Applicable

The E-Manual System provides certain Aircraft and Operation Manuals in an approved electronic storage
device or in a tablet for station and aircraft.
Manual Format for Station and Aircraft

Station Aircraft
Manual
Hardcopy e-Manual Hardcopy EFB
OM Part A - General X X
OM Part B:
1. FCOM and CCOM/FAM X X
2. FCTM X X
3. QRH X X X
4. MEL X X
5. CDL X X
OM Part C:
1. Airport & Route Manual X X
2. Runway Analysis X X X
3. Approach Chart X X
4. Enroute Chart X X
5. Airport Chart X X
6. Airport and Pictorial Information (API) X X
OM Part D - Training Manual X X
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8.1.8.4.1 Station e-Manual

Citilink Indonesia provides Aircraft and Operation Manuals for each station in an electronic storage. A
personal computer is dedicated for this purpose.
8.1.8.4.2 Electronic Flight Bag (EFB)

Citilink Indonesia provides Aircraft and Operation Manuals for each aircraft in at least 1 (one) approved
tablet device.
Citilink Indonesia approved for EFB:
1. Class 1, which:
a) Are generally commercial-off-the-shelf (COTS)-based computer systems used for aircraft
operations;
b) Are portable;
c) Are connected to aircraft power through a certified power source;
d) Are not attached to an aircraft mounting device;
e) Are considered as a controlled PED;
f) Are normally without aircraft data connectivity except under specific conditions; and
g) Do not require manufacturer approval.
2. Type A Software which includes pre-composed, fixed presentations of data currently presented in
paper format.
Refer to Citilink Indonesia EFB Manual - Appendix A.
8.1.8.4.2.1 EFB Storage

EFB are stored in an EFB locker in Citilink Indonesia Flight Operations or Station Manager office and
given to flight crew prior to FOO and crew briefing.
To ensure the availability of the EFB, there must be at least 10 spare EFBs stored at Operation Support
Publication office.
8.1.8.4.2.2 EFB Standard Operation Procedures

First Flight of The Day
1. EFB are handover to Flight Crew by FOO prior to crew briefing
2. Flight crew checks the updating and condition of The EFB, as follows:
a) Tablets condition (acceptable battery level, airplane mode set to ON, charging port and
touchscreen) are working and set properly.
b) Update and complete document as per aircraft type and registration
3. Flight crew fill the Handover EFB Form
Change Crew
1. After Flight Crew finished their duty at the aircraft, they will handover the EFB to the next active Flight
Crew or FOO.
2. The next active flight crew or FOO checks the updating and condition of The EFB, as follow:
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3. The next active flight crew or FOO fill the Handover EFB Form.
4. Never leave EFB unattended.
Flight Crew Finish Duty

1. When Flight Crew finishes their duty, they will carry EFB to Flight Operation and handover to FOO.
2. FOO checks the updating and condition of The EFB, as follow:
3. FOO shall fill and keep the Handover EFB Form.
CAUTION
1. Operating System (OS)
- No person allowed to update the EFB Operating System (OS)
2. Application
- No person allowed to delete, download and update the EFB Application
- The use of audio and/or video for non related with the operational is prohibited
3. Content
- No person allowed to delete, insert and edit the content of EFB
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EFB Abnormal Prcedure Flowchart
EFB Abnormal Procedure Chart
INOP
TABLET OR APPLICATION
OUTBASE BASE
(NON- CGK STATION) (CGK)
EFB ADMIN
INSERT TO HIL PREPARE FOR TABLET INSERT TO HIL
REPLACEMENT
WHEN A/C CREW

ARRIVED AT CGK
handover
DELIVER
REPLACEMEN TABLET EFB ADMIN
TO A/C
handover
IT
UNIT no
REPLACEMENT FIX
yes
handover
EFB ADMIN
ENGINEER FOO
TO CLOSE HIL
CREW
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8.1.8.4.3 E-manual Update

E-Manual Update is responsible by Citilink Indonesia - Operation Support and Publication.
For detail refer to EFB Manual Chapter 4.
8.1.8.5 Responsibility and Stowage of Flight Documents

1. Aircraft Documents
The Engineering and Maintenance Division at Home Base, or competent authorities are responsible
that the documents in printed format (hardcopy) are stowed in the appropriate place in the cockpit
before departure from home base.
2. Operation Manual
The Operation Support Publication is responsible that the Operation Manuals is printed in format
(hardcopy) are stowed in the appropriate and secure place in the cockpit before departure from
homebase.
The PIC shall ensures the completion and updated Operation Manuals are available and stowed in
the appropriate and secured place in the cockpit before departure.
3. Flight Specific Documents
After the documents (load sheet and trim sheet) have been signed by PIC, the ground staff or FOO
shall take out the copy of Loadsheet and Trimsheet and hand over the original to the PIC and stow
the documents in the aircraft. After arrival the Flight Crew shall handover the load sheet and trim
sheet to the FOO.
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8.2 Flight Dispatch Process
To ensure proper operational control of each flight and enough dispatch centers to conduct a safe and
efficient flight operations, Citilink Indonesia shall:
1. Assign FOO in station where cockpit crew starting their first flight of the day.
2. Assign Station Manager and / or Safety and Quality Officer (SQC) with current FOO license in all
domestic destination airports
3. Assign FOO on board or on duty in foreign country for international flights.
A flight (including extended overwater flight operation) may continue to an airport to which it has been
dispatched or released if:
1. The weather conditions at the destination airport that was specified in the dispatch release are
forecasted to be at or above the destination minimums specified in the operations specifications for
that airport at the time the aircraft would arrive at the destination airport; or
2. The weather conditions at an alternate airport that was specified in the dispatch release are forecasted
to be at or above the alternate minimums specified in the operations specifications for that airport at
the time the aircraft would arrive at the alternate airport.
3. In the opinion of the PIC or FOO, icing conditions are not expected or not met, that might adversely
affect the safety of the flight.
8.2.1 Dispatch Procedure

Citilink Indonesia is using dispatch release that was integrated into the Computerized Flight Plan.
Currently Citilink Indonesia is using Navtech for its Computerized Flight Plan. The information in the
dispatch release will be filled automatically when the Flight Operation Officer (Flight Dispatch) creates a
flight plan.
Below is the description of the dispatch release:
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1. General information:
a) First line : dispatch release number
b) Second line : computation time and the end of validity time of the dispatch release (in UTC)
c) Third line : flight number, origin station and destination station (in 4 letters code)
d) Fourth line : aircraft registration, engine type, and selected cruising speed mode
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e) Fifth line : date of flight, scheduled ETD (in UTC), meteorological prognosis used for flight
plan calculation, flight rules used, and weight unit. Meteorological prognosis
181815Z in this example means the prognosis is based on data on the 18th
of this month (issued date) at 1800Z (issued time) and valid for 15 hours after
issued time – in this example until 0900Z on the next day. The validity window is
6 hours. This means that flights with an ETD between 0600Z and 1200Z will use
this prognosis (3 hours prior to 0900Z until 3 hours after 0900Z).
2. Flight number / date of flight, departure / destination station (in 4 letters code), aircraft type, selected
company route, and average wind component / standard temperature (P = plus, M = minus).
3. Planned company route for the flight (including SID, airways, and STAR).
4. Aircraft MEL and CDL status.
5. Origin, destination, takeoff alternate and alternate (ensure Category C Airport is not planned as
an Alternate) station information of the flight such as three letters / four letters code, airport name,
location coordinate and scheduled ETD / ETA at each station.
6. Estimated payload (pax, cargo, and baggage) information of the flight (in kilograms or pounds).
7. Estimated and maximum weight of zero fuel, takeoff and landing of the flight (in kilograms or pounds).
8. Extra fuel requested by the PIC (in kilograms or pounds), the reason for the extra fuel, and total fuel
on board after adding the extra fuel to be filled by the dispacher or flight crew.
9. Composition and name of the flight crew.
10. Release authorization statement which must be signed by the Dispatcher and PIC to confirm their
receipt and acceptance of the Operational Flight Plan.
8.2.1.1 Dispatch Preparation

1. Check Flight Operation Officer license validity.
2. Receive handover briefing from previous duty Flight Operation Officer.
3. Check and follow up Log Book information.
4. Check if there is any new company notice.
5. Ensure the readiness & availability of tools and equipments, such as:
a) Up to date / current operational manuals
b) Telephone and fax
c) Computer, scanner, printer & network line
6. Crosscheck and collect the latest flight schedule issued by FMC from OCC.
7. Crosscheck and collect daily flight information such as:
a) Time schedule
b) Flight number
c) Aircraft registration and rotation
d) Crew availability
e) Parking stand
f) Ground support equipment status
g) Validity of Repetitive Flight Plan (RPL), Flight Approval (FA) and ATC Flight Plan
h) Any irregularity such as VVIP movement, aerodrome closed, volcanic ash, etc
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8. Crosscheck and collect payload data (passanger, baggage and cargo) from Departure Control
System (accessed from Navitaire). If the system down, contact Station Manager or delegated person
to get estimated payload data for all flight at least 3 hour prior the first ETD.
9. Prepare and analyze supporting document such as:
a) Departure, destination, alternate, and enroute weather report.
b) NOTAM for departure, enroute, destination and alternate station.
c) Aircraft maintenance status (MEL/HIL and CDL).
10. Crosscheck and prepare company forms on board such as:

a) ATC Flight Plan form
b) Load sheet & Trim sheet form
c) Preliminary Certificate of Death form
d) Operational Hazard Report form
e) Air Safety Report form
f) Disruptive Passenger Report form
g) Takeoff and Landing Data Card
h) Aircraft Flight Log form
i) Emergency Contact List
11. Produce two copies of Dispatch Release and Operational Flight Plan at least two hours prior ETD.
One Time / Multi Sector Dispatch Release and Operational Flight Plan can be commenced with
support from Flight Operation Officer (via Flight Following / Watch) that will provide current weather
forecast and other information every hour and have direct communication with the PIC along the
route.
12. Prepare (the condition of the tablets, completion and validity of the manual in The EFB) for the Crew.
No Flight Operations Officer may release a flight unless:

1. He is thoroughly familiar with reported and forecast weather conditions on the route to be flown.
2. The communication and navigation facilities on the route to be flown are in satisfactory operating
condition.
8.2.1.2 Dispatching
1. FOO handover 2 (two) EFBs to Flight Crew prior to crew briefing with the condition and updating
properly checked (if applicable).
2. Conduct proper in person briefings to cockpit crew, such as:
a) Airport conditions and irregularities of navigation facilities.
b) Weather reports and forecasts of weather phenomena, including adverse weather phenomena
(Clear Air Turbulence, thunderstorms, low altitude wind shear, etc.) for each route to be flown and
each airport to be used.
All significant information, which may affect the operation of the flight, will be discussed.
3. Signed both copies of the Dispatch Release and Operational Flight Plan to signifying the release of
the flight, then submit all the flight document that has been prepared to the flight crew and brief The
PIC.
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4. If the PIC agree and signed both copies of the Dispatch Release and Operational Flight Plan, give
one copy to the PIC and file the other copy.
5. If the PIC disagree, it must be resolved and documented before the flight proceeds.
6. Provide the PIC with all document, information and data necessary for the safe conduct of the flight
including adverse meteorological condition, and irregularities of facilities and services that may affect
the safety and operation of the flight.
8.2.1.3 After Dispatch

1. Collect copies of flight document such as, Dispatch Release, Operational Flight Plan, Load Sheet.
2. Give final fuel information to appropriate ground handling unit.
3. Send flight departure message and coordinate with the unit concerned (OCC, destination airport,
ground handling, engineering etc.).
4. Inform Flight Following / Watch for any new information related to the safety and operation of the
flight so they can relay it to the PIC.
8.2.1.4 Re-Dispatch
Re-dispatch will be applied in the condition below:
1. Aircraft has been on the ground more than 6 hours at departure station
2. Aircraft has been on the ground at an intermediate airport more than 1 hour for domestic flight or
more than 6 hours for international flight.
3. Change of destination or alternate airport
4. Change of route / airways selection
5. Change aircraft
6. Change crew
7. Technical defect with performance penalty.
Re-dispatch procedures:
1. The decision to re-dispatch is the responsibility of the Flight Operation Officer who specifically
authorizes that flight.
2. The Operational Flight Plan of the re-dispatch flight must be recomputed.
3. Provide the PIC with updated weather information, NOTAM and other necessary document.
8.2.1.5 EFB Handover Procedures - If Applicable

First Flight of The Day FOO give The EFB to Flight Crew prior to crew briefing
After Flight Crew finished their duty at the aircraft, they will handover the EFB to
Change Crew the next active Flight Crew or FOO and each personnel fill The Handover Form.
Never leave EFB unattended.
1. When Flight Crew finishes their duty, they will carry EFB to Flight Operation
Flight Crew Finish Duty and handover to FOO.
2. FOO shall fill the Handover EFB Form.
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8.2.1.6 Extended Overwater Operation

The FOO must ensure for routes on which the aircraft may be over water and at more than a distance
corresponding to 120 minutes / 2 hours at cruising speed or 740 km (400 NM), whichever is the lesser,
the aircraft is equipped with:
1. Life-saving rafts in sufficient numbers to carry all persons on board, stowed so as to facilitate their
ready use in emergency, provided with such life-saving equipment including means of sustaining life
as is appropriate to the flight to be undertaken;
2. Equipment for making the pyrotechnical distress
For complete detail of emergency equipment onboard the aircraft see Airbus CCOM and Boeing FAM.
8.2.2 Flight Following / Watch

Citilink Flight Following / Watch is located in GMF Management Building and is part of responsibility
of Flight Operation Officer. Citilink Indonesia is using Aircraft Communication And Reporting System
(ACARS), with VHF/HF radio communication as a backup, for the proper monitoring of each flight and
to ensure:
1. The progress of each flight with respect to its departure at the point of origin and arrival at its
destination, including intermediate stops and diversions there form, and maintenance or mechanical
delays encountered at those points or stops are monitored.
2. The PIC is immediately provided with all information regarding adverse weather phenomena (such
as clear air turbulence, thunderstorms, tropical cyclone, volcanic ash, and low altitude wind shear),
and irregularities of facilities and services that may affect the safety and operation of the flight.
3. Effective communication with the PIC.
8.2.2.1 ACARS Message Types

ACARS messages can be categorized into:
1. OOOI (Out-Off-On-In) Messages
These are automatic movement reports used to track aircraft movements, flight progress and delays,
sent automatically, triggered by sensors on the aircraft (such as doors, brakes, gears, etc).
a) An “Out report” is sent when the aircraft leaves its parking position (at the gate or remote). At
this time, the system logs the OUT time and automatically downlinks an Out Report message.
Parking brake released and/or all doors closed can be triggering conditions.
b) An “Off report” is sent when the takeoff is detected, for instance, thanks to air/ground sensors on
landing gears. Initial ETA parameter can be part of the message content.
c) An “On report” is sent at aircraft touch down (the air / ground sensor shows “ground”).
d) An “In report” is sent when the aircraft arrives at its parking position (at the gate or remote).
Parking brake set and/or an open door can be a trigger.
Other messages (such as “Return to Gate” or “Touch and Go”) can be sent automatically. For
instance, if an “In event” is detected after an “Out event”, a ”Return To Gate” message will be sent
automatically.
2. FMS Interface
ACARS interfaces with FMS, acting as the communication system for flight plans and weather
information to be sent from the ground to the FMS. This enables Flight Following / Watch unit to
update the FMS while in flight, and allows the flight crew to evaluate new weather conditions or
alternative flight plans.
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3. Ping Messages
Automated ping messages are used to test an aircraft’s connection with the communication station.
In the event that the aircraft ACARS unit has been silent for longer than a preset time interval, Flight
Following / Watch unit can ping the aircraft (directly or via satellite). A ping response indicates a
healthy ACARS communication.
4. Manually Sent Messages / Uplink
ACARS interfaces with interactive display units in the cockpit, which flight crews can use to send and
receive technical messages and reports to or from Flight Following / Watch unit, such as a request
for weather information or clearances or the status of connecting flights. The response from Flight
Following / Watch unit is received on the aircraft via ACARS as well.
8.2.2.2 Requirement
As a backup if the ACARS in the aircraft unserviceable or in the area not covered by SITA, Citilink
Indonesia is using Ground Handling Agent (Gapura) VHF radio at all station and HF radio (12.545 MHz)
located in GMF Management Building (callsign FLIFO).
8.2.2.3 Flight Following / Watch Process

The Flight Following / Watch process are divided into 3 phase:
1. Preflight Phase
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2. Inflight Phase
In normal condition if the PIC not reporting his/her position for an hour the Flight Following / Watch unit
must take action:
1. Ping message by ACARS
2. If after 10 minutes no respone from ping message, try radio contact by VHF/HF
3. If after 10 minutes no respone by radio contact, inform OCC of the situation
In case of emergency / mayday report, hijack / 7500 report, lost contact, or any accident or incident, the
Flight Following / Watch unit must immediately inform OCC of the current situation.
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3. Post Flight Phase
The Flight Operation Officer on duty as Flight Following / Watch is responsible to following and
monitoring all flight. For each flight he/she must record:
a) Aircraft registration
b) Flight number
c) Route
d) PIC
e) Block off time
f) Airborne time
g) Touchdown time
h) Block on time
i) Delay time
j) Passenger on board
k) Operational report such as:
- Significant deviation from the Operational Flight Plan
- Inadequacy of any facilities observed during the course of flight operation. This must be
reported immediately to the responsible Authority and to further ensure that information
relevant to any such inadequacy is immediately disseminated to applicable operating areas.
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8.2.2.4 Crew Monitoring Process

The Crew Tracking in OCC is responsible to monitoring all active crew movement and if there any
irregularity affecting flight schedule, forward the information to FMC.
8.2.2.5 Communications System

8.2.2.5.1 Air – Ground Communication
To ensure reliable and rapid communications, under any conditions over the entire route between the
aircraft and ground station, Citilink Indonesia have a two-way air / ground radio communication system:
1. HF Company Channel (12.545 MHz)
Used as a long-range communication system when the aircraft is outside VHF Company Channel
coverage. The HF radio is located at the Flight Following / Watch unit, Flops CGK, and Flops SUB.
2. VHF Company Channel
Used as a short-range communication system.
a) 131.10 MHz for CGK, HLP and SUB
b) 131.95 MHz for other domestic stations.
c) Other VHF Company Channel Frequencies (frequency of Ground Handling Agent company
channel under agreement to handle Citilink Indonesia charter and international flight).
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Aircraft radio equipment shall comprise of not less than:
1. Two independent radio communication systems necessary under normal operating conditions to
communicate with an appropriate ground station from any point on the route including diversions and
at least one of the communication systems must have two-way voice communication capability.
2. SSR transponder equipment as required for the route being flown.
3. Shall provide for communications on the aeronautical emergency frequency 121.5 MHz.
4. Each radio system must have an independent antenna installation except that, where rigidly supported
nonwire antennas or other antenna installations of equivalent reliability are used, only one antenna is
required.
5. ATC transponder equipment installed within the time periods indicated below must meet the
performance and environmental requirements (Mode S or equivalent).
8.2.2.5.2 Use of Company Channel

The main purpose of the company channel is to provide operational communication between aircraft and
ground station. Non-operational communication shall be avoided when using this channel.
Normally the aircraft initiate all communication on this channel. But if the ground station has an important
message that must be delivered immediately, the ground station may try to contact the aircraft in these
channels. In this case, it is advisable for the aircraft to monitor the company channel as far as practicable
where the safety of the flight is not interfered. However a company ground station shall not try to contact
an aircraft known in the takeoff or approach phase of the flight.
The communication between air to ground must be recorded in a logbook, and include date, time, and
flight number if it’s containing:
1. Aircraft position (pushback, enroute and landing)
2. Aircraft diverting
3. Aircraft reporting technical trouble
4. Aircraft reporting or requesting weather condition
5. Aircraft reporting emergency situation.
8.2.2.5.3 Ground – Communication

To ensure the Flight Operation Officer will be able to receive current accident and incident notification
procedures in case of an emergency situation, each dispatch office must have:
1. Official email
2. Telephone, facsimile, chatting, and/or BlackBerry Messenger
3. Geneva system
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8.2.2.6 Flight Following Action Chart
NO CONTACT WITH
AIRCRAFT > 20 MINUTES
FLIGHT FOLLOWING
CONTINUE CONTACTING
YES
IN CONTACT
NO
NO CONTACT WITH OCC DECLARE

AIRCRAFT > 30 MINUTES “UNCERTAIN PHASE”
FLIGHT FOLLOWING
CONTINUE CONTACTING
YES
NORMAL OCC STAND DOWN
OPERATION FROM “UNCERTAIN IN CONTACT
PHASE”
NO
” COMMENCE
NO CONTACT WITH OCC DECLARE ERP
AIRCRAFT > 45 MINUTES “ALERT PHASE” PROCEDURES
FLIGHT FOLLOWING
CONTINUE CONTACTING
YES
OCC STAND DOWN IN CONTACT
FROM “ALERT PHASE”
NO
NO CONTACT WITH
AIRCRAFT > 60 MINUTES
OR
THE FLIGHT HAVE
REACHED ITS
ENDURANCE TIME
” “PAN-PAN-PAN” CALL RECEIVED

FLIGHT FOLLOWING
OCC DECLARE
REQUEST AIRCRAFT
POSITION “DISTRESS PHASE”
” “MAYDAY” CALL RECEIVED
Uncertain Phase Alert Phase Distress Phase

Origin and destination FLOPS Established communication with Initiate full SAR
Indonesia and local SAR
Origin and destination Tower Established communication with Initiate Go team
Citilink Indonesia Head Office
Continue contacting aircraft Inform to relevant authority Medical team to Standby
Obtain any assistance required
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8.3 Ground Handling
8.3.1 Fueling Procedure
8.3.1.1 Fueling - Safety Precautions
The fuel used in Citilink Indonesia is normally JET A1. All safety precautions must be taken to eliminate
the possibility of fire during refueling and defueling procedures.
The main cause of fire during refuelling or defueling are due to sparks from the static electricity and the
hot points (engines, APU, ground installations, smoking). Although the fuel generally does not catch fire
easily, but the risk of fire is increased when the fuel is sprayed (link, disconnecting pipe, overflow, and
leak).
Persons not concerned with the handling of the aircraft are not permitted in the fuelling zone, which
normally extends at least three meters from the perimeter, as defined by the aircraft’s wing, engines and
the fuel truck. Under certain conditions, an exception can be made for escorted passengers.
The following precautions apply during any fuelling operations:
1. Refueling / defueling during lightning risk are not permitted.
2. No fueling operation (either re-fueling or de-fueling) may be commenced, until qualified person in
charge gives clearance.
3. Fuel truck shall be parked that drive away in forward direction is possible all the time and no other
equipment shall block the driveway.
4. Engine ignition system must be “OFF”.
5. The weather radar must be switched OFF.
6. Radio is not transmitting on HF.
7. Electrical circuits in the tanks area must not connected or disconnected
8. Ground Power Unit and APU may be functioning and fueling operations are normally not affected by
the APU operation. However, the following two cases apply:
a) If the APU is running and there is a fuel spill, then the APU must be shut down immediately.
b) In case the APU has a history of technical trouble, or has failed, a starting attempt must not take
place with refuelling operations.
9. No open flame, or smoking is permitted around the aircraft
10. For all known existing and projected jet engines, the minimum safety distances to be enforced,
measured from behind the jet outlet, are as follows:
a) To avoid discomfort to personnel: 37 m.
b) To avoid risk to fuelling operations: 43 m.
11. If during the course of fuelling operations, a turbojet aircraft manoeuvres into a position in which the
jet blast is liable to come within 61 M from the operating fueling equipment, fueling should be stopped
at once, the caps of the aircraft fuel tanks closed down, and if necessary the fueling outfit removed
to a safe distance. These precautions do not apply to turboprop or piston-engine aircraft.
12. Refueling with one engine running and overwing refueling shall be done under the direct supervision,
and the responsibility of maintenance personnel.
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8.3.1.2 PIC Duties Concerning Refueling

The PIC must ensure that
1. The ordered fuel quantity is sufficient to meet:
a) The calculated fuel requirements for the flight
b) Expected additional flight time due to specific weather conditions or high traffic or any other
reasons that are not considered in the standard contingency fuel.
2. Particular care is taken in advising the refueling agency of the type, grade and fuel quantity required,
with special reference to the units of measurement quoted (litres, US. gallons, pounds etc.)
3. The details of the fuel uplift have been correctly entered in the Aircraft Flight Log (refuel sheet) and
a gross error check is carried out.
8.3.1.3 Refueling When Passenger Are Embarking, Onboard or Disembarking

General
Refuelling should be normally completed before the boarding process, but it is realized that in case
of delays, or a large uplift or other case, the passengers could be disembarking or boarding during
refuelling. These procedures are put in place to allow the safe movement of passengers and their safety
on board, when the airplane is being refuelled.
With passengers boarding, on board or disembarking, refuelling is not permitted with wide cut gasoline
type fuel (JET B, JP4 or equivalent) or when a mixture with these types of fuel might occur. However,
refuelling with Kerosene (JET A, JET A1 JP8, TS1, RT, TH or equivalent as stated in AFM), when
passengers are embarking, on board, or disembarking.
As the refuelling shall take place frequently on the Citilink Indonesia sectors, it must be presumed by the
cabin crew that the refuelling shall take place during all transit halts, and take the suitable precautions
thereof.
The basic rule when passengers are involved is that precautions must be taken to ensure that they can
be evacuated in the unlikely event that fire does occur. These precautions involve ramp agent, engineer
(qualified ground crew member), cabin crew and pilot(s).
An airplane shall not be refueled when passengers are embarking, on board or disembarking unless it is
properly attended by qualified personnel ready to initiate and direct an evacuation of the airplane by the
most practical and expeditious means available.
If presence of fuel vapour is detected inside the aircraft or any other hazard arises, refuelling must be
stopped immediately.
Precautions
The ramp agent must ensure that:
1. The fire service is informed.
2. Passenger boarding / disembarkation is carried out in a controlled manner.
3. When aircraft refueling operations take place while passengers are embarking, on board or
disembarking, ground equipment shall be positioned so as to allow:
a) The use of a sufficient number of exits for expeditious evacuation; and
b) A ready escape route from each of the exits to be used in an emergency.
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The Pilot(s) must:
1. Two-way communication shall be maintained by the airplane’s inter-communication system or other
suitable means between the ground crew supervising the refueling and the flight crew.
2. Be aware of fire warning from the ground crew.
3. Be prepared to initiate passenger evacuation if necessary.
4. During refuelling process, switch the Fasten Seat Belts signs – OFF and inform via PA that refuelling
is in progress (“CABIN CREW, REFUELLING IN PROGRESS”).
5. Select the No Smoking signs – ON.
6. Indicate that refueling has been completed by switch the Fasten Seat Belt signs to ON and inform via
PA that refuelling has been completed (“CABIN CREW, REFUELING COMPLETED”).
The Ground Crew must:

2. Inform the pilot(s) of the beginning and ending of refueling.
3. Alert pilot(s) if fire or fuel spill occurs.
4. Stop refueling upon pilot request or whenever needed.
Cabin Crew shall:

1. Establish two-way communication with the pilots.
2. Select the cabin lighting to maximum brightness.
3. Make a passenger announcement that refueling is taking / will take place.
4. Warn passengers not to smoke (no smoking sign must be ON).
5. Instruct passengers to unfasten their seat belts (Fasten Seat Belt sign must be OFF).
6. Instruct passengers not to use electronic equipment, especially mobile phones during fueling
operation.
7. Warn passengers not to use lavatory.
8. Ensure that EXIT sign is ON.
9. Ensure that ground servicing such as catering or cleaning don’t risk creating hazard or hindering an
emergency evacuation.
10. The minimum required number of cabin crew should be onboard and be prepared for an immediate
11. Any cabin crew assigned to any exit during fueling shall remain sufficiently close to that exit to enable
passenger evacuation without delay.
12. Assigned cabin crew(s) should be stationed at each pair of aircraft doors.
13. Inform the flight crew in the event of fuel vapour being present in the cabin, so that termination of
refueling can be initiated.
14. Inform the flight crew if any non-compliance situation with safety regulations or procedures is noticed.
15. Provision for the safe evacuation of passengers in the event of an emergency shall be made via at
least two of the main passenger doors, (or the main passenger door plus one emergency exit), and
preferably at opposing ends of the aircraft. These doors shall be constantly manned by a cabin crew
throughout the refueling operation.
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8.3.1.4 Precautions With Mixed Fuels

Fuels shall normally, not be mixed. This is to eliminate the possible errors in computing its specific
gravity, combustibility, ignition point, freezing point, etc.
The mixing of fuels may be permitted in exceptional operational circumstances, with the authority of the
VP Maintenance and Engineering, who shall take all precautions while sanctioning the mixing. Since the
precautions to be taken when mixing fuels are numerous, the mixing of fuels shall not be done under the
sole supervision of the pilot(s), and shall be solely an Engineering function.
A major consideration when mixing fuels at normal temperatures is the fuel air mixture that develops in
the space above the fuel inside the tank. JP4 and JET B develop an ignitable fuel air mixture at frequently
encountered ambient temperatures. When JP4 or JET B and JET A1 are being mixed, the fuel vapor
mixture with air is in the explosive or ignitable envelope throughout the range of ground temperatures
common at the majority of airports during all or part of the year.
When wide-cut fuel (designated JET B, JP-4 or AVTAG) has been used, this should be recorded in the
technical log book. The next two uplifts of fuel should be treated as though they both involved the use of
wide-cut fuel.
Over-wing refueling is not permitted when wide-cut fuels are involved.
8.3.1.4.1 Fuel Freezing Point of Fuel Mixture

The freezing point of a fuel mixture varies in function of non-straight laws. Therefore, the only reliable way
to obtain an accurate freeze point of a mixture of fuels is to make an actual freeze point measurement.
When this is not possible, consider the freezing point of the mixture to be the same as the highest
freezing point when the fuel type in lowest quantity reaches 10% of the mixture.
Determination of the fuel freezing point of fuel mixtures may be particularly a concern when operating
transatlantic or transpacific routes and when very low OAT are expected as the aircraft will have to
continuously cope with the mixture of JET A generally delivered in USA and JET A1 elsewhere.
On a practical point of view, in order to determine the fuel freezing point, apply the following:
1. When the mixture contains less than 10% JET A, the fuel is considered as JET A1
2. When the mixture contains more than 10% JET A, the fuel is considered as JET A
Mixing all the residual JET A with all the refuel JET A1 to achieve maximum dilution is not considered
practical.
To practically achieve the best dilution, all the JET A should be placed in the inner wing tanks as these
have the largest volume (by transfer of outer tanks JET A fuel into the inner tanks either during the
previous flight or on ground before refueling).
Depending on the aircraft model, inner tanks will receive fuel from the center tank early in the flight,
further diluting the JET A.
Placing all the JET A into the inner wing tanks potentially enables a maximum dilution but does not
guarantee that the mixture will be homogenous. In reality, due to the compartmental structure of the
inner wing tank and the fact that the residual JET A fuel will start at the inboard end of the tank, the
concentration of JET A will be greater near the tank’s inboard end.
The poor dilution of the JET A in the inner wing tank and its concentration near the inboard end of the
tank has a potentially positive consequence. This is because the fuel near the inboard end of the inner
wing tank tends to be consumed first by the engines.
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Thus, the concentration of the remaining JET A fuel on board, later in flight, when low fuel temperatures
might be encountered in the case of low OATs, will be less than at takeoff. This gives a higher confidence
margin that low concentrations of JET A in JET A1 will have a freeze point similar to JET A1 and can thus
be treated as JET A1 with respect to the cold fuel alert.
8.3.1.5 Fueling With One Engine Running (only applicable as pre-planned procedures)
This is abnormal procedure which can be used when APU and/or GPU has failed during the en-route of
the flight.
General Safety Precautions:

No staff which is not directly involved with fuelling & handling is allowed to be within 3 m of the fueling
zone.
The station manager shall deploy staff to safeguards this area, and ensure that:
1. Station is informed in advance.
2. Approval is obtained from airport authorities.
3. The airport’s Fire Department shall standby at the aircraft during the entire refuelling procedure.
4. Approval is obtained from VP Flight Operations, VP Maintenance and Engineering and Chief Pilot.
5. All ground staff has been briefed before the aircraft arrives on the parking position.
6. Two-way communication has to establish between ground staff and cockpit at all times.
Detail procedures are:

1. Refuel with one engine running only at airports where no external ground pneumatic power is
available and only when APU is unserviceable.
2. Only the RH fuel couplings can be used.
3. Overwing gravity filling is not permitted.
4. Disembark all passengers.
5. Obtain airport authorization. The Airport Fire Department should standby at the aircraft during the
entire refueling procedure.
6. Point the aircraft into the wind at a location where the slope is negligible.
Set the parking brake, check its pressure and chocks are in placed. Run engine No. 1 at ground idle
with its generator connected.
7. Do not start engine No. 2, do not shut down engine No. 1 or do not attempt to start the APU before
all fueling operations have been completed.
8. Position the fuel truck under the extremity of the right wing. Its pressure should not exceed 30 PSI.
9. Follow manual refueling procedure.
Operation monitoring during the entire refueling procedure :

1. Monitor the fuel truck shut off valve.
2. Be sure that the fueling company is keeping permanent control of the emergency fuel shut off device.
3. Have a flight crew member in the cockpit monitoring all systems and the running engine.
4 Have a qualified ground crew member at the fueling station to operate the refuel valve switches.
Refer to Airbus FCOM PER-LOD-FUL.
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Ground Staff:
1. Establish communication between qualified ground staff and PIC.
2. Secure the area of the running engine and give clear signal to the PIC to start procedure.
3. Assure no more staff is used than absolutely necessary.
4. Make sure disembarking passenger are guide from and to the aircraft by qualified staff.
5. No Cleaning or catering allowed during this procedure.
6. No waste and water service allowed.
7. Assure clear area behind the aircraft for cross-bleed start.
8. Start second engine only after push-back completed.
Aircraft:
In general some procedure as refueling with passenger on board
1. Embarking and disembarking process are not allowed in refuelling process with one engine running.
2. Establish two-way communication between staff and PIC.
3. All slides should be disarmed at the beginning of the procedure (disembarking and embarking
passengers).
4. When procedure completed, revert to normal before pushback procedures.
5. During the complete procedure the cockpit crew will observe visually the ground operations as much
as the SOP’s allow and will switch of any running engine. Whenever danger to human being exists
or anticipated.
Cabin Crew responsibilities:

1. Make sure no cleaning or catering allowed during this procedure.
2. Make sure no waste and water service allowed.
3. Brief all passengers before they disembark following the instruction of ground-staff strictly, due to 1
eng running.
4. All slides should be disarmed at the beginning of the procedure (disembarking and embarking
passengers).
OM A 8.3.1.5 refer to Airbus FCOM PRO-NOR-SUP-FUEL
8.3.1.6 Fueling Inside Hangar

When fueling operations inside a hangar are unavoidable, the following is applicable:
1. Local regulations must permit such operations.
2. Only fueling with kerosene is allowed.
3. Radar installations of aircraft in and around the hangar must be OFF.
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8.3.2 Aircraft, Passenger and Cargo Handling Procedure Related To Safety
Safety shall govern the servicing of the aircraft on the ramp, the embarkation and disembarkation of the
passengers and the loading and unloading of baggage, cargo and mail.
8.3.2.1 Minimum Number of Cabin Crew Onboard (On Ground)

Whenever any passengers are on board an aircraft, the minimum number of cabin crew required shall
be present in the passenger compartment.
8.3.2.2 Embarkation and Disembarkation of Passengers

Before Embarking / Disembarking passengers, ground staff / cabin crew must brief the passengers on all
relevant safety aspects (e.g. “No Smoking”) to be observed whilst boarding / leaving the aircraft.
When aerobridge are in use, ground staff must be positioned at appropriate locations to provide
supervision and assistance. When passengers are required to walk on the ramp they shall be escorted
by ground staff to/from the aircraft or their approved transport. Passenger routes shall be clear of oil, ice,
snow and other hazards and shall be selected in such a way as to prevent damage and accidents (e.g.
no passing below wings or engines).
Boarding shall not commence until clearance has been given by the PIC or his/her representative.
Disembarkation shall not commence until the crew has received confirmation from the ground staff that
passengers steps / aerobridge are safely in position and that ground equipment will not be a hazard.
For embarkation / disembarkation when refueling / defueling is in progress, refer to the relevant section.
Only in exceptional cases, and with the consent of the PIC, is embarkation / disembarkation permissible
with any engine running. In this case, passengers shall be directed to leave / enter the aircraft on the side
opposite to the running engine.
8.3.2.2.1 Boarding
8.3.2.2.1.1 Operational Punctuality
On Time Performance of every Citilink Indonesia flights is one of major factor in providing customer
satisfaction. Citilink Indonesia policy is that all flights, subject to safety/operational requirements, will be
ready to accept pushback and start clearance or to start engines, whichever occurs first, at the scheduled
time of departure.
The PIC or others delegated crew on behalf of Citilink Indonesia should make the first welcoming PA to
the passengers by this time at the latest, regardless of the reason for the delay.
Efficient preflight planning and proper time management of the crew and other parties such as FOO,
ground handing staff, maintenance personnel and anyone who get involve to the operation of the flight
will assist in a timely and relaxed achievement of this goal.
8.3.2.2.1.2 Ground Turnaround Times

1. T
he planned ground turnaround time for the same set of crew operating the same aircraft is normally
30 minutes.
2. T
he planned ground turnaround time when a crew or aircraft is changed is also 30 minutes, once
the crew arrives at the aircraft. The crew shall arrived at the aircraft 5 minutes after ATA and shall be
onboard as soon as all passengers finish disembarks.
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8.3.2.2.1.3 Automatic Boarding

8.3.2.2.1.3.1 Preflight Crew Procedures
1. The crew must be at the aircraft at least 30 minutes prior to ETD at all stations.
2. All preparations such as the cabin preflight check, documents preparation and others things required
should be done in 10 minutes. Any abnormality or irregularity that will impact the readiness of the
boarding process must be informed to the ground personnel as soon as possible.
3. Crew should be ready for passenger boarding process 20 minutes prior to ETD.
4. If the Cabin Crew In Charge (CIC) or PIC requests that the passenger boarding process to start
later than 20 minutes prior to ETD, the door barrier strap(s) will be attached across the forward entry
door and or aft entry door by cabin crew/ground staff. All involved parties must be informed that the
passenger boarding process needs to be delayed.
5. Cabin crew must establish a good coordination with ground personnel to keep the process running
effective and efficient and respect to standard and safety applicable procedure.
6. In late aircraft arrival case or if the aircraft is not ready for boarding due to any reason, the revised
departure time will be calculated from block on plus original ground time. The passenger boarding
process will be commenced 20 minutes prior to the revised departure time. The ground personnel
will organize the ground handling and the slot time (in ATFM).
7. Flight crew shall make a report in the AFL and make a delay code entry when the automatic boarding
policy cannot be implemented. Cabin crew also has responsible to make a report as required.
8.3.2.2.1.3.2 Inflight Crew Procedures

1. When the flight was expected to be delayed due to any abnormality, irregularity, maintenance requires
or traffic congestion, flight crew shall inform ground staff via company channel and/or ATSU/ACARS
to organized ground/technical handling and slot time (in ATFM).
2. The cabin crew should play an active role by providing information to the flight crew regarding any
irregularity and abnormality found in the cabin as soon as possible.
3. If it is not possible to inform the ground staff during flight or if the situations mentioned above occur
after landing, the cabin crew shall inform the flight crew and the ground staff shortly after opening
the cabin door.
8.3.2.2.1.3.3 Crew Procedures During Transit

1. After block on, flight crew shall inform the engineer and maintenance personnel about aircraft status
(good/normal condition, need evaluation, etc.).
2. Flight crew and cabin crew must establish a good coordination with ground personnel to keep the
process running effectively and efficiently and respect to applicable procedures.
3. C
rew substitution must be carried out effectively and efficiently without breaking applicable
procedures.
8.3.2.2.1.4 Alternate Boarding Procedures (Remote Bay Restrictions, Windy and Heavy Rain,
etc.)
There will be occasions where the normal boarding of passengers from Door 1L may not be possible due
to the lack of maneuvering space at the apron or other unfavorable conditions. Therefore, the passengers
boarding process will have to take place from the rear door.
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To facilitate the passenger boarding process:
1. Two passenger steps or stairs should be connected; 1 (one) at Door 1L and 1 (one) at Door 2L. The
stair at Door 1L is reserved for pilots to perform exterior inspection/walk around beside – if condition
permits - for passenger boarding process.
2. Buses and/or umbrellas must be available in proper amount to be used by the passenger so that the
passenger boarding process can run in timely manner.
3. If door 1L has to be closed due to heavy rain (to prevent the water from entering the forward cabin),
passengers should embark and disembark only via Door 2L, unless otherwise specified by the PIC.
4. Cabin Crew In Charge (CIC) should remain at the forward cabin. The boarding pass check should be
conducted by Cabin Crew 2 in Door 2L.
5. Catering should also be loaded from Door 2L. If required, boarding will be delayed until the catering
loading process is completed.
8.3.2.2.1.5 Summary
8.3.2.2.1.5.1 Domestic flight
60 minutes reporting time:
1. 15 minutes for
a) Flight crew and FOO briefing (Aircraft status, flightplan, NOTAM, weathers and final fuel
calculation, etc).
b) Cabin crew briefing (Personal document check, etc.)
c) Crew briefing
d) Others (Blood pressure test, alcohol test, etc.)
2. 10 minutes transit to the aircraft with 5 minutes buffer time. This buffer time is also calculated within
the entire 1 hour of the total preparation time. Consider proceed to the aircraft earlier when the
aircraft is parked in a parking stand that can only be reached by bus or a long walk.
3. All crews shall be arrived at the aircraft 30 minutes before ETD.
4. All preparations such as the cabin preflight check, documents preparation and others things required
should be done in 10 minutes.
5. Crew should be ready for passenger boarding process 20 minutes prior to ETD.
7. Aim to complete a whole passenger boarding process 5 minutes before ETD.
8. In missing passenger case, the ground personnel must coordinate with the PIC to make a decision
not later than 10 minutes before ETD. Necessary documents should be done as soon as possible.
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8.3.2.2.1.5.2 International Flight

90 minutes reporting time:
1. 15 minutes for
a) Flight crew and FOO briefing (Aircraft status, flight plan, NOTAM, weathers and final fuel
calculation, etc).
b) Cabin crew briefing (Personal document check, etc.)
c) Crew briefing
d) Others (Blood pressure test, alcohol test, etc.)
2. Immigration process, documents check and other necessary procedures that should be done before
flight (15 minutes).
3. 10 minutes transit to the aircraft with 5 minutes buffer time. This buffer time is also calculated within
the entire 60 minutes of the total preparation time. Consider proceed to the aircraft earlier when the
aircraft is parked in a parking stand that can only be reached by bus or a long walk.
4. Recommended time to be at the aircraft at 45 minutes prior to ETD (includes 15 minutes buffer time).
5. Flight preparation. (10 minutes)
6. Boarding process. (20 minutes)
This process includes:
a) Flight crew departure briefing,
b) Checklists reading,
c) Load sheet preparation,
d) Other papers works.
7. Aim to complete a whole passenger boarding process 5 minutes before ETD.
8. In missing passenger case, the ground personnel must coordinate with the PIC to make a decision
not later than 10 minutes before ETD. Necessary documents should be done as soon as possible.
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The pie chart below gives guidance to the active crew on how to make best use of the time available
prior to departure.
8.3.2.2.2 Transit Passengers

During an enroute stop where transit passengers are carried, onward passengers may remain on board
the aircraft. The PIC is responsible for those remaining on board, and he/she shall, through the Cabin
Crew, take all necessary steps to ensure their safety and comfort. Wherever the passengers remain on
board, it is necessary for the Cabin Crew to remain on the aircraft for the duration of the stopover, or until
they are handed over to the next crew.
Transit Passengers shall be physically counted and the number checked with the load message.
In the event that transit passengers are required to disembark, the PIC shall liaise with the ground staff
through the CIC and that those passengers are issued with transit boarding passes. They should also be
made aware of the boarding time. The PIC shall also take measures to ensure the safety of any personal
belongings left on board by the passengers.
For detail refer to OM Part A Appendix B.1.1.37 Cabin Crew Duties During Transit.
8.3.2.3 Seats Allocation

The seat layout must permit access to the emergency evacuation doors, and assistance from the cabin
crew.
It is not permitted for more than one passenger aged two years or more to occupy the same seat.
Any infant (less than two years old) must be with an adult (more than 18 years old).
This adult may hold the infant in his arms, and the safety belt of the adult seat must attach only the adult
and not the infant.
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The number of passengers on each seat row must not be larger than the number of life vests and oxygen
masks available on this row.
During the embarkation of the passengers, the minimum required cabin crew must be on board to provide
instructions on seat availability and allocation, and on the stowage of carry-on baggage.
The flight crew must inform the Cabin Crew In Charge (CIC) of any hazardous situation, so that the cabin
crew can prepare to evacuate the passengers.
For security reasons, the cabin crew must check the number of passengers against the passengers
manifest. Citilink Indonesia must keep a copy of the passenger manifest on ground.
For security reasons, the PIC must order the unloading of the checked baggage of any missing passenger.
At arrival, a copy of the passenger manifest must be available on board the aircraft for the authorities
(police, customs) if requested.
8.3.2.3.1 Exit Row Seating Assignment

Citilink Indonesia shall establish procedures to ensure that passengers are seated where, in the event
that an emergency evacuation is required, they are able to assist and not hinder evacuation of the
aircraft.
Definition of an Exit Seating:
1. Each seat having direct access to an exit; and,
2. Each seat in a row of seats through which passengers would have to pass to gain access to an exit,
from the first seat inboard of the exit to the first aisle inboard of the exit.
Note:
− A passenger seat having “direct access” means a seat from which a passenger can proceed directly to the exit
without entering an aisle or passing around an obstruction.
− At least 1 (one) seat on each side of an exit seat must be occupied by passenger.
Cabin Crew shall ensure that there is one Exit Row Seat Safety Card available at each exit seat to inform
the passenger that in the event of an emergency in which a crewmember is not available to assist, a
passenger occupying an exit seat may use if called upon to perform the following functions:
1. Locate the emergency exit;
2. Recognize the emergency exit opening mechanism;
3. Comprehend the instructions for operating the emergency exit;
4. Operate the emergency exit;
5. Assess whether opening the emergency exit will increase the hazards to which passengers may be
exposed;
6. Follow oral directions and hand signals given by a crewmember;
7. Stow or secure the emergency exit door so that it will not impede use of the exit;
8. Assess the condition of an escape slide, activate the slide, and stabilize the slide after deployment to
assist others in getting off the slide;
9. Pass expeditiously through the emergency exit; and
10. Assess, select, and follow a safe path away from the emergency exit.
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Citilink Indonesia may not seat a person in an emergency exit seat if it is likely that the person would be
unable to perform one or more of the applicable functions listed above because:
1. The person lacks sufficient mobility, strength, or dexterity in both arms and hands, and both legs;
a) To reach upward, sideways, and downward to the location of emergency exit and exit-slide
operating mechanism;
b) To grasp and push, pull, turn, or otherwise manipulate those mechanisms;
c) To push, shove, pull, or otherwise open emergency exits;
d) To lift out, hold, deposit on nearby seats, or maneuver over the seatbacks to the next row objects
the size and weight of overwing window exit doors;
e) To remove obstructions similar in size and weight to overwing exit doors;
f) To reach the emergency exit expeditiously;
g) To maintain balance while removing obstructions;
h) To exit expeditiously;
i) To stabilize an escape slide after deployment; or
j) To assist others in getting off an escape slide;
2. The person is less than 15 years of age or lacks the capacity to perform one or more of the applicable
functions without the assistance of an adult companion, parent, or other relative;
3. The person lacks the ability to read and understand instructions required by this section and related
to emergency evacuation provided by Citilink Indonesia in printed or graphic form or the ability to
understand oral crew commands.
4. The person lacks sufficient visual capacity to perform one or more of the applicable functions without
the assistance of visual aids beyond contact lenses or eyeglasses;
5. The person lacks sufficient aural capacity to hear and understand instructions shouted by cabin
crews, without assistance beyond a hearing aid;
6. The person lacks the ability adequately to impart information orally to other passengers; or,
7. The person has:
a) A condition or responsibilities, such as caring for small children that might prevent the person
from performing one or more of the applicable functions; or
b) A condition that might cause the person harm if he or she performs one or more of the applicable
functions.
Cabin Crew shall complete visual and verbal assessment prior to the boarding door closing. Verbal
assessment should include the passenger’s response in English indicating the responsibilities in the Exit
Row Seat Safety Card are understood.
If it is likely that a passenger assigned to an exit seat would be unable to perform the functions listed
above or a passenger requests a non-exit seat, the cabin crew shall expeditiously relocate the passenger
to a non-exit seat.
Each passenger shall comply with instructions given by a crewmember or other authorized employee of
Citilink Indonesia in implementing exit seating restrictions.
Citilink Indonesia may deny transportation to any passenger if the passenger refuses to comply with
instructions given or if the only seat that will physically accommodate the person’s handicap is an exit
seat.
If a passenger is relocated to an empty exit seat during flight and remains there for landing, ensure that
the passenger is assessed and briefed.
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8.3.2.3.1.1 Cabin Crew Duties Regarding Exit Seating

1. Ensuring that there is one Exit Seat Safety Card Supplement and Passenger Safety Information Card
for each exit seat.
2. The Cabin Crew In Charge (CIC) must ensure appropriate announcement are made.
3. Completing visual and visual verbal assessment prior to the boarding door closing. Verbal assessment
should include the passenger’s response in English indicating the responsibilities in the Exit Seat
Safety Card Supplement and Passenger Safety Information Card are understood.
4. If a passenger relocates to an empty exit seat during flight and remains there for landing, ensure the
passenger is assessed and briefed.
8.3.2.3.1.2 Exit Seating Briefing Responsibility

EXIT A320 737-300 / 500
Door 1L and 1R Cabin Crew 3
Cabin Crew 3
Emergency Exit Cabin Crew 4
Note: delegation of duty is allowed.
8.3.2.4 Carriage of Passenger with Special Needs

Passengers with special needs are passengers due to physical condition and/or passengers requiring
special facilities and/or treatment, such as people with disabilities, elderly, Unaccompanied Minor (UM),
pregnant women, and sick person.
A disabled person or Person with Reduced Mobility (PRM) is any person whose mobility when using
transport is reduced due to any physical disability (sensory or locomotor, permanent or temporary),
intellectual disability or impairment, or any other cause of disability, or age, and whose situation needs
appropriate attention and the adaptation to his or her particular needs of the service made available to
all passengers.
For the safety, comfort and services optimization, the total number of disabled passenger and
Unaccompanied Minor (UM) is 10% of the total seat capacity of the aircraft used. In case of fractions, the
number should be rounded down to the next lower number.
The maximum number for a disabled passenger in every row is 1 (one). The disabled passenger should
be seated in the aisle seat.
Requirements to be met by a disabled person for traveling without accompanying person are:
1. He/she is not reliant on supplementary oxygen;
2. He/she is capable of feeding him/herself;
3. He/she is capable of moving from a passenger seat to an on-board wheelchair, if such a wheelchair
is available;
4. He/she is able to communicate with cabin crew and understand their advice and instructions;
5. He/she is capable of using the lavatory facilities unaided;
6. He/she is capable of administering his/her medicines and medical procedures.
Criteria of an accompanying person are:

1. At least 18 years with full use of their faculties.
2. Able to provide necessary assistance to the passenger during the journey.
3. In accordance with the criteria of an Able Bodied Passenger (ABP)
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8.3.2.4.1 Blind or Visually Impaired
Total blindness is the inability to tell light from dark, or the total inability to see. Visual impairment or low
vision is a severe reduction in vision that cannot be corrected with standard glasses or contact lenses
and reduces a person’s ability to function at certain or all tasks.
Cabin crew shall perform individual safety briefing. The briefing contents:
1. Location and distance of the nearest exit
2. Location of the attendant call button
3. Seatbelt operation
4. Location and usage of life vest
5. Location and operation of passenger oxygen mask
6. Brace position
8.3.2.4.2 Hearing Impaired

Hearing impaired is the people who suffer from different degrees of deafness. The partially deaf depends
on hearing aids to pick up sounds. Those with complete deafness are usually also speech-impaired as
they cannot learn to speak due to their inability to hear. Such passengers communicate through hand
gestures.
The cabin crew shall provide writing tools and the Safety Instruction Card (SIC) when performing face to
face individual safety briefing.
8.3.2.4.3 Speech impaired

A speech impaired is the person who cannot communicate through talking. He/she could have damaged
his larynx (vocal cords) or could be born with this defect. A speech impaired individual may not necessarily
be hearing-impaired, therefore he can. If he/she is also hearing impaired, hand gestures may be used.
8.3.2.4.4 Hearing impaired and Speech Impaired

8.3.2.4.5 Mentally Impaired

Mentally impaired is a state of arrested or incomplete development of mind, which includes significant
impairment of intelligence and social functioning and is associated with abnormally aggressive or
seriously irresponsible conduct.
8.3.2.4.6 Elderly
Elderly passengers need more attention with regards to mobility. Therefore, when dealing with them,
crew need to be more tolerant and patient. Occasionally, a few might require wheelchair assistance
during boarding/ disembarkation and these are provided by the airline.
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8.3.2.4.7 Expectant Mother

For safety reason, the maximum flight hours for passenger with 32 – 35 weeks pregnancy is 3 (three).
Refusal of transport may happen when abnormality of pregnancy is found.
8.3.2.4.8 Unaccompanied Minor (UM)

Unaccompanied Minor is 6-12 years old child.
Cabin crew preflight procedures:

1. Receive all related documents and information.
2. Cabin crew shall perform individual safety briefing. The briefing contents:
a) Location and distance of the nearest exit
b) Location of the attendant call button
c) Seatbelt operation
d) Location and usage of life vest
e) Location and operation of passenger oxygen mask
f) Brace position
Cabin crew inflight procedures:

Check for the UM’s condition during routine cabin check.
Cabin crew post flight procedures:

1. Disembark before other passenger
2. Handover to Citilink Indonesia representative:
a) The UM
b) All related documents and information
Note: Citilink Indonesia Representative shall match the adult name listed on the UM document with his/her identity
card and obtain his/her signature on the UM document before releasing the child.
Cabin crew transit procedures:

1. Accompany or handover the UM to Citilink Indonesia representative
2. At a Cabin Crew change station which is not the child’s destination, deplaning Cabin Crew In Charge
(CIC) shall handover the UM to the Citilink Indonesia Representative or on coming Cabin Crew In
Charge (CIC).
8.3.2.4.9 Infant
For the purpose of handling, infant is categorized as:
1. Under 21 day old
2. Between 21 days and 2 years old
3. Premature infant
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Premature infant shall be considered as MEDA (Medical Cases) and handled as Incapacitated Passenger.
A passenger is considered as an infant up must be accompanied by a passenger who:
1. Paid the adult fare
2. Is willing and capable to take full responsibility over the infant.
3. Is traveling on the same flight, in the same class, and to the same destination as the infant.
Maximum allowable amount of infant on each flight is 10% from seat capacity.
8.3.2.4.10 Mobility Impaired

Mobility impaired passengers, divided into three categories; WCHR, WCHS and WCHC.
8.3.2.4.10.1 Wheelchair Ramp (WCHR)

WCHR is a passenger with a walking disability.
1. Requires a wheelchair or similar aid before embarkation or after disembarkation;
2. Requires assistance in the airport terminal to/from the gate or exit;
3. Can manage steps and use an apron passenger bus unaided.
4. Does not need assistance in the cab
8.3.2.4.10.2 Wheelchair Step (WCHS)

A passenger with a severe walking disability
1. Has very restricted mobility;
2. Cannot manage steps unaided and is unable to use an apron passenger vehicle;
3. Does not, however, need assistance in the cabin.
8.3.2.4.10.3 Wheelchair Cabin (WCHC)

A passenger who is unable to walk:
1. But can use a passenger seat with the backrest in the upright position
2. Cannot move unaided (e.g. on account of paraplegia or advanced multiple sclerosis)
8.3.2.4.11 Stretcher
Citilink Indonesia has no policy for carrying stretcher passenger
8.3.2.4.12 Passenger with Medical Case

Citilink Indonesia receives passenger with certain medical cases.
8.3.2.4.13 Severe Illness or Injury Inflight

In case of severe illness or injury of any person during the flight, the crew must act to protect the other
persons on board and to avoid any contagion.
Cabin crew should isolate the ill person for the comfort and the safety of the ill person and of the other
passengers. A crew member or a competent passenger(s) must provide first aid.
It is the PIC’s responsibility to decide if it is an “emergency” and if an immediate landing should be made.
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8.3.2.4.14 Summary
Individual Form of
Medical Rec.
Escort Seat Allocation Safety Indemnity
Letter
Briefing (FOI)
Blind or visually • Not an exit seat
YES NO NO
impaired • Near a floor level exit
Hearing impaired Met the • Not an exit seat YES NO NO
Speech impaired requirements? • Not an exit seat YES NO NO
Hearing and speech
• Not an exit seat YES NO NO
impaired
Mentally impaired YES • Not an exit seat NO NO NO
• Not an exit seat, except
Elderly met all requirements in NO NO NO
Met the OM Part A 8.3.2.3.1
requirements?
• Not an exit seat
Expectant mother NO YES YES
• Near a floor level exit
• In forward cabin
UM YES YES NO
• As close as possible to
the CAS
Infant under 21 days YES • Not an exit seat NO YES YES
Between 21 days • Near a floor level exit
NO NO NO
and 2 years old • Depend on passenger
oxygen mask
Premature infant NO YES YES
availability
WCHR NO NO NO
Met the • Near a floor level exit
requirements? • Not an exit seat
WCHS NO NO NO
WCHC YES NO NO NO
Stretcher N/A
Passenger with Met the • Not an exit seat
NO YES YES
medical cases requirements? • Near a floor level exit
Severe illness or
YES • Not an exit seat NO YES YES
injury inflight
Note:
- If escort is required, he/she should be briefed on his/her responsibilities regarding the escorted passenger. The
briefing items are, but not limited to:
a) The condition of the escorted passenger.
b) That the escorted passenger might need assistance in certain circumstances.
8.3.2.4.15 Carriage of Paralympic Passengers

Citilink Indonesia flight carrying paralympic athletes should be categorized as a special flight. This flight
can be done in regular or charter patterns. For safety reason, the transport of such special passengers
shall not be combined with regular passenger.
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8.3.2.4.15.1 General Preparation
1. The organizing committee should send an application for transportation of disabled passenger to
Citilink Indonesia Management. Information to be submitted are, but not limited to:
a) Flight route and flight number
b) Date of departure
c) Number of disabled passenger with disablement data of each disabled passenger
d) Number of official accompanying the disabled passenger
2. Internal coordination between SSQ division, Flight Operation Divisionand and Ground Operation
Division regarding the safe conduct of the flight operation shall be done.
3. In coordination with The Directorate of Airworthiness and Aircraft Operations (DAAO), Citilink
Indonesia should find the best formula for the safe conduct of the flight operation.
8.3.2.4.15.2 Seat Allocation

a. Normal passenger
- Prefered to be located in the middle seat
b. Passenger with reduced mobility (Penumpang penyandang disabilitas daksa)
- Not an exit seat
- Seated not far from floor lever exit
c. Passengers with impaired hearing, deaf or deaf-mute (Penyandang disabilitas rungu dan atau
penyandang disabilitas wicara)
- Not an exit seat
- Seated in aisle seat
- Cabin crew perform personal briefing before departure
d. Blind passenger (Penyandang disabilitas netra)
- Not an exit seat
- Seated in aisle seat
- Seated not far from floor lever exit
- Seated next to the escort
- Cabin crew perform personal briefing before departure
e. Passengers with some kind of intellectual or development disability (Penyandang disabilitas grahita)
- Not an exit seat
- Seated next to the escort
8.3.2.4.15.3 Flight Preparation

Both the escort and the passenger should be prepared for this special flight. They should be briefed
about certain matter related to safety, security and service aspects.
8.3.2.4.15.4 Escort Preparation

The briefing aspects are, but not limited to:
a. Type of aircraft
b. Number of passenger
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c. Number of emergency exit available

d. Evacuation plan
e. Escort responsibilities during preflight briefing
f. Escort responsibilities during evacuation
g. Escort responsibilities post evacuation
h. Other information
8.3.2.4.15.5 Passenger Preparation

Refer to chapter above.
8.3.2.5 Transport of Special Attention Passengers

8.3.2.5.1 Inadmissible / Denied Admittance Passenger
Passenger or crew who is not authorized to enter the country of destination (has not pass the immigration
desk), and entry is prohibited. The passenger or crew may be returned to its departure origin, usually
through the same airline. When returning with the same airline not possible, the passenger or crew can
be transferred via other operator.
8.3.2.5.2 Deportees
Passenger who is returned to the own his/her original country for immigration, safety, or security reasons.
8.3.2.5.3 Persons In Custody

The passenger, when traveling by air required special treatment for safety or security reasons.
All such type of passenger need special procedure in handling while onboard, including coordination
between related unit, such as security, ground staff and the crew, for the passenger to be transferred to
destination in safe manner.
An escorted aliens deported by the local immigration may be accepted as a revenue passenger. Citilink
Indonesia is not responsible for custody or supervision. An alien being deported with a law enforcement
escort is to be handled in the same manner as a prisoner.
Person(s) in custody must be escorted at all times by law enforcement / police officer.
The law enforcement / police officer must assure Citilink Indonesia that the escorted prisoner(s) do
not posses or have access to deadly or dangerous weapons and the officer has adequate restraining
devices if needed.
No more than one prisoner consider to be “dangerous” is carried on the aircraft and must be escorted by
two or more Law Enforcement / Police Officers.
If the prisoner is considered will not arising any danger to the flight, it is allowed to carry max 1 (one)
prisoner escorted by a law enforcement / police officer for each prisoner (SOP No AV-WI-0301).
Handcuffs and other restraint devices must be kept from passenger view. Make arrangement with officer
to ensure that the application and removal of any restraining devices is out of passenger view.
May be refused or denied boarding at any time if, in the judgment of Citilink Indonesia Representative the
acceptance of the prisoner might jeopardize the safety of other passenger or crewmembers.
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8.3.2.5.3.1 Handling Procedures
1. Cleared by Citilink Indonesia Station Manager.
2. The Citilink Indonesia Representative advises operations, the Captain and Cabin Crew of all pertinent
details prior to boarding.
3. Prisoner and officer must be boarded prior to other passengers.
4. The prisoners and officer must be seated in the rearmost available seat not located in an exit seat.
5. The prisoner should be in a window seat and the officer must occupy a seat between the prisoner
and the aisle. If the prisoner as accompanied by two officers, he/she may seat in the middle seat of
a seat of three seats (See Seating Arrangement).
6. Meals, beverages and/or methyl eating utensils may be served to the prisoner only at the discretion
of the officer.
7. Neither prisoner nor officer may be served alcoholic beverages.
8. Prisoner may leave his/her seat only if accompanied by the officer.
9. The prisoner and officer must deplane at last destination.
8.3.2.5.3.2 Seating Arrangement
Prisoner With One Escort

P E * AISLE
or
P * E AISLE
Prisoner With Two Escort

P E E AISLE
or
E P E AISLE
Note:
P : Prisoner
E : Escort
* : No other passenger may be seated in this seat.
Cabin Crew Responsibilitiy

The cabin crew shall:
1. Gain information about the prisoner and the escort prior to boarding.
2. Match the identification card of the escort with available data.
3. Periodicaly check the condition of the prisoner and the escort.
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8.3.2.5.4 Very Important Passenger (VIP)

Very important passenger are passengers of distinct value, e.g. Royalty, top-level diplomats, high ranking
state functionaries, world famous figures in the field of industry, science, art, etc.
The passengers are entitled to:
1. Priority for reservations of Citilink Indonesia Flight;
2. Preferential treatment on board and on the ground;
3. Special attention on the ground.
8.3.2.5.5 Able Bodied Passengers (ABP)

Cabin Crew may require extra assistance during an emergency situation, from passengers who are fully
aware of what is required and are willing to undertake this responsibility.
Should the Cabin Crew incapacitated, one ABP will open the door / exit and the other ABP will restrain
passengers until the door / exit is ready.
8.3.2.5.5.1 Suitable Passenger To Act as ABP

1. Supernumerary / deadheading / extra crew members.
2. Staff traveling as passengers / other airline personnel.
3. Fit looking passengers.
4. Members of the Armed Forces
5. Members of the Police Forces
6. Members of the Fire Service
7. Members of the medical profession
8. Persons with no family attachments
9. Someone capable of taking over should you become incapacitated
8.3.2.6 Disorderly Passenger

8.3.2.6.1 Narcotics and Drugs
Citilink Indonesia prohibits the carriage of narcotic, drugs, marijuana, depressant, stimulant drugs or
psychoactive substances aboard by any person unless authorized by Law or a National Agency.
It is prohibited for aircrew to be under influence the alcohol or consuming drug that may affect performance
during duty assignment.
Crewmember who is identified as engaging in any kind of problematic use of alcohol of psychoactive
substances shall be removed from duty involving safety-critical functions.
8.3.2.6.2 Alcohol
1. Citilink Indonesia is not allow any person to board any of its aircraft if that person appears to be
intoxicated.
2. During boarding, if cabin crew suspects a passenger is under influence of drug or alcohol, inform the
Citilink Indonesia staff immediately. The final decision whether a passenger may board the aircraft
will be made by PIC through coordination with the Station Manager.
3. Alcoholic beverages carried by passengers may not be consumed on board. All bottles must be
stowed as carry on baggage.
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4. No person may drink alcoholic beverage aboard an aircraft unless Citilink Indonesia has served that
beverage to him/her.
5 Alcohol beverages may not be offered to the following passengers:
a) Citilink Indonesia dead heading crewmembers wearing the uniform;
b) Person appearing to be intoxicated;
c) Prisoner and their escorting officers.
d) Person known to have access to a deadly or dangerous weapon while on board the aircraft
6. During flight, cabin crews shall periodically monitor the passenger with regard to the use of alcoholic
beverage.
8.3.2.7 Baggage In Cabin

Carry-on baggage may not be brought onboard an aircraft unless it has been scanned to control the size
and amount carried onboard. Baggage that exceeds the baggage allowance requirements may not be
carried onboard the aircraft (CASR 121.509).
All carry-on items must be stowed before cabin doors are closed in preparation for departure. Baggage
must be stowed in a suitable closet or a stowage compartment or under a passenger seat in a non
emergency exit row area. Floor area of an emergency exit row must be clear from any item.
Compartments must be placarded for maximum weight and adequately restrain all baggage contain
therein. Cabin Crews should monitor baggage stowage, as passenger’s boards to ensure compartments
are not overloaded. Carry-on items stowed in a compartment containing emergency equipment must be
stowed in a manner, which does not hinder the use of the emergency equipment (CASR 121.509).
Baggage may not protrude into the aisle or interfere with passenger movement or cabin service. Carry-
on baggage should not be stowed in a location where aircraft maneuvers or turbulence could result in
projectile movement. Collapsible luggage wheels must be placed underneath passenger seats, NOT in
overhead compartments.
Cabin Crews should be alert for oversized carry-on articles to prevent a flight delay should some items
need to be placed in the cargo compartment.
Any items which cannot be stowed in overhead compartments or under seats must be reported to the
ground staff to be tagged and placed in the cargo area (ensure passengers are given claim checks).
Before taking baggage from passengers, ask if there is anything they may need during the flight (e.g.
medication, travel documents, baby-care items, etc.).
Prior to closing the boarding door, Cabin Crews must check each zone to make sure all cabin baggage
is stowed (CASR 121.509), and all overhead compartments are closed and latched..
Carry-on items, aircraft supplies or refuse may not be stowed in lavatories. Canes and crutches can be
stowed along the fuselage wall, in a luggage bin, a closet (if available) or under a seat (cannot impede
passenger egress).
8.3.2.8 Special Loads

8.3.2.8.1 Dangerous Goods
Citilink Indonesia accept the transportation of all classes of dangerous goods to and from stations
determined by the Company. The detailed information regarding the transportation of dangerous goods
can be found in Citilink Indonesia Dangerous Goods Manual (DGHM).
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Dangerous goods are also known as Hazardous Material, Restricted Articles, Dangerous Cargo, and
other terms.
For markings and transport documents related to the shipment of Dangerous Goods shall written in
English.
IATA Dangerous Goods Regulation will distribute to Branch Office and unit concern by Cargo head office.
Procedures that ensure notices providing information about dangerous goods transportation are
prominently displayed at cargo acceptance locations.
8.3.2.8.2 Wet Cargo

Shipment containing liquids or shipment by their nature may produce liquids, and which are not subject
to the IATA Dangerous Goods Regulations shall be designated as “WET CARGO”.
Wet Cargo is vulnerable to spillage or leakage, which may corrode or cause other damage to the aircraft
or to the other cargo.
Shipment failing under any of these categories listed below shall be defined as wet cargo:
- Shipment of live, fresh or frozen seafood and fresh or frozen meat
During acceptance of Wet Cargo or when shipments of Wet Cargo are presented for carriage, specific
standards of preparation are observed. The purpose of these standards is ensuring no leakage of any
liquids contained within the product being shipped will escape into the aircraft’s loading and restraint
system. Most liquids that can escape from wet cargo shipments are very corrosive as far as the aircraft’s
equipment is concerned and any other damage to equipment as well as other cargo.
8.3.2.8.3 Live Animals

For the purpose of this section, the terms “Live Animals”, Day old chicken, fish and shellfish
Conditions governing the carriage of live animals are regulated by various governmental authorities,
both in Indonesia and overseas. The IATA Live Animals Regulations are used as the basic criteria for the
acceptance and handling of live animals.
Humane treatment of animals entrusted to the care of Citilink must be a prime consideration of all
personnel. Apart from the humane aspect, unsatisfactory handling leads to avoidable mortality, with
consequent adverse publicity.
8.3.2.8.4 Cool Goods (COL)

COL is applicable to all shipments (healthcare and General Perishables) requiring temperature range
(20oC to + 100oC). Always indicate the above temperature range in the ‘Supplementary Information’ field.
8.3.2.8.5 Frozen Goods (FRO)

FRO is applicable to all frozen shipments requiring temperature range (-18oC and less). Always indicate
the above temperature range in the ‘Supplementary information’ filed.
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8.3.2.8.6 Hatching Eggs (HEG)
Hatching eggs require a temperature range from (100C to + 150C) OR temperatures as advised by the
shipper. The appropriate temperatures range must be indicated in the ‘supplementary information’ Filed.
Eggs for human consumption must be maintained in an environment where relative humidity is 70-
80% and temperature is between (+40C to – 0.50C) depending on the planned shelf life. The above
temperature range OR temperature as advised by the shipper must be indicated in the ‘supplementary
information’ filed.
8.3.2.8.7 Carbon Dioxide Solid - Dry Ice (ICE)

When used as a ‘Refrigerant’ in non-dangerous goods shipments, the UN number, proper shipping
name, class must be indicated in the ‘supplementary information ‘field. The SHC ICE must be used. (Ref
DGR 9.3.12.2 / 9.5.1.1.2)
8.3.2.8.8 Perishable Cargo (PER)

General perishables e.g. Meat – PEM / Fruit & Vegetables – PEP / Fish & seafood – PES / Fresh flowers
– PEF requiring temperature range (100C to + 150C) OR temperature as advised by the shipper must be
indicated in the ‘Supplementary information’ filed.
8.3.2.8.9 Pharmaceuticals (PIL)

PIL is applicable to only Healthcare products i.e. Pharmaceuticals etc requiring temperature range (10oC
to + 25oC) also including Pharmaceuticals in a temperature range of (2oC to + 25oC) unless otherwise
specified by shipper. For NOTOC purpose always indicates temperature range (10oC to + 25oC) in the
‘Supplementary information’ filed.
8.3.2.8.10 Others
For all other commodities listed here under, always indicate the special handling code – SHC in the
‘Supplementary Information’.
1. FIL (Undeveloped / Unexposed Film)
2. HUM (Human Remains)
3. LHO (Live Human Organs / blood)
4. OBX (Obnoxious Cargo)
5. PEA (Hunting trophies / skin / Hides & all articles made from or containing parts of species listed in
CITIES)
6. RDS (Biological Substance category B-UN3373)
7. VAL (Valuable Cargo)
8. VUN (Vulnerable)
8.3.2.9 Positioning of Ground Equipment

Ground equipment and vehicles around the aircraft on the ramp must be positioned to avoid interference
with the boarding and disembarking of the passengers.
Ground equipment and vehicles must not hinder the positioning of the fuel truck and not obstruct its
escape path.
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8.3.2.9.1 Airbus A320
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8.3.2.9.2 Boeing B737-500
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8.3.2.10 Operation of Aircraft Doors
Departure
Once ready, the PIC should command through the aircraft PA to close the doors, arm the slides and
cross-check. Cabin Crews then close the doors, arm the cabin doors and cross-check the opposite door.
Arrival
When escape slide deployment is not required, cabin doors must be disarmed and cross-checked before
opening.
Opening the doors must not be without the authorization of the PIC.
Before opening the doors, the flight crew and the cabin crew must ensure that no cabin differential
pressure exists.
Opening doors from the outside

Opening a door or emergency exit from outside automatically disarms the escape slide/raft.
8.3.2.11 Safety On The Ramp

8.3.2.11.1 Engines Blast and Suction Areas
Engines are not running during the embarkation and the disembarkation of the passengers.
However, if one engine has to be kept running, chose preferably a right hand engine running for
convenience of disembarkation and boarding of passengers on left side of the aircraft. The way for
embarking or disembarking passengers should avoid blast and suction areas. These danger areas are
defined in FCOM - Standard Operating Procedures (SOP).
8.3.2.11.2 Fire Prevention

8.3.2.11.2.1 Protective Clothes / Protective Breathing Equipment
Hydraulic fluid leakage under high pressure may result in serious injury and contamination. The use of
protective clothes and protective breathing equipment is recommended whenever facing an aircraft fire.
Carbon fibres and other composite materials used in airframe structure and cabin furniture require the
use of a protective breathing equipment whenever fighting any aircraft fire.
8.3.2.11.2.2 Brakes Overheat / Fire

In case of smoke, protective breathing equipment should be worn since the dense smoke generated by
tire rubber results in major and irreversible lung damage.
Carbon brakes and steel brakes are to be treated using the same techniques and agents.
In case of severe brake overheat, fuse plugs melting should result in tires deflating and should prevent
tires and wheels burst (Refer to AMM).
1. If a tire is inflated, do not go near the area around the wheel for about one hour. To go near the wheel,
go from the front or rear and not from the side of the wheel.
2. Unless there is a fire, do not apply the extinguishing agent (liquid, water, mist, foam etc.) with a spray
gun onto a hot tire if it is inflated.
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Do not apply the extinguishing agent directly into the heat pack of the brake or into the wheel. This
can cause thermal shock to the stressed parts. Especially, do not use CO2 as this has a strong
cooling effect which is not the same in all areas. It can cause an explosion in the stressed parts.
Extinguishing on hot wheels can:
a) Increase the time necessary for the fuse(s) to melt, or
b) Prevent operation of the fuse(s).
You must let the brake get cool by itself for at least one hour and use the cooling fans (if installed).
3. In the event of fire, immediately stop the fire. Do not wait until the tires are deflated.
Come near the wheel only from the front or from the rear.
Note: It is not recommended to use multi-purpose powders as they may be changed into solid or enamelled
deposit. These agents stop the fire but they decrease the heat dissipation speed. This can cause permanent
structural damages at the brake, the wheel or wheel axle.
4. Do not apply the parking brake

5. Put a warning notice in the cockpit to tell persons not to operate the landing gearcontrol lever
6. Put the wheel chocks in position
7. Clean all the parts if extinguishing agents were used.
8.3.2.11.2.3 Cargo Compartment Fire

The appropriate flight crew procedures are given in FCOM - Emergency procedures.
If case cargo compartment smoke warning occurred with cargo door closed, the ground crew should be
informed not to open the door of the affected cargo compartment unless passengers have disembarked
and fire services are present.
If the smoke warning is displayed on ground with cargo compartment door open, the aircraft extinguishing
agent should not be discharged. Ground crew should be requested to investigate and to fight the smoke
source.
It must be ensured that the extinguishing agent used is adapted to the burning cargo material.
8.3.2.11.2.4 Engine or APU Compartment Fire

The appropriate flight crew procedures are given in FCOM - Emergency procedures.
If fire persists, ground fire fighting using a Halon or CO2 spray gun is possible through the following
external access:
1. Engines: Oil tank, IDG and other service panels,
2. APU: access panels on LH side only (A320)
8.3.2.11.2.5 Engine Tailpipe Fire

The engine tailpipe fire being an internal engine fire, do not discharge the engine fireextinguishing agent.
The agent has an effect on the nacelle fire only.
The appropriate flight crew procedure is given in FCOM - Abnormal procedures. Engine cranking by the
flight crew is the normal and most effective action.
External fire agents can cause severe corrosive damage and therefore should only be considered if fire
persists after flight crew procedure application or if no bleed air source is available to motor the engine.
In such a case, Halon or CO2 should be sprayed in engine exhaust nozzle.
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8.3.2.12 Startup, Ramp Departure and Arrival Procedures

All startup, ramp departure and arrival procedures shall be applied as per aircraft type Standard Operating
Procedures given in the FCOM.
On aircraft equipped with serviceable cockpit to ground intercom, this equipment should be used
whenever the aircraft is on stand, and until clearance for hand signals has been given prior to departure.
8.3.2.12.1 Marshalling Signals
1. Wingwalker/guide
Raise right hand above head level with wand pointing up; move left-hand wand
pointing down toward body.
Note.— This signal provides an indication by a person positioned at the aircraft

wing tip, to the pilot / marshaller / push-back operator, that the aircraft movement
on/off a parking position would be unobstructed.
2. Identify gate
Raise fully extended arms straight above head with wands pointing up.
3. Proceed to next signalman or as directed by tower / ground control
Point both arms upward; move and extend arms outward to sides of body and
point with wands to direction of next signalman or taxi area.
4. Straight ahead
Bend extended arms at elbows and move wands up and down from chest height
to head.
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5 a). Turn left (from pilot’s point of view)
With right arm and wand extended at a 90-degree angle to body, make “come
ahead” signal with left hand. The rate of signal motion indicates to pilot the rate
of aircraft turn.
5 b). Turn right (from pilot’s point of view)
With left arm and wand extended at a 90-degree angle to body, make “come
ahead” signal with right hand. The rate of signal motion indicates to pilot the rate
of aircraft turn.
6 a). Normal stop
Fully extend arms and wands at a 90-degree angle to sides and slowly move to
above head until wands cross.
6 b). Emergency stop
Abruptly extend arms and wands to top of head, crossing wands.
7 a). Set brakes
Raise hand just above shoulder height with open palm. Ensuring eye contact
with flight crew, close hand into a fist. Do not move until receipt of “thumbs up”
acknowledgement from flight crew.
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7 b). Release brakes
Raise hand just above shoulder height with hand closed in a fist. Ensuring eye
contact with flight crew, open palm. Do not move until receipt of “thumbs up”
acknowledgement from flight crew.
8 a). Chocks inserted
With arms and wands fully extended above head, move wands inward in a
“jabbing” motion until wands touch. Ensure acknowledgement is received from
flight crew.
8 b). Chocks removed
With arms and wands fully extended above head, move wands outward in a
“jabbing” motion. Do not remove chocks until authorized by flight crew.
9. Start engine(s)
Raise right arm to head level with wand pointing up and start a circular motion
with hand; at the same time, with left arm raised above head level, point to
engine to be started.
10. Cut engines
Extend arm with wand forward of body at shoulder level; move hand and wand
to top of left shoulder and draw wand to top of right shoulder in a slicing motion
across throat.
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11. Slow down
Move extended arms downwards in a “patting” gesture, moving wands up and

down from waist to knees.
12. Slow down engine(s) on indicated side
With arms down and wands toward ground, wave either right or left wand up
and down indicating engine(s) on left or right side respectively should be slowed
down.
13. Move back
With arms in front of body at waist height, rotate arms in a forward motion. To
stop rearward movement, use signal 6 a) or 6 b).
14 a). Turns while backing (for tail to starboard)
Point left arm with wand down and bring right arm from overhead vertical
position to horizontal forward position, repeating right-arm movement.
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14 b). Turns while backing (for tail to port)
Point right arm with wand down and bring left arm from overhead vertical
position to horizontal forward position, repeating left-arm movement.
15. Affirmative/all clear
Raise right arm to head level with wand pointing up or display hand with “thumbs
up”; left arm remains at side by knee.
Note.— This signal is also used as a technical / servicing communication signal.
16. Hold position/stand by
Fully extend arms and wands downwards at a 45-degree angle to sides. Hold
position until aircraft is clear for next manoeuvre.
17. Dispatch aircraft
Perform a standard salute with right hand and/or wand to dispatch the aircraft.
Maintain eye contact with flight crew until aircraft has begun to taxi.
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18. Do not touch controls (technical / servicing communication signal)
Extend right arm fully above head and close fist or hold wand in horizontal
position; left arm remains at side by knee.
19. Connect ground power (technical / servicing communication signal)
Hold arms fully extended above head; open left hand horizontally and move
finger tips of right hand into and touch open palm of left hand (forming a “T”). At
night, illuminated wands can also be used to form the “T” above head.
20. Disconnect power (technical / servicing communication signal)
Hold arms fully extended above head with finger tips of right hand touching open
horizontal palm of left hand (forming a “T”); then move right hand away from the
left.
Do not disconnect power until authorized by flight crew.
At night, illuminated wands can also be used to form the “T” above head.
21. Negative (technical / servicing communication signal)
Hold right arm straight out at 90 degrees from shoulder and point wand down to
ground or display hand with “thumbs down”; left hand remains at side by knee.
22. Establish communication via interphone (technical / servicing communication

signal)
Extend both arms at 90 degrees from body and move hands to cup both ears.
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23. Open/close stairs (technical / servicing communication signal)
With right arm at side and left arm raised above head at a 45-degree angle,
move right arm in a sweeping motion towards top of left shoulder.
Note.— This signal is intended mainly for aircraft with the set of integral stairs at
the front.
8.3.2.13 Delay Code

In case of (expected) technical or commercial delays, the Station Manager shall inform the PIC as soon
as possible. The Cabin Crew In Charge (CIC) must be informed in a good time of prolong delays to
enable him/her to consider the catering schedule in consultation with the PIC and Station Manager.
Delay Code
Delay
Code Sym Description
Category
00 OT ON TIME
OTHERS
06 OA NO GATE / STAND AVAILABLE (due to own airline activity) TO
07 AIRCRAFT CONNECTION BY MAINTENANCE NTO
08 AIRCRAFT CONNECTION BY MISCELLANEOUS TRAFFIC, MARKETING
NTO
FLIGHT OPERATION, GROUND HANDLING, CABIN SERVICES, etc.
09 SG SCHEDULED GROUND TIME (planned turnaround time less than declared
ETC
minimum)
PASSENGER / BAGGAGE HANDLING
10 LATE ARRIVAL FROM PREVIOUS STATION DUE TO PASSENGER AND
NTO
BAGGAGE HANDLING
11 PD LATE CHECK-IN (check-in reopened for late passenger) NTO
12 PL LATE CHECK-IN (check-in not completed by flight closure time) NTO
13 PE CHECK-IN ERROR (error with passenger or baggage details) NTO
OVERBOOKING, BOOKING ERRORS, OVERSALES (booking errors - not
14 PO NTO
resolved at check-in)
15 PH BOARDING (discrepancies and paging, missing checked in passengers) NTO
COMMERCIAL PUBLICITY, PASSENGER CONVENIENCE (local decision
16 PS to delay for VIP or press; delay due to offload of passengers following family ETC
bereavement)
17 PC CATERING ORDER (late or incorrect order given to supplier) NTO
18 PD BAGGAGE PROCESSING (late or incorrectly sorted baggage) NTO
REDUCED MOBILITY (boarding / deboarding of passengers with reduced
19 PW ETC
mobility)
CARGO / MAIL HANDLING
LATE ARRIVAL FROM PREVIOUS STATION DUE TO CARGO AND MAIL
20 NTO
HANDLING
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Delay
Category
DOCUMENTATION ERRORS (late or incorrect documentation for booked
21 CD NTO
cargo)
22 CP LATE POSITIONING (late delivery ofbooked cargo to airport/aircraft) NTO
23 CC LATE ACCEPTANCE (acceptance of cargo after deadline) NTO
24 CI INADEQUATE PACKING (repackaging and / or re-labelling of booked cargo) NTO
OVERBOOKING, BOOKING ERRORS (booked load in excess of saleable load
25 CO NTO
capacity (weight or volume), resulting in reloading or off-load)
26 CU LATE PREPARATION IN WAREHOUSE NTO
27 CE DOCUMENTATION, PACKING (incomplete and / or inaccurate documentation) NTO
28 CL MAIL LATE POSITIONING (late delivery of mail to airport / aircraft) NTO
29 CA MAIL LATE ACCEPTANCE (acceptance of mail after deadline) NTO
AIRCRAFT AND RAMP HANDLING
LATE ARRIVAL FROM PREVIOUS STATION DUE TO AIRCRAFT AND RAMP
30 NTO
HANDLING
LATE / INACCURATE AIRCRAFT DOCUMENTATION (late or inaccurate mass
31 GD NTO
and balance documentation, general declaration, passenger manifest)
32 GL LOADING / UNLOADING (bulky items, special load, lack loading staff) NTO
33 GE LOADING EQUIPMENT (lack of and / or breakdown; lack of operating staff) NTO
34 GS SERVICING EQUIPMENT (lack of and / or breakdown; lack of operating staff) NTO
35 GC AIRCRAFT CLEANING (late completion of aircraft cleaning) NTO
36 GF FUELING / DEFUELING (late delivery of fuel; exclusive late request) TO
37 GB CATERING (late and / or incomplete delivery; late loading) NTO
38 GU ULD, CONTAINERS, PALLETS (lack of and / or unserviceable ULD’s or pallets) NTO
TECHNICAL EQUIPMENT (lack of and / or breakdown; lack of operating staff;
39 GT NTO
includes GPU, air start, pushback tug, de-icing)
TECHNICAL
40 LATE ARRIVAL FROM PREVIOUS STATION DUE TO TECHNICAL NTO
41 TD AIRCRAFT DEFECTS (aircraft defects including items covered by MEL) NTO
42 TM SCHEDULE MAINTENANCE (late release from maintenance) NTO
NON-SCHEDULE MAINTENANCE (special checks and / or additional works
43 TN NTO
beyond normal maintenance schedule)
SPARES AND MAINTENANCE EQUIPMENT (lack of spares, lack of and / or
44 TS NTO
breakdown of specialist equipment required for defect rectification)
45 TA AOG SPARES (awaiting AOG spare(s) to be carried to another station) NTO
46 TC AIRCRAFT CHANGE (for technical reasons, e.g. a prolonged technical delay) NTO
STANDBY AIRCRAFT, LACK OF PLANNED STANDBY AIRCRAFT (standby
47 TL NTO
aircraft unavailable for technical reasons damage to aircraft)
48 TV SCHEDULED CABIN CONFIGURATION AND VERSION ADJUSTMENT NTO
AIRCRAFT AND AUTOMATED EQUIPMENT FAILURE (SYSTEM)
50 LATE ARRIVAL FROM PREVIOUS STATION DUE TO SYSTEM ETC
DAMAGE DURING FLIGHT OPERATION (bird or lightning strike, turbulence,
51 DF ETC
heavy or overweight landing, collisions during taxiing)
DAMAGE DURING GROUND OPERATION - collision (other than taxiing),
52 DG loading / offloading damage, towing, contamination, extreme weather ETC
conditions.
DEPARTURE CONTROL (failure of automated system, including check-in; load
55 ED ETC
control systems producing mass and balance)
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Delay
Category
CARGO PREPARATION / DOCUMENTATION (failure of documentation and /
56 EC NTO
or load control system covering cargo)
57 EF FLIGHT PLANS (failure of computerized flight plan systems) NTO
58 EO OTHER COMPUTER SYSTEM TO
OPERATION AND CREW
LATE ARRIVAL FROM PREVIOUS STATION DUE TO FLIGHT OPERATIONS
60 NTO
AND CREW
61 FP FLIGHT PLANS (late completion of or change to flight plan) NTO
62 FF OPERATIONAL REQUIREMENT (late alteration to fuel or payload) NTO
LATE CREW BOARDING OR DEPARTURE PROCEDURES (late flight deck,
63 FT NTO
or entire crew, other than standby; late completion of flight deck crew checks)
FLIGHT DECK CREW SHORTAGE, CREW REST (sickness, awaiting standby,
64 FS NTO
flight time limitations, valid visa, health documents, etc.)
FLIGHT DECK CREW SPECIAL REQUEST (requests not within operational
65 FR NTO
requirements)
LATE CABIN CREW BOARDING OR DEPARTURE PROCEDURES (late cabin
66 FL NTO
crew other than standby; late completion of cabin crew checks)
CABIN CREW SHORTAGE (sickness, awaiting standby, flight time limitations,
67 FC NTO
valid visa, health documents)
CABIN CREW ERROR OR SPECIAL REQUEST (requests not within
68 FA NTO
operational requirements)
CAPTAIN REQUEST FOR SECURITY CHECK (extraordinary requests outside
69 FB NTO
mandatory requirements)
WEATHER
70 LATE ARRIVAL FROM PREVIOUS STATION DUE TO WEATHER WX
71 WO DEPARTURE STATION (below operating limits) WX
72 WT DESTINATION STATION (below operating limits) WX
73 WR EN - ROUTE OR ALTERNATE (below operating limits) WX
DE - ICING OR AIRCRAFT removal of ice and / or snow; excludes equipment -
75 WI WX
lack of or breakdown)
REMOVAL OF SNOW, ICE, WATER, AND SAND FROM AIRPORT / RUNWAY
76 WS WX
(runway, taxiway conditions)
AIRCRAFT GROUNDHANDLING IMPAIRED BY ADVERSE WEATHER
77 WG WX
CONDITIONS (high winds, heavy rain, blizzards, monsoons etc.)
AIRPORT OR GOVERNMENTAL AUTHORITIES
LATE ARRIVAL FROM PREVIOUS STATION DUE TO AIRPORT OR
80 TO
GOVERNMENTAL AUTHORITIES
ATFM DUE TO ATC RESTRICTION EN - ROUTE / CAPACITY (standard
81 AT TO
demand / capacity problems)
ATFM DUE TO ATC RESTRICTION DUE TO STAFF SHORTAGE /
EQUIPMENT FAILURE EN-ROUTE (reduced capacity caused by industrial
82 AX TO
action or staff shortage, equipment failure, military exercise or extraordinary
demand due to capacity reduction in neighbouring area)
ATFM DUE TO ATC RESTRICTION AT DESTINATION AIRPORT (airport and
83 AE / or runway closed due to obstruction, industrial action, staff shortage, political TO
unrest, noise abatement, night curfew, special flights)
84 AW ATFM ATC RESTRICTION DUE TO WEATHER AT DESTINATION TO
85 AS MANDATORY SECURITY (passengers, baggage, crew, etc.) TO
86 AG IMMIGRATION, CUSTOM, HEALTH (passengers, crew) TO
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Category
AIRPORT FACILITIES (parking stands, ramp congestion, lighting, buildings,
87 AF TO
gate limitations etc.)
RESTRICTIONS AT AIRPORT OF DESTINATION (airport and / or runway
88 AD closed due to obstruction, industrial action, staff shortage, political unrest, noise TO
abatement, night curfew, special flights)
RESTRICTIONS AT AIRPORT OF DEPARTURE - including air traffic services,
start-up and pushback, airport and / or runway closed due to obstruction or
89 AM TO
weather (restriction in case of ATFM only) industrial action, staff shortage,
political unrest, noise abatement, night curfew, special flights.
REACTIONARY & MISCELLANEOUS
LATE ARRIVAL FROM PREVIOUS STATION DUE TO REACTIONARY &
90 ETC
MISCELLANEOUS
91 RL LOAD CONNECTION (awaiting load from another flight) NTO
THROUGHT CHECK - IN ERROR (passenger or baggage check-in error at
92 RT NTO
originating station)
AIRCRAFT ROTATION (late arrival of aircraft from another flight or previous
93 RA NTO
sector)
94 RS CABIN CREW ROTATION (awaiting cabin crew from another flight) NTO
95 RC CREW ROTATION (awaiting flight deck, or entire crew, from another flight) NTO
OPERATIONAL CONTROL (re-routing, diversion, consolidation, aircraft change
96 RO NTO
for reasons other than technical)
97 MI INDUSTRIAL ACTION WITHIN OWN AIRLINE NTO
INDUSTRIAL ACTION OUTSIDE OWN AIRLINE - industrial action (except Air
98 MO TO
Traffic Control Services)
99 MX MISCELLANEOUS (no suitable code; explain reason(s) in plain text ETC
REMARK :
TO : Technic Operational
NTO : Non Technic Operational
WX : Weather
ETC : Other
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8.3.3 Procedures of The Refusal of Embarkation

According to the Indonesian Civil Aviation Safety Regulations, it is prohibited to carry in an aircraft
persons, who are evidently dangerous to the safety or health to the other occupants, unless such us
persons are accompanied by competent escorts and due measures have been taken in respect of the
safety and health of the occupants.
According to Citilink Indonesia’s general conditions of carriage for passenger and baggage, the carrier
may refuse to carry, cancel the reserved place of, or move enroute any passenger, when in the exercise
of its reasonable discretion, the carrier decides:
1. Such action is necessary for reason of safety;
2. Such action is necessary to prevent violation of any applicable laws, regulations or orders of any
State or country to flown, into or over;
3. The conduct, status, age or mental or physical condition of the passenger is such as:
a) To cause discomfort or make himself objectionable to other passengers; or
b) To the passenger fails to observe the instructions of the carrier.
Prospective passengers, who are obviously likely to cause substantial annoyance or inconvenience to
other passengers or to endanger the aircraft and its occupants, because of:
1. They conduct themselves in an improper manner;
2. They do not observe the instructions of authorized officials;
3. They are apparently under the influence of alcohol and/or narcotics;
4. They are apparently suffering from an infections or contagious disease;
5. They are apparently of unsound mind;
shall not be permitted to enter Citilink Indonesia aircraft.
In order to assist the PIC in the exercise of his authority, all company personnel engaged in passenger
services or embarkation, including other crew members, handling personnel and check-in personnel,
should alert the PIC if at any time they consider that the condition of a particular passenger could
jeopardise the safety of a flight.
When it becomes necessary to disembark a passenger from an aircraft, the flight crew must inform the
local company representative, who must take the necessary actions such as to request the assistance
of local law-enforcement officers.
Passengers, who have been refused embarkation, or who has been disembarked, are left with the airport
authorities.
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8.3.4 De-Icing and Anti-Icing On The Ground
8.3.4.1 Terminology
Anti Icing
Is a precautionary procedure, which provides protection against the formation of frost or ice and the
accumulation of snow on treated surfaces of the aircraft, for a limited period of time (holdover time).
Anti Icing Code

Describes the quality of the treatment the aircraft has received and provides information for determining
the holdover time.
Check
Is an examination of an item against a relevant standard by a trained and qualified person.
Clear Ice
Is a coating of ice, generally clear and smooth, but with some air pockets. It is formed on exposed objects
at temperatures below, or slightly above, freezing temperature, with the freezing of super-cooled drizzle,
droplets or raindrops. See also “cold soak”.
Cold Soak
Even in ambient temperature between -2°C and at least +15°C, ice or frost can form in the presence of
visible moisture or high humidity if the aircraft structure remains at 0°C or below. Anytime precipitation
falls on a cold-soaked aircraft, while on the ground, clear icing may occur. This is most likely to occur on
aircraft with integral fuel tanks, after a long flight at high altitude. Clear ice is very difficult to visually detect
and may break loose during or after takeoff. The following can have an effect on cold soaked wings:
Temperature of fuel in fuel cells, type and location of fuel cells, length of time at high altitude flights,
quantity of fuel in fuel cells, temperature of refuelled fuel and time since refuelling.
Contaminated Runway
A runway is considered contaminated when more than 25% of the runway surface area (whether in
isolated areas or not) within the required length and width being used is covered by the following:
1. Surface water more than 3 mm (0.125 in) deep, or slush, or loose snow, equivalent to more than 3
mm (0.125 in) of water; or
2. Snow which has been compressed into a solid mass which resists further compression and will hold
together or break into lumps if picked up (compacted snow); or
3. Ice, including wet ice
Damp Runway
A runway is considered damp when the surface is not dry, but when the moisture on it does not give it a
shiny appearance.
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De-Icing
Is a procedure by which frost, ice, slush or snow is removed from the aircraft in order to provide clean
surfaces. This may be accomplished by mechanical methods, pneumatic methods, or the use of heated
fluids.
De-Anti-Icing
Is a combination of the two procedures, de icing and anti icing, performed in one or two steps.
A de-anti icing fluid, applied prior to the onset of freezing conditions, protects against the build up of
frozen deposits for a certain period of time, depending on the fluid used and the intensity of precipitation.
With continuing precipitation, holdover time will eventually run out and deposits will start to build up on
exposed surfaces. However, the fluid film present will minimise the likelihood of these frozen deposits
bonding to the structure, making subsequent de icing much easier.
Dew Point
Is the temperature at which water vapour starts to condense.
Dry Runway
A dry runway is one which is neither wet nor contaminated, and includes those paved runways which
have been specially prepared with grooves or porous pavement and maintained to retain “effectively dry”
braking action, even when moisture is present.
Fluids (de-icing and anti-icing)

1. De icing fluids are:
a) Heated water
b) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification)
c) Mixtures of water and Type I fluid
d) Non Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078 specification
e) Mixtures of water and Type II or IV fluid
De icing fluid is normally applied heated to ensure maximum efficiency
2. Anti icing fluids are:
a) Newtonian fluid (ISO or SAE or AEA Type I in accordance with ISO 11075 specification)
b) Mixtures of water and Type I fluid
c) Non Newtonian fluid (ISO or SAE or AEA Type II or IV in accordance with ISO 11078 specification)
d) Mixtures of water and Type II or IV fluid
Anti icing fluid is normally applied unheated on clean aircraft surfaces.
Freezing Conditions
Are conditions in which the outside air temperature is below +3°C (37.4F) and visible moisture in any
form (such as fog with visibility below 1.5 km, rain, snow, sleet or ice crystals) or standing water, slush,
ice or snow is present on the runway.
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Freezing Fog (Metar code: FZFG)
Is a suspension of numerous tiny supercooled water droplets which freeze upon impact with ground or
other exposed objects, generally reducing the horizontal visibility at the earth’s surface to less than 1 km
(5/8 mile).
Freezing Drizzle (Metar code: FZDZ)

Is a fairly uniform precipitation composed exclusively of fine drops - diameter less than 0.5 mm (0.02
inch) - very close together which freeze upon impact with the ground or other objects.
Freezing Rain (Metar code: FZRA)
Is a precipitation of liquid water particles which freezes upon impact with the ground or other exposed
objects, either in the form of drops of more than 0.5 mm (0.02 inch) diameter or smaller drops which, in
contrast to drizzle, are widely separated.
Friction Coefficient
Relationship between the friction force acting on the wheel and the normal force on the wheel. The
normal force depends on the weight of the aircraft and the lift of the wings.
Frost
Is a deposit of ice crystals that form from ice-saturated air at temperatures below 0°C (32°F) by direct
sublimation on the ground or other exposed objects. Hoar frost (a rough white deposit of crystalline
appearance formed at temperatures below freezing point) usually occurs on exposed surfaces on a cold
and cloudless night. It frequently melts after sunrise; if it does not, an approved de-icing fluid should
be applied in sufficient quantities to remove the deposit. Generally, hoar frost cannot be cleared by
brushing alone. Thin hoar frost is a uniform white deposit of fine crystalline texture, which is thin enough
to distinguish surface features underneath, such as paint lines, markings, or lettering.
Glaze Ice or Rain Ice

Is a smooth coating of clear ice formed when the temperature is below freezing and freezing rain contacts
a solid surface. It can only be removed by de-icing fluid; hard or sharp tools should not be used to scrape
or chip the ice off as this can result in damage to the aircraft.
Grooved Runway
See dry runway.
Hail (Metar code: GR)

Is a precipitation of small balls or pieces of ice, with a diameter ranging from 5 to 50 mm (0.2 to 2.0
inches), falling either separately or agglomerated.
Holdover Time
Is the estimated time anti icing fluid will prevent the formation of frost or ice and the accumulation of snow
on the protected surfaces of an aircraft, under (average) weather conditions mentioned in the guidelines
for holdover time.
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The ISO/SAE specification states that the start of the holdover time is from the beginning of the anti icing
treatment.
Ice Pellets (Metar code PE)

Is a precipitation of transparent (sleet or grains of ice) or translucent (small hail) pellets of ice, which are
spherical or irregular, and which have a diameter of 5 mm (0.2 inch) or less. The pellets of ice usually
bounce when hitting hard ground.
Icing Conditions may be expected when the OAT (on the ground and for take-off) or when TAT (in flight) is
at or below 10°C, and there is visible moisture in the air (such as clouds, fog with low visibility of one mile
or less, rain, snow, sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or
runways. (AFM definition)
Icy Runway
A runway is considered icy when its friction coefficient is 0.05 or below.
Light Freezing Rain

Is a precipitation of liquid water particles which freezes upon impact with exposed objects, in the form
of drops of more than 0.5 mm (0.02 inch) which, in contrast to drizzle, are widely separated. Measured
intensity of liquid water particles are up to 2.5mm/hour (0.10 inch/hour) or 25 grams/dm2/hour with a
maximum of 2.5 mm (0.10 inch) in 6 minutes.
Non Newtonian Fluids have characteristics that are dependent upon an applied force. In this instance
it is the viscosity of Type II and IV fluids which reduces with increasing shear force. The viscosity of
Newtonian fluids depends on temperature only.
One Step De-anti Icing

Is carried out with an anti icing fluid, typically heated. The fluid used to de ice the aircraft remains on
aircraft surfaces to provide limited anti ice capability.
Precipitation
Liquid or frozen water that falls from clouds as rain, drizzle, snow, hail, or sleet.
1. Continuous: Intensity changes gradually, if at all.
2. Intermittent: Intensity changes gradually, if at all, but precipitation stops and starts at least once
within the hour preceding the observation.
Precipitation Intensity is an indication of the amount of precipitation falling at the time of observation. It is
expressed as light, moderate or heavy. Each intensity is defined with respect to the type of precipitation
occurring, based either on rate of fall for rain and ice pellets or visibility for snow and drizzle. The rate
of fall criteria is based on time and does not accurately describe the intensity at the time of observation.
Rain (Metar code: RA)

Is a precipitation of liquid water particles either in the form of drops of more than 0.5 mm (0.02 inch)
diameter or of smaller widely scattered drops.
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Rime
(A rough white covering of ice deposited from fog at temperature below freezing). As the fog usually
consists of super-cooled water drops, which only solidify on contact with a solid object, rime may form
only on the windward side or edges and not on the surfaces. It can generally be removed by brushing,
but when surfaces, as well as edges, are covered it will be necessary to use an approved de-icing fluid.
Saturation
Is the maximum amount of water vapour allowable in the air. It is about 0.5 g/m3 at - 30°C and 5 g/m3 at
0°C for moderate altitudes.
Shear Force
Is a force applied laterally on an anti-icing fluid. When applied to a Type II or IV fluid, the shear force
will reduce the viscosity of the fluid; when the shear force is no longer applied, the anti-icing fluid should
recover its viscosity. For instance, shear forces are applied whenever the fluid is pumped, forced through
an orifice or when subjected to airflow. If excessive shear force is applied, the thickener system could be
permanently degraded and the anti-icing fluid viscosity may not recover and may be at an unacceptable
level.
SIGMET
Is the information issued by a meteorological watch office concerning the occurrence, or expected
occurrence, of specified en-route weather phenomena which may affect the safety of aircraft operations.
Sleet
Is a precipitation in the form of a mixture of rain and snow. For operation in light sleet treat as light
freezing rain.
Slush
Is water saturated with snow, which spatters when stepping firmly on it. It is encountered at temperature
around 5°C.
Snow (Metar code SN)

Precipitation of ice crystals, most of which are branched, star-shaped, or mixed with unbranched crystals.
At temperatures higher than about -5°C (23°F), the crystals are generally agglomerated into snowflakes.
1. Dry Snow: Snow which can be blown if loose or, if compacted by hand, will fall apart upon release;
specific gravity: up to but not including 0.35.
Dry snow is normally experienced when temperature is below freezing and can be brushed off easily
from the aircraft.
2. Wet Snow: Snow which, if compacted by hand, will stick together and tend to or form a snowball.
Specific gravity: 0.35 up to but not including 0.5.
Wet Snow is normally experienced when temperature is above freezing and is more difficult to
remove from the aircraft structure than dry snow being sufficiently wet to adhere.
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3. Compacted Snow: Snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into chunks if picked up. Specific gravity: 0.5 and
over.
Snow Grains (Metar code: SG)

Is a precipitation of very small white and opaque grains of ice. These grains are fairly flat or elongated.
Their diameter is less than 1 mm (0.04 inch). When the grains hit hard ground, they do not bounce or
shatter.
Snow Pellets (Metar code: GS)

Is a precipitation of white and opaque grains of ice. These grains are spherical or sometimes conical.
Their diameter is about 2 to 5 mm (0.1 to 0.2 inch). Grains are brittle, easily crushed; they bounce and
break on hard ground.
Supercooled Water Droplets
Is a condition where water remains liquid at negative Celsius temperature. Supercooled drops and
droplets are unstable and freeze upon impact.
Two Step De-icing / Anti Icing

Consists of two distinct steps.The first step (de icing) is followed by the second step (anti icing) as a
separate fluid application. After de icing a separate overspray of anti icing fluid is applied to protect the
relevant surfaces, thus providing maximum possible anti ice capability.
Visible Moisture
Fog, rain, snow, sleet, high humidity (condensation on surfaces), ice crystals or when taxiways and/or
runways are contaminated by water, slush or snow.
Visual Meteorological Conditions

Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or
better than specified minima.
Wet Runway
A runway is considered wet when the runway surface is covered with water, or equivalent, less than or
equal to 3 mm or when there is sufficient moisture on the runway surface to cause it to appear reflective,
but without significant areas of standing water.
8.3.4.2 De-Anti-Icing Awareness - The Basic Requirements

1. Responsibility
The person technically releasing the aircraft is responsible for the performance and verification of
the results of the treatment. The responsibility of accepting the performed treatment lies, however,
with the pilot in command. The transfer of responsibility takes place at the moment the aircraft starts
moving under its own power.
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2. Necessity
Icing conditions on ground can be expected when air temperatures approach or fall below freezing
and when moisture or ice occurs in the form of either precipitation or condensation.
Aircraft-related circumstances could also result in ice accretion when humid air at temperatures
above freezing comes in contact with cold structure.
3. Checks
Have you enough information and adequate knowledge in order to dispatch?
8.3.4.3 De-Anti-Icing Aircraft on the Ground: “When, Why and How”

8.3.4.3.1 Communication
To get the highest possible visibility concerning de-/anti-icing, a good level of communication between
ground and flight crews is necessary.
Any observations or points significant to the flight or ground crew should be reported between them.
These observations may concern the weather or aircraft-related circumstances or other factors important
for the dispatch of the aircraft.
Several incidents have shown that increased awareness of one part of the flight/ground crew team could
have avoided a critical situation.
The minimum requirements of communication must comprise the details of when the aircraft was de-iced
and the quality of treatment (type of fluid).
This is summarised by the anti-icing code.
CAUTION
Any uncertainty should not be resolved by transferring responsibility. The only satisfactory answer is clear
communication.
8.3.4.3.1.1 Conditions which Cause Aircraft Icing

1. Weather-related Conditions
Weather conditions dictate the “when” of the “when, why and how” of aircraft de-/anti-icing on the
ground.
Icing conditions on the ground can be expected when air temperatures fall below freezing and when
moisture or ice occurs in the form of either precipitation or condensation. Precipitation may be rain,
sleet or snow. Frost can occur due to the condensation of fog or mist.
To these weather conditions must be added further phenomena that can also result in aircraft ice
accretion on the ground.
2. Aircraft-related Conditions
The concept of icing is commonly associated only with exposure to inclement weather. However,
even if the OAT is above freezing point, ice or frost can form if the aircraft structure is below 0° C (32°
F) and moisture or relatively high humidity is present.
With rain or drizzle falling on sub-zero structure, a clear ice layer can form on the wing upper surfaces
when the aircraft is on the ground. In most cases this is accompanied by frost on the underwing
surface.
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8.3.4.3.2 Checks to Determine the Need to De-ice / Anti-ice

8.3.4.3.2.1 The Clean Wing Concept
Why de-ice / anti-ice on ground? The aircraft performance is certified based upon an uncontaminated or
clean structure. Ice, snow or frost accumulations will disturb the airflow, affecting lift and drag and also
increasing weight. The result on performance can be dramatic.
Aircraft preparation for service begins and ends with a thorough inspection of the aircraft exterior. The
aircraft and especially its surfaces providing lift, controllability and stability must be aerodynamically
clean. Otherwise, safe operation is not possible.
An aircraft ready for flight must not have ice, snow, slush or frost adhering to its surfaces. Exceptions
are sometimes allowed. Refer to FCOM Supplementary Procedures Chapter - Adverse Weather - Cold
weather.
But the critical flying surfaces must definitely be free of any contamination.
8.3.4.3.2.2 External Inspection

An inspection of the aircraft must visually cover all critical parts of the aircraft and be performed from
points offering a clear view of these parts.
These parts are especially:
1. Wing surfaces including leading edges
2. Horizontal stabiliser upper and lower surface
3. Vertical stabiliser and rudder
4. Fuselage
5. Air data probes
6. Static vents
7. Angle-of-attack sensors
8. Control surface cavities
9. Engines
10. Generally intakes and outlets
11. Landing gear and wheel bays
During checks on ground, electrical or mechanical ice detectors should only be used as a back-up
advisory. They are not a primary system and are not intended to replace physical checks.
Ice can build up on aircraft surfaces when descending through dense clouds or precipitation during an
approach.
When ground temperatures at the destination are low, it is possible that when flaps are retracted
accumulations of ice may remain undetected between stationary and moveable surfaces. It is therefore
important that these areas are checked prior to departure and any frozen deposits removed.
Under freezing fog conditions it is necessary for the rear side of the fan blades to be checked for ice
build-up prior to start-up. Any deposits discovered should be removed by directing air from a low flow hot
air source, such as a cabin heater, onto the affected areas.
When slush is present on runways, inspect the aircraft when it arrives at the ramp for slush/ice
accumulations. If the aircraft arrives at the gate with flaps in a position other than fully retracted, those
flaps which are extended must be inspected and, if necessary, de-iced before retraction.
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The flight crew operating manual for individual aircraft types may allow takeoff with a certain amount of
frost on certain parts of the aircraft (refer to the individual FCOM).
It is important to note that the rate of ice formation is considerably increased by the presence of an initial
depth of ice. Therefore, if icing conditions are expected to occur along the taxi and takeoff path, it is
necessary to ensure that all ice and frost is removed before flight. This consideration must extend the
awareness of flight crew to include the condition of the taxiway, runway and adjacent areas since surface
contamination and blown snow are potential causes for ice accretion equal to natural precipitation.
8.3.4.3.3 Responsibility: the De-icing / Anti-icing Decision

1. Maintenance Responsibility
The information report (de-icing / anti-icing code) given to the cockpit is a part of the technical
airworthiness of the aircraft. The person releasing the aircraft is responsible for the performance and
verification of the results of the de/anti-icing treatment. The responsibility of accepting the performed
treatment lies, however, with the PIC.
2. Operational Responsibility
The general transfer of operational responsibility takes place at the moment the aircraft starts moving
by its own power.
8.3.4.3.3.1 Maintenance / Ground Crew Decision

The responsible ground crew member should be clearly nominated. He should check the aircraft for
the need to de-ice. He will, based on his own judgement, initiate de-/anti-icing, if required, and he is
responsible for the correct and complete de-icing and/or anti-icing of the aircraft.
8.3.4.3.3.2 Pilots Decision

As the final decision rests with the PIC, his request will supersede the ground crew member’s judgement
not to de-ice.
As the PIC is responsible for the anti-icing condition of the aircraft during ground manoeuvring prior to
take-off, he can request another anti-icing application with a different mixture ratio to have the aircraft
protected for a longer period against accumulation of precipitation. Equally, he can simply request a
repeat application.
Therefore the PIC should take into account forecasted or expected weather conditions, taxi conditions,
taxi times, holdover time and other relevant factors. The PIC must, when in doubt about the aerodynamic
cleanliness of the aircraft, perform (or have performed) an inspection or simply request a further de-/
anti-icing.
Even when responsibilities are clearly defined and understood, sufficient communication between flight
and ground crews is necessary. Any observation considered valuable should be mentioned to the other
party to have redundancy in the process of decision making.
8.3.4.3.4 The Procedures to De-ice and Anti-ice An Aircraft

When aircraft surfaces are contaminated by frozen moisture, they must be de-iced prior to dispatch.
When freezing precipitation exists and there is a risk of precipitation adhering to the surface at the time
of dispatch, aircraft surfaces must be anti-iced. If both anti-icing and de-icing are required, the procedure
may be performed in one or two steps. The selection of a one or two step process depends upon weather
conditions, available equipment, available fluids and the holdover time required to be achieved.
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When a large holdover time is expected or needed, a two-step procedure using undiluted fluid should
always be considered for the second step.
8.3.4.3.4.1 De-icing
Ice, snow, slush or frost may be removed from aircraft surfaces by heated fluids or mechanical methods
or any other approved methods such as infrared de-icing which is being developed.
For maximum effect, fluids shall be applied close to the aircraft surfaces to minimise heat loss. Different
methods to efficiently remove frost, snow, and ice are described in detail in the ISO method specification.
General De-icing Fluid Application Strategy
The following guidelines describe effective ways to remove snow and ice.
However, certain aircraft may require unique procedures to accommodate specific design features. The
relevant aircraft maintenance or servicing manuals should be consulted.
Engines: Deposits of snow should be mechanically removed (for example using a broom or brush) from
engine intakes prior to departure. Any frozen deposits that may have bonded to either the lower surface
of the intake or the fan blades may be removed by hot air or other means recommended by the engine
manufacturer.
Fuselage: Spray along the top centreline and then outboard; avoid spraying directly onto windows.
Landing gear and wheel bays: Keep application of de-icing fluid in this area to a minimum. It may be
possible to mechanically remove accumulations such as blown snow. However, where deposits have
bonded to surfaces they can be removed using hot air or by careful spraying with hot de-icing fluids. It is
not recommended to use a high-pressure spray.
Vertical surfaces: Start at the top and work downward.
Wings / horizontal stabilisers: Spray from the tip towards the root, from the highest point of the surface
camber to the lowest.
8.3.4.3.4.2 Anti-icing
Applying anti-icing protection means that ice, snow or frost will, for a period of time, be prevented from
adhering to, or accumulating on, aircraft surfaces. This is done by the application of anti-icing fluids.
Anti-icing fluid should be applied to the aircraft surfaces when freezing rain, snow or other freezing
precipitation is falling and adhering at the time of aircraft dispatch.
For an effective anti-icing protection an even film of undiluted fluid is required over the aircraft surfaces
which are clean or which have been de-iced. For maximum anti-icing protection undiluted, unheated Type
II or IV fluid should be used. The high fluid pressures and flow rates normally associated with de-icing are
not required for this operation and, where possible, pump speeds should be reduced accordingly. The
nozzle of the spray gun should be adjusted to give a medium spray.
The anti-icing fluid application process should be continuous and as short as possible. Anti-icing should
be carried out as near to the departure time as is operationally possible in order to maintain holdover
time.
In order to control the uniformity, all horizontal aircraft surfaces must be visually checked during application
of the fluid. The amount required will be a visual indication of fluid just beginning to drip off the leading
and trailing edges.
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Most effective results are obtained by commencing on the highest part of the wing section and covering
from there towards the leading and trailing edges. On vertical surfaces, start at the top and work down.
Surfaces to be protected during anti-icing are:
1. Wing upper surface
2. Horizontal stabiliser upper surface
3. Vertical stabiliser and rudder
4. Fuselage depending upon amount and type of precipitation
Type I fluids have limited effectiveness when used for anti-icing purposes. Little benefit is gained from the
minimal holdover time generated.
8.3.4.3.4.3 Limits and Precautions

1. Aircraft Related Limits
The use of Type II or IV fluids in 100% concentration or 75/25 mixture is limited to aircraft with a
rotation speed (VR) higher than 85 kt. This is to assure the sufficient flow-off of the fluid during takeoff.
2. Temperature Limits
When performing two-step de-icing / anti-icing, the freezing point of the heated fluid used for the first
step must not be more than 3°C above ambient temperature.
The freezing point of the Type I fluid mixture used for either one-step de-icing / anti-icing or as the
second step in a two-step operation shall be at least 10°C below the ambient temperature.
Type II and IV fluids used as de-icing / anti-icing agents have a lower temperature application limit
of -25°C.
The application limit may be lower, provided that a 7°C buffer is maintained between the freezing
point of the undiluted fluid and the outside air temperature. Freezing points are provided in the fluid
manufacturer documentation.
3. Application Limits
Under no circumstances can an aircraft that has been anti-iced receive a further coating of anti-icing
fluid directly on top of the existing film. In continuing precipitation, the original anti-icing coating will
be diluted at the end of the holdover time and re-freezing could begin. Also a double anti-ice coating
should not be applied because the flow-off characteristics during take-off may be compromised.
Should it be necessary for an aircraft to be re-protected prior to the next flight, the external surfaces
must first be de-iced with a hot fluid mix before a further application of anti-icing fluid is made.
4. Precautions
The fluids used should be limited to those complying respectively with standards AMS 1424B/ISO
11075 and AMS 1428C/ISO 11078 for Type I, Type II and Type IV.
AMS 1428C reflects the additional requirements for fluid dry out and flow off behaviour for type IV
fluids. The Airbus consumable materials list and Aircraft Maintenance Manual reflect the new 1428C
standard.
With specific regard to the application of Type IV fluids, and indeed Type II fluids, special care needs to be
taken. Repeated application in dry conditions, as a preventive measure, may leave a residue that when
exposed to precipitation can re-hydrate. This takes the form of a high freeze point gel in aerodynamically
quiet areas of the aircraft. This gel could lead to the restricted movement of control surfaces. To date this
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has only been reported on aircraft types with unpowered flying controls and has not been reported on
Airbus aircraft.
Therefore the aircraft should be frequently cleaned of any residue and/or de-iced using a heated Type I
fluid or hot water prior to the application of Type II or Type IV fluids (two step processes).
De/anti-icing activities should only be carried out by personnel that are fully trained to ISO, SAE or
AEA standards and furthermore that those persons understand their responsibilities and are authorised/
approved to carry out such activities.
For de/anti-icing activities the following standards should be followed:
1. ISO 11076 aircraft de-icing / anti-icing methods with fluids.
2. SAE ARP 4737E aircraft de-icing / anti-icing methods with fluids.
3. AEA recommendations for the de-icing / anti-icing of aircraft on ground,
In order to fully benefit from the longer hold over times of Type IV fluids, they must be used undiluted.
Diluted Type IV are only tested to the same specification as a Type II fluid.
For holdover times and recommendations on Type IV fluid application (in addition to those mentioned in
Tables 2 and 5), Citilink Indonesia should refer to one of the following documents:
1. AEA recommendations for de-icing/anti-icing of aircraft on ground.
2. FSAT bulletin XX-07 (XX = year), entitled FAA-approved de-icing program updates, winter 20XX.
This Canadian aviation regulation standard 622-11, entitled “ground icing operations”
All three documents provide the updated SAE/AEA Type IV fluids holdover times guidelines.
The aircraft must always be treated symmetrically - the left hand and right hand sides (e.g. left wing/right
wing) must receive the same and complete treatment.
Engines are usually not running or are at idle during treatment. Air conditioning should be selected OFF.
The APU may be run for electrical supply but the bleed air valve should be closed.
All reasonable precautions must be taken to minimise fluid entry into engines, other intakes / outlets and
control surface cavities.
CAUTION
Do not spray de-icing / anti-icing fluids directly onto exhausts or thrust reversers.
De-icing / anti-icing fluid should not be directed into the orifices of pitot heads, static vents or directly onto angle-
of-attack sensors.
Do not direct fluids onto flight deck or cabin windows because this can cause cracking of acrylics or penetration
of the window sealing.
All doors and windows must be closed to prevent:

1. Galley floor areas being contaminated with slippery de-icing / anti-icing fluids
2. Upholstery becoming soiled.
Any forward area from which fluid may blow back onto windscreens during taxi or subsequent takeoff
should be free of fluid residues prior to departure. If Type II or IV fluids are used, all traces of the fluid
on flight deck windows should be removed prior to departure, particular attention being paid to windows
fitted with wipers.
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De-icing / anti-icing fluid can be removed by rinsing with clear water and wiping with a soft cloth. Do not
use the windscreen wipers for this purpose. This will cause smearing and loss of transparency.
Landing gear and wheel bays must be kept free from build-up of slush, ice or accumulations of blown
snow.
CAUTION
Do not spray de-icing fluid directly onto hot wheels or brakes.
When removing ice, snow or slush from aircraft surfaces, care must be taken to prevent it entering
and accumulating in auxiliary intakes or control surface hinge areas, i.e. remove snow from wings and
stabiliser surfaces forward towards the leading edge and remove from ailerons and elevators back
towards the trailing edge.
CAUTION
Do not close any door until all ice has been removed from the surrounding area.
A functional flight control check using an external observer may be required after de-icing / anti-icing.
This is particularly important in the case of an aircraft that has been subjected to an extreme ice or snow
covering.
8.3.4.3.4.4 Checks
1. Final Check Before Aircraft Dispatch
No aircraft should be dispatched for departure under icing conditions or after a de-icing / anti-icing
operation unless the aircraft has received a final check by a responsible authorised person.
The inspection must visually cover all critical parts of the aircraft and be performed from points
offering sufficient visibility on these parts (e.g. from the de-icer itself or another elevated piece of
equipment). It may be necessary to gain direct access to physically check (e.g. by touch) to ensure
that there is no clear ice on suspect areas.
2. Pre Takeoff Check
When freezing precipitation exists, it may be appropriate to check aerodynamic surfaces just prior
to the aircraft taking the active runway or initiating the take-off roll in order to confirm that they are
free of all forms of frost, ice and snow. This is particularly important when severe conditions are
experienced, or when the published holdover times have either been exceeded or are about to run
out.
When deposits are in evidence it will be necessary for the de-icing operation to be repeated. If the take-
off location cannot be reached within a reasonable time and/or a reliable check of the wing upper surface
status cannot be made from inside the aircraft, consider a repeat aircraft treatment.
If aircraft surfaces cannot adequately be inspected from inside the aircraft, it is desirable to provide a
means of assisting the flight crew in determining the condition of the aircraft. The inspection should be
conducted as near as practical to the beginning of the departure runway.
When airport configuration allows, it is desirable to provide de-icing/anti-icing and inspection of aircraft
near the beginning of departure runways to minimise the time interval between aircraft de-icing / anti-
icing and takeoff, under conditions of freezing precipitation.
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8.3.4.3.4.5 Flight Crew Information - Communication

No aircraft should be dispatched for departure after a de-icing / anti-icing operation unless the flight
crew has been notified of the type of de-icing / anti-icing operation performed. The ground crew must
make sure that the flight crew has been informed. The flight crew should make sure that they have the
information.
This information includes the results of the final inspection by qualified personnel, indicating that the
aircraft critical parts are free of ice, frost and snow. It also includes the necessary anti-icing codes to allow
the flight crew to estimate the holdover time to be expected under the prevailing weather conditions.
1. Anti-icing Codes
It is essential that flight crew receives clear information from ground personnel as to the treatment
applied to the aircraft.
The AEA (Association of European Airlines) recommendations and the SAE and ISO specifications
promote the standardised use of a four-element code. This gives flight crew the minimum details to
assess holdover times. The use of local time is preferred but, in any case, statement of the reference
is essential. This information must be recorded and communicated to the flight crew by referring to
the last step of the procedure.
Examples of anti-icing codes:
AEA Type II/75/16.43 local/FRA 15 Nov 15

AEA Type II : Type of fluid used
75 : Percentage of fluid/water mixtures by volume 75% fluid / 25% water
16.43 : Local time of start of last application
19 Jan 02 : Date
ISO Type I/50:50/06.30 UTC/ 15 Nov 15

50:50 : 50% fluid / 50 % water
06.30 : Time (UTC) of start of last application
2. Standard Communication Terminology

a) De-icing / anti-icing supervisor:
“Set parking brakes, confirm aircraft is ready for treatment, inform any special requests”
b) PIC:
“Brakes are set, you may begin treatment and observe… (any special requests like: ice under
wing / flaps, clear ice on top of wing, snow on fuselage, ice on landing gear, anti-ice type IV…)”
c) De-icing / anti-icing supervisor:
“We begin treatment and observe…(special requests mentioned above). I will call you back when
ready”.
Only after equipment is cleared from aircraft and all checks are made.
d) De-icing / anti-icing supervisor:
“De-icing / anti-icing completed. Anti-icing code is:… (plus any additional info needed). I am
disconnecting, standby for clear signal at right / left and/or contact ground / tower for taxi
clearance”.
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e) PIC:
“De-icing / anti-icing completed, anti-icing code is…”.
3. Fluid Application and Holdover Time Guidelines

Holdover protection is achieved by anti-icing fluids remaining on and protecting aircraft surfaces for
a period of time.
With a one step de/anti-icing operation holdover begins at the start of the operation and with two-
step, at the start of the second (anti-icing) step. Holdover time will have effectively run out, when
frozen deposits start to form / accumulate on aircraft surfaces.
Due to its properties Type I fluid form a thin liquid wetting film, which gives a rather limited holdover
time, depending on weather conditions. With this type of fluid increasing the concentration of fluid in
the fluid/water mix would provide no additional holdover time.
Type II and Type IV fluids contain a thickener which enables the fluid to form a thicker liquid wetting
film on external surfaces. This film provides a longer holdover time, especially in conditions of
freezing precipitation. With this type of fluid additional holdover time will be provided by increasing
the concentration of fluid in the fluid/water mix, with maximum holdover time available from undiluted
fluid.
The tables 3, 4 and 5 hereafter give an indication of the time frame of protection that could reasonably
be expected under conditions of precipitation.
However, due to the many variables that can influence holdover times, these times should not be
considered as minimum or maximum as the actual time of protection may be extended or reduced,
depending upon the particular conditions existing at the time.
The lower limit of the published time span is used to indicate the estimated time of protection during
heavy precipitation and the upper limit, the estimated time of protection during light precipitation.
CAUTION
The times of protection represented in these tables are for general information purposes only. They are taken
from the ISO/SAE specification however local authority requirements may differ.
The time of protection will be shortened in severe weather conditions. Heavy precipitation rates or high moisture
content, high wind velocity and jet blast may cause a degradation of the protective film. If these conditions occur,
the time of protection may be shortened considerably. This is also the case when the aircraft skin temperature is
significantly lower than the outside air temperature.
The indicated times should therefore only be used in conjunction with a pre-takeoff check.
Table 1 - Guideline for Application of Type I Fluid / Water Mixtures
One-step procedure De- Two-step procedure

OAT (°C)
icing / Anti-icing First step: De-icing Second step: Anti-icing (**)
Water heated to 60°C minimum
-3 and above at the nozzle or a heated mix of
Freezing point of heated (*) fluid and water Freezing point of heated fluid
fluid mixture shall be at least mixture shall not be more than
10°C below actual OAT Freezing point of fluid mixture 3°C above actual OAT
Below - 3 shall be at least 10°C below
actual OAT
(*) Clean aircraft may be anti-iced with unheated fluid.
(**) To be applied before first step fluid freezes, typically within 3 minutes
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Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper temperature limit
shall not exceed 90°C or fluid manufacturer recommendations.
CAUTION
Wing skin temperatures may differ and in some cases may be lower than OAT. A stronger mix (more glycol) can
be used under the latter conditions
Table 2 - Guideline for Application of Type II and IV Fluid Mixtures

Minimum Concentrations as a Function of OAT
Concentration fluid/water by volume (fluid % / water %)
OAT (°C) One-step procedure Two-step procedure
De-/anti-icing First step:c de-icing Second step: anti-icing (**)
50/50 heated (*) Water heated to 60°C minimum 50/50

-3 and above at the nozzle or a heated mix of
Type II or IV Type I, II or IV with water Type II or IV
below -3 to 75/25 heated (*) 75/25

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

(**) To be applied before first step fluid freezes, typically within 3 minutes
Note: For heated fluids, a fluid temperature not less than 60°C at the nozzle is desirable. Upper temperature shall
not exceed 90°C or fluid manufacturer recommendations.
CAUTION
Wing skin temperatures may differ and in some cases may be lower than OAT. A stronger mix (more glycol) can
be used under these conditions. As fluid freezing may occur, 50% type II or IV fluid shall not be used for the anti-
icing step of a cold soaked wing.
An insufficient amount of anti-icing fluid, especially in the second step of a two step procedure, may cause a
substantial loss of holdover time. This is particularly true when using a Type I fluid mixture for the first step (de-
icing).
Table 3 - Approximate Holdover Times Achieved by Type I Fluid Mixtures

Approximate holdover times anticipated under various weather conditions (hours:minutes)
OAT (°C) Frost (*) Freezing fog Snow Freezing Light Freezing Rain on cold
Drizzle (**) rain soaked wings
above 0 0:45 0:12-0:30 0:06-0:15 0:05-0:08 0:02-0:05 0:02-0:05
0 to -10 0:45 0:06-0:15 0:06-0:15 0:05-0:08 0:02-0:05 (***)
Below -10 0:45 0:06-0:15 0:06-0:15
(*) During conditions that apply to aircraft protection for ACTIVE FROST (1)
(**) Use LIGHT FREEZING RAIN holdover times if positive identification of FREEZING DRIZZLE is not possible
(***) CAUTION: Clear ice may require touch for confirmation
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CAUTION
For other weather conditions, i.e. snow pellets, snow grains, ice pellets, moderate and heavy freezing rain, No
holdover time guidelines exist
ISO/SAE Type I fluid / water mixture is selected so that freezing point of the mixture is at least 10°C below actual
OAT.
CAUTION
ISO/SAE Type I fluids used during ground de-icing / anti-icing are not intended for and do not provide ice
protection during flight.
“Active frost” means that the weather condition is such that frost is actually forming.
This in contradiction to the situation that frost has formed on an aircraft, for example, but at the time of
de-icing no frost is forming anymore, so in that case no protection for frost re-formation is needed after
the de-icing, which would be needed if the frost was still forming actively.
Active frost occurs when aircraft surface temperature is at or below 0°C and or below dew point.
Table 4 - Approximate Holdover Times Achieved by Type II Fluid Mixtures
Type II fluid Approximate holdover time anticipated under various weather conditions
mixture (hours:minutes)
OAT concentration Rain
(°C) undiluted Light
Freezing Freezing on cold
fluid / water Frost (*) Snow Freezing
fog Drizzle (***) soaked
(%Vol/%Vol) rain
wings
above 0 100/0 12:00 1:05-2:15 0:20-1:00 0:30-1:00 0:15-0:30 0:05-0:40
75/25 6:00 0:50-1:45 0:15-0:40 0:20-0:45 0:10-0:25 0:05-0:25
50/50 4:00 0:15-0:35 0:05-0:15 0:05-0:20 0:05-0:10
0 to -3 100/0 8:00 0:35-1:30 0:20-0:45 0:30-1:00 0:15-0:30
75/25 5:00 0:25-1:00 0:15-0:30 0:20-0:45 0:10-0:25
50/50 3:00 0:15-0:35 0:05-0:15 0:05-0:20 0:05-0:10 (****)
Below 100/0 8:00 0:30-1:05 0:15-0:35 0:15-0:45 0:10-0:30
-3 to -14 75/25 5:00 0:20-0:55 0:15-0:25 0:15-0:30 0:10-0:20
(**) (**)
Below
-14 to 100/0 8:00 0:15-0:20 0:15-0:30
-25
Below 100/0 ISO/SAE Type II fluids may be used below -25°C provided that the freezing point
-25 of the fluid is at least 7°C below OAT and that aerodynamic acceptance criteria
are met. Consider the use of Type I fluid when Type II fluid cannot be used.
(**) The lowest authorised temperature is limited to -10°C
(***) Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible
(****) CAUTION: Clear ice may require touch for confirmation
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CAUTION
holdover time guidelines exist.
ISO/SAE Type II fluids used during ground de-icing / anti-icing are not intended for and do not provide ice
Table 5 - Approximate Holdover Times Achieved by Type IV Fluid Mixtures
Type IV fluid Approximate holdover time anticipated under various weather conditions
mixture (hours:minutes)
OAT concentration Rain
(°C) undiluted Light
Freezing Freezing on cold
fluid / water Frost (*) Snow Freezing
Fog Drizzle (**) soaked
(%Vol/%Vol) Rain
wings
above 0 100/0 18:00 1:05-2:15 0:35-1:05 0:40-1:00 0:25-0:40 0:10-0:50
75/25 6:00 1:05-1:45 0:20-0:40 0:30-1:00 0:15-0:30 0:05-0:35
50/50 4:00 0:20-0:35 0:05-0:20 0:10-0:20 0:05-0:10
0 to -3 100/0 12:00 1:05-2:15 0:30-0:55 0:40-1:00 0:25-0:40
75/25 5:00 1:05-1:45 0:20-0:35 0:30-1:00 0:15-0:30
50/50 3:00 0:20-0:35 0:05-0:15 0:10-0:20 0:05-0:10 (****)
Below 100/0 12:00 0:40-1:30 0:20-0:40 0:20-0:55 0:10-0:30
-3 to -14 75/25 5:00 0:25-1:00 0:15-0:25 0:20-0:55 0:10-0:30
(**) (**)
Below
-14 to 100/0 12:00 0:20-0:40 0:15-0:30
-25
below 100/0 ISO/SAE Type IV fluids may be used below -25°C provided that the freezing point
-25 of the fluid is at least 7°C below OAT and that aerodynamic acceptance criteria
are met. Consider the use of Type I fluid when Type IV fluid cannot be used.
(**) The lowest authorised temperature is limited to -10°C
(***) Use Light Freezing rain holdover times if positive identification of Freezing Drizzle is not possible
(****) CAUTION: Clear ice may require touch for confirmation
CAUTION
holdover time guidelines exist.
ISO/SAE Type IV fluids used during ground de-icing / anti-icing are not intended for and do not provide ice
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8.3.4.3.5 Pilot Techniques

The purpose of this section is to deal with the issue of ground de icing / anti icing from the pilot’s point
of view. The topic is covered in the order it appears on cockpit checklists and is followed through, step
by step, from flight preparation to takeoff. The focus is on the main points of decision making, flight
procedures and pilot techniques.
For additional information refer to Airbus FCOM Supplementary Procedures chapter - Adverse Weather
- Cold Weather or Boeing FCOM SP.
8.3.4.3.5.1 Receiving Aircraft

When arriving at the aircraft, local advice from ground maintenance staff may be considered because
they may be more familiar with local weather conditions. If there is nobody available or if there is any
doubt about their knowledge concerning de-icing / anti-icing aspects, pilots have to determine the need
for de-icing / anti-icing by themselve.
Checks for the need to de-ice / anti-ice are presented in Airbus FCOM and Airbus publication “Getting to
Grips” with cold weather operations, or Boeing FCOM SP.
If the prevailing weather conditions call for protection during taxi, pilots should try to determine ETD to be
in a position to get sufficient anti icing protection regarding holdover time.
This message should be passed to the de icing / anti icing units, the ground maintenance, the boarding
staff, dispatch office and all other units involved.
8.3.4.3.5.2 Cockpit Preparation

Before treatment, avoid pressurising or testing flight control systems.
Try to make sure that all flight support services are completed prior to treatment to avoid any delay
between treatment and start of taxiing.
During treatment observe that:
1. Engines are shut down or at idle
2. APU may be used for electrical supply, bleed air OFF
3. Air conditioning should be OFF
4. All external lights of treated areas must be OFF
Consider whether communication and information with the ground staff is/has been adequate.
A specific item included in the normal cockpit preparation procedures is recommended.
The minimum requirement is to receive the anti icing code in order to figure out the available protection
time from the holdover timetable.
Do not consider the information given in the holdover timetables as precise. There are several parameters
influencing holdover time.
The time frames given in the holdover timetables consider the very different weather situations world-
wide. The view of the weather is rather subjective; experience has shown that a certain snowfall can
be judged as light, medium or heavy by different people. If in doubt, a pre take-off check should be
considered.
As soon as the treatment of the aircraft is completed, proceed to engine starting.
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8.3.4.3.5.3 Taxiing
During taxiing, the flight crew should observe the intensity of precipitation and keep an eye on the aircraft
surfaces visible from the cockpit. Ice warning systems of engines and wings or other additional ice
warning systems must be considered.
Sufficient distance from the preceding aircraft must be maintained as blowing snow or jetblasts can
degrade the anti icing protection of the aircraft.
The extension of slats and flaps should be delayed, especially when operating on slushy areas. However,
in this case slat / flap extension should be verified prior to takeoff.
8.3.4.3.5.4 Takeoff
Recommendations given in FCOM of individual aircraft types regarding performance corrections (effect
of engine bleeds) or other procedures applied when operating in icing conditions should be considered.
8.3.4.3.5.5 General Remarks

In special situations flight crews must be encouraged not to allow operational or commercial pressures
to influence decisions. The minimum requirements have been presented here, as well as the various
precautions.
If there is any doubt due to the wing is contaminated, do not continue.
As in any other business, the key factors to keep procedures efficient and safe are awareness,
understanding and communication.
If there is any doubt or question at all, ground and flight crews must communicate with each other.
Reference:
1. Cold Weather Procedure
a) Airbus FCOM PRO-NOR-SUP-ADVWXR or
b) Boeing FCOM SP
2. Flight Operations in Icing Conditions
a) Airbus FCTM PR-NP-SP 10-10-1 or
b) Boeing FCOM SP
3. Contaminated Runways
a) Airbus FCOM PRO-NOR-SUP-ADVWXR or
b) Boeing FCOM SP
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8.4 Flight Procedure
8.4.1 VFR / IFR Policy
All flights are normally conducted under IFR rules except authorised by the VP Flight Operations.
Generally, only non-revenue flights in the case of local flight, of small flight or of small part of a flight may
be conducted under VFR rules.
Air Traffic Controller must be used for all flights whenever available.
A flight must not be commenced unless an ATC flight plan has been submitted, or adequate information
has been deposited in order to permit alerting services to be activated if required.
The Instrument Approach Procedures that are allowed for Citilink Indonesia Operations are:
1. ILS Approach
2. VOR/DME Approach
3. RNP Approach
4. NDB Approach
Non-precision approaches are those that provide lateral guidance only (e.g. NDB or VOR Approaches).
They may provide advisory information on the vertical profile, but not any guidance on the path that must
be followed (e.g. VOR-DME approaches)
Precision Approaches are those that provide guidance on lateral as well as the vertical profile (e.g. ILS
approach).
The highest level of automation shall be used for the Instrument Approach.
8.4.1.1 Change From IFR To VFR

An aircraft electing to change the conduct of its flight from compliance with the IFR to compliance with
the VFR must notify the appropriate ATC unit to specify that IFR flight is cancelled. No reply other than
the acknowledgement “IFR FLIGHT CANCELLED AT ... (TIME)” should normally be made by the ATC.
When an aircraft operating under IFR is flown in or encounters VMC, it must not cancel its IFR flight
unless it meets VFR requirements refer to OM Part A - Chapter 8.1.1.1 anticipated, and intended that the
flight will be continued for a reasonable period of time VFR.
8.4.1.2 Simulated Abnormal Situation In Flight

Simulations of abnormal or emergency situations requiring the application of part or all of abnormal
or emergency procedures and simulation of IMC conditions by artificial means are forbidden during a
revenue flight.
8.4.1.3 Meteorological Conditions / Minima

On an flight a PIC shall only:
1. Commence takeoff; or continue beyond the point from which a revised flight plan applies in the event
of inflight re-planning, when information is available indicating that the expected weather conditions,
at the time of arrival, at the destination and/or required alternate aerodrome(s) are at above the
planning minima.
2. Continue towards the planned destination aerodrome when the latest information available indicates
that, at the expected time of arrival, the weather conditions at the destination, or at least one
destination alternate aerodrome, are at or above the applicable aerodrome operating minima.
3. Abort the VMC approach, if visual reference is lost
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8.4.1.4 Instrument Departure and Approach Procedures

Instrument departure and approach procedures established by the authority in which the aerodrome is
located have to be used (See Operations Manual Part C - Route and Airport Information).
However, a PIC may accept an ATC clearance which deviates from above, provided obstacle clearance
criteria are observed and full account is taken of the operating conditions. The final approach must be
flown visually or in accordance with the established instrument approach procedure.
Different procedures (e.g. EOSID) may be implemented if approved by the Authority. An aircraft should
not descend in IMC below the minimum (sector) safe altitude (MSA) as shown on the instrument approach
chart until it is established in the approved approach or holding procedure.
In the vicinity of the airport an approach may be conducted by visual manoeuvring (circling) under IFR
rules if this type of approach is cleared by the ATC and if weather conditions permit it. If visual reference
is lost, the circling approach must be aborted.
The minima for a specific type of approach and landing procedure are considered applicable if:
1. The navigation facilities shown on the respective chart required for the intended procedure is
operative;
2. The aeroplane systems required for the type of approach are operative;
3. The required aeroplane performance criteria are met; and
4. The crew is qualified accordingly.
Any increment imposed by the Authority must be added to the minima specified in accordance with
company minima.
8.4.1.5 Takeoff Conditions

Before commencing takeoff, a PIC must satisfy himself that:
1. The RVR or visibility in the takeoff direction of the aeroplane is equal to or better than the applicable
minimum and
2. The condition of the runway intended to be used should not prevent a safe takeoff and departure
8.4.1.6 Commencement and Continuation of An Approach

Before commencing an approach to land, the PIC must satisfy him/herself that, according to the
information available to him/her, the conditions of the intended approach permit a safe approach, landing
or missed approaches, conditions that shall be considered include the following:
1. Crew Qualification Minimums, and
2. Onboard equipment, status and limitations, and
3. Ground based equipment required, and
4. Citilink Indonesia operating minima, and
5. Performance limitations of the airplane
The inflight determination of the landing distance should be based on the latest available report, preferably
not more than 30 minutes before expected landing time. The PIC 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.
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Where RVR is not available, RVR values may be derived by converting the reported visibility in accordance
with Visibility RVR Conversion table.
If, after passing the outer marker or equivalent position in accordance with above, the reported RVR/
visibility falls below the applicable minimum, the approach may be continued to DA/H or MDA/H.
Where no outer marker or equivalent position exists, the PIC shall make the decision to continue or
abandon the approach before descending below 1,000 ft AAL on the final approach segment. If the MDA/H
is at or above 1,000 ft AAL, Citilink Indonesia shall establish a height, for each approach procedure,
below which the approach shall not be continued if the RVR/visibility is less than the applicable minima.
The approach may be continued below DA/H or MDA/H and the landing may be completed provided that
the required visual reference is established at the DA/H or MDA/H and is maintained.
8.4.1.7 Stabilized Approach

8.4.1.7.1 Stabilized Approach Criteria
The objective is to be stabilized on the final descent path at VAPP in the landing configuration, at 1,000
ft AFE (Above Field Elevation) in instrument conditions, (or at 500 ft AFE in visual conditions).
In order to be stabilized, all of the following conditions must be verified before, or at this stabilization
height:
1. The aircraft is on the correct lateral and vertical flight path
2. The aircraft is in the desired landing configuration
3. The thrust is stabilized, usually above idle, in order to maintain the target approach speed along the
desired final approach path
4. There is no excessive flight parameter deviation.
If the aircraft is not stabilized on the approach path in landing configuration in the following conditions:
1. At 1,000 ft AFE (Above Field Elevation) in instrument conditions, or
2. At 500 ft AFE (Above Field Elevation) in visual conditions,
Then a go around must be initiated unless the flight crew estimates that only small corrections are
necessary to rectify minor deviations from stabilized conditions due, amongst others, to external
perturbations.
Note : PM shall make calls-out if the flight parameters exceeding and/or landing configuration not set.
8.4.1.7.2 Stabilized Instrument Approach Point

All instrument approaches, or straight-in visual approaches, are to be stabilized by 1,000 feet AGL. This
means that the aircraft must be fully configured for landing, at an appropriate speed, and complying with
all other stabilised approach criteria as detailed in paragraph 8.4.1.7.1. If a flight is not stable at 1,000 ft
AGL, a go-around must be performed.
At 1,000 ft AGL, PM will announce “1,000 feet” and PF will announce “stabilized” if the flight is
stabilized. If the flight is not stabilized at 1,000 ft AGL then the correct response from the PM is “NOT
stabilized”. This should be annunciated without any delay or hesitation, and a Go-around performed
immediately by PF.
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8.4.1.7.3 Stabilized Visual Approach Point

For the purposes of this restriction, a visual approach is a pattern consisting of at least a base leg and
final approach, flown without ATC guidance, when in clear visual contact with the runway. The correct
visual approach procedure as detailed in Airbus FCOM PRO-NOR-SOP or Boeing FCTM Chapter 5 must
be flown, with no deviation.
If an ATC approved visual circuit is being flown the aircraft must be fully configured by at least 500 feet
AGL. No later than 500 ft AGL, the aircraft must be established on the correct approach path (laterally as
well as vertically), in the landing configuration, complying with ALL Stabilized Approach criteria detailed
at OM Part A - Chapter 8.4.1.7.1.
At 500 ft PM will call “500 feet” and PF will call “STABILIZED” respectively. If the aircraft does not
fulfil the criteria at either point then “NOT stabiliZed” must be called without delay or hesitation, and
a Go-Around performed immediately by PF.
Note : A straight-in visual approach, or instrument approach that has transitioned to visual references does not
qualify under this restriction as a visual approach and therefore must be stabilised by 1,000 ft AGL as described at
“8.4.1.7.2 Stabilized Instrument Approach Point” on page 180
8.4.1.7.4 Stabilized Circling Approach Point

For the purposes of this restriction, a circling approach is the visual phase of an instrument approach
to reposition the aircraft for landing on a runway which is not suitably located for a straight-in approach.
The circling approach procedure as detailed in Airbus FCOM PRO-NOR-SOP or Boeing FCTM Chapter
5 must be flown.
At final leg the aircraft must be established on the correct approach path (laterally as well as vertically),
in the landing configuration, complying with ALL Stabilized Approach criteria detailed at OM Part A -
Chapter 8.4.1.7.1.
If the aircraft does not fulfill the criteria at either point then “NOT stabilized” must be called without
delay or hesitation, and a Go-around performed immediately by PF.
8.4.1.7.5 Maintaining Stabilized Approach Criteria

Stabilized approaches should remain within the criteria described at OM Part A - Chapter 8.4.1.7.1 -
Stabilized Approach Criteria. The flight crew must initiate a go-around if unable to maintain the stabilized
approach criteria unless only small corrections are required to rectify minor deviations from stabilised
conditions due, amongst others, to external perturbations.
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Exceedance and Associated PM Callout
Parameter Exceedance Callout
IAS Speed target +10 kt / -5 kt “SPEED”
V/S > -1,200 ft/min “SINK RATE”
Pitch attitude +10 ° / -2.5 °(1) “PITCH”
Bank angle 7° “BANK”
Localizer Excess 1/2 dot PFD “LOC”
ILS only Deviation
Glide slope 1/2 dot PFD “GLIDE”
XTK greater than 0.1 nm “CROSS TRACK”
V/DEV greater than 1/2 dot “V/DEV”
NPA Course greater than 2.5 °(VOR) “COURSE”
Course greater than 5 ° (ADF) “COURSE”
Altitude Distance check “__FT HIGH (LOW)”
(1)
The pitch attitude upper threshold becomes +7.5 ° or A321.
Note: Following a PM flight parameter exceedance call out, the suitable PF response will be:
• Acknowledge the PM callout, for proper crew coordination purposes
• Take immediate corrective action to control the exceeded parameter back into the defined stabilized conditions
• Assess whether stabilized conditions will be recovered early enough prior to landing, otherwise initiate a go-
around.
8.4.1.8 Departure Contingency Procedures

A failure or malfunction of a component during a takeoff, or initial climb, calls for utmost cooperation of all
crew members. To be well prepared for this situation a thorough briefing is essential.
8.4.1.8.1 Malfunctions During Takeoff

The decision to reject a takeoff shall be based on all relevant factors such as: type of malfunction, speed
at the time of the failure, mass, runway condition etc.
Published takeoff performance data are calculated to ensure that accelerate-stop distance, takeoff
distance and takeoff run are within limits for the given runway with due consideration to ambient conditions
such as wind, temperature and pressure. A single value of V1 is used for the stop and go cases. Line-Up
loss is included but should always be minimized by the crew.
Published takeoff performance data should permit a complete stop of the aeroplane on the remaining
runway provided that:
1. First action is initiated latest at V1;
2. The runway is dry;
3. Full braking is applied (Autobrake MAX).
Note: Reverse thrust further decelerates the aeroplane although it is not included in the accelerate-stop distance
calculation.
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8.4.1.8.1.1 Engine Failure Before V1

With due consideration to the factors above the following policy applies:
Engine Failure Before V1 = Reject Takeoff
Note that in some conditions an engine failure may be difficult to recognize. For instance a partial power
loss in crosswind conditions may not cause much yaw; or a seizure may be so abrupt as to be mistaken
for a structural failure of the aeroplane.
On the other hand, an engine failure at low speeds shall produce a marked yaw, and only a timely
rejection of the takeoff shall enable control within the confines of the runway width.
The crew actions, interactions and task sharing shall be as per Airbus FCTM PR-NP-SOP-160.
8.4.1.8.1.2 Engine Failure After V1

The clearance from the obstacles is the responsibility of Citilink Indonesia, and in accordance with the
provisions of ICAO Doc 8168, Engine Failure Procedure charts have been published. If the chart path
is followed, then obstacle clearance is assured in an Engine out condition and all Runway analysis has
been computed on this basis.
The flight path shall be selected so as to achieve maximum terrain clearance as soon as possible and
shall be on of the following:
1. Engine Out SID on the Runway Analysis (if applicable):
The aircraft is flown on the extended runway centerline to the first turning point and then flown to
complete Engine Out SID as specified.
The aircraft must not be accelerated until:
a) The MSA has been achieved prior to all turns being completed and the aircraft may be accelerated
after completion of the Engine Failure Procedure (“Engine Secured”); or
b) All the turns specified in the Engine-Out SID have been completed and the aircraft has attained
the minimum acceleration altitude/height specified on the relevant performance and limitation; or
c) Proceed as directed by ATC, follow SID; or
d) Manoeuver for an instrument letdown; or
e) Other Obstacle Clearance Altitude requirements has been achieved.
2. Straight Ahead Procedure: Where there is no EOSID on the Runway Analysis chart, then the aircraft
is flown on the extended runway centerline until all four segments of the takeoff are completed, with
consideration of:
a) Circling Minima;
b) Minimum Safe Altitude;
c) Other Obstacle Clearance Altitude requirements.
3. Follow SID
The SID’s do not guarantee EO climb obstacle clearance. Procedure Design Gradient (PDG) for SID
is assumed 3.3% unless otherwise published.
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Notes:
- If an EOSID procedure requires the aircraft to “track” (e.g.”track 250 Deg (M)”), and then the aircraft must
be flown on a heading adjusted for drift so that the required track is followed.
- The above are the general procedures to be followed in the event of an engine failure after V1 or in a Go-
Around; the individual crew actions, interactions and task sharing shall be as per the FCOM.
8.4.1.8.1.3 Turns After Takeoff

Turns up to a bank angle of 15o may be executed until passing a height of 400 ft AGL.
Turns up to a bank angle of 30o may be executed at or above a height of 400 ft AGL.
Note: For some special Category ‘C’ airports, the minimum altitude for turns after takeoff may be exempt.
8.4.1.8.1.3.1 Continuing Flight After Abnormal and Emergency Situation

Flight Crew must have technical evaluation, assessment and consideration before continuing the flight
after Rejected Takeoff, Engine Failure and other abnormal and emergency situation i.e.:
1. Wheel and brake condition after Rejected Takeoff
2. Fuel requirements
3. Engine condition after Engine Relight succesfully
4. Etc
Refer to Quick Operational References (QOR) - CRM Guidance During Abnormal and Emergency
Situation.
8.4.1.8.1.4 Engine Fire

Engine fire during takeoff shall be performed as an engine failure for related procedure.
8.4.1.8.1.5 Tyre / Wheel Trouble

Tyre burst on takeoff may affect the braking severely and will be performed at PIC’s discretion. If the
takeoff is continue a runway inspection should be requested. Retraction of the landing gear should
be avoided as it may cause more damage and increase the risk of fire. Engine parameters should be
checked carefully as ingestion of rubber is possible.
8.4.1.9 Overweight Landing

An Overweight Landing shall be performed in abnormal and emergency situation. The Actual Takeoff
Weight of the aircraft was calculated that the Estimated Landing Weight at destination or alternate airport
would not exceed the allowable Maximum Landing Weight as specified in the Airbus FCOM-LIM-AG-
WGHT and Boeing FCOM Chapter L.
If for some reason (i.e wind change, shorter route, etc), the landing is expected to be overweight, the
crew shall modify the flight profile (lower Flight Level, early configuration, holding, etc) to ensure that the
landing will be below the Maximum Landing Weight.
When landing at an airport not being the flight plan destination, the Actual Landing Weight could be
considerably higher than the Maximum Landing Weight.
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Any landing with a weight in excess of above the Maximum Allowed Landing Weight shall be reported in
both the Aircraft Maintenance Log and a Trip Report.
When a hard landing (G-Load Warning appear for Airbus fleet) is made at any weight, the “hard landing
inspection” for the aircraft type concerned shall be carried out.
Refer to Airbus QRH ABN-25.07 OVERWEIGHT LANDING or Boeing FCTM Chapter 6.
8.4.1.10 Noise Abatement Procedure

The design of Noise Abatement Procedures ensure that the necessary safety of flight operations is
maintained whilst minimizing exposure to noise on ground. If charted, they must be complied with, but
pilot prompted by safety concerns can refuse a runway offered for noise preferential reasons.
Noise Abatement Procedures will not be conducted in conditions of significant turbulence or windshear.
PIC must not perform or no longer apply Noise Abatement Procedure, if conditions preclude the safe
execution of the procedure and the minimum required obstacle clearance.
Refer to Airbus FCTM PR-NP-SOP-120

Refer to Boeing FCTM Chapter 3.30
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8.4.1.11 Normal Checklist Policy
The PIC shall assure that the flight crew utilizes checklists to ensure compliance with operating procedure
contain on the FCOM and the requirement of the aircraft certificate of airworthiness.
The use of an update checklist for normal and emergency operation is compulsory. One checklist must
be within immediate reach at each flight-crew station.
The items on the checklist shall be called out separately in a loud and clear voice. The exact terminology
of the cockpit checklist shall be adhered to:
1. Interruptions by other crew members or ground engineers shall, whenever possible be avoided.
2. When interrupted by radio communications, checklist reading shall be stopped until it finished.
8.4.1.12 Crew Workload During Night and IMC Instrument Approach and Landing Operation
Citilink Indonesia suggests the maximum use of the automatic systems of the aircraft. The Airbus FCOM
or Boeing FCOM procedures indicate task sharing between PF and PM without specifying the real
position of PF.
This was intentionally done to allow the possibility of the CM2 to be the PF for Non-Low Visibility Operation
(LVO) approaches. However, the task sharing for a CAT II / CAT III approach is that CM1 is PF and CM2
is PM, without exception.
Workload must be distributed in such a way that the PF primary tasks are supervising and decision
making, and PM primary task is monitoring operation of the automatic system.
In summary the tasks are shared as follows:
PF:
1. Have hands on controls and thrust levers throughout the approach, landing or Go-Around below
2,500 ft AAL
2. Makes FCU selections (if any)
3. Takes manual control in the event of AP disconnection
4. Monitors flight instruments
5. Approaching DA(H) / MDA, starts to look for visual references, progressively increasing external
scanning as DA(H) / MDA is approached.
6. At or before DA(H) / MDA (if his decision is to continue), calls “CONTINUE”
7. Scans mostly head-up to monitor the flight path and flare
8. Monitors thrust reduction and for “RETARD” callout for Airbus Fleet
9. Sets thrust levers to idle
10. Selects and controls reverse thrust
Additionally, for Autoland (if applicable) - Disengages autopilot when taxi speed is reached.
PM:
1. Monitors flight instruments head-down throughout approach, go-around or landing until rollout is
completed
2. Calls any deviation or failure warning
3. Calls-out “500 FEET” at 500 ft AAFE
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4. Calls barometric heights as required, and monitors auto call-out or calls radio heights including “100
ABOVE”
5. Monitors FMA and calls mode changes as required.
6. At DA (H) / MDA, calls “MINIMUM”; if no response from PF, initiates a go-around.
Additionally, for Autoland / LVO Approaches (if applicable):

1. Monitors flare by flight instruments;
2. Monitors lateral guidance during flare by yaw bar on PFD;
3. Monitors automatic ground roll by scanning alternately instruments and external references
8.4.2 Navigation Procedures

Citilink Indonesia Aircraft are equipped with a comprehensive and high standard of navigation equipment.
The general principle is that for all operations:
1. Carry out independent cross checks of keyboard entries where these affect the flight path.
2. Navigation equipment is checked for serviceability and normal operation before each flight. Once in
flight, verification of the accuracy of the navigation system is to be made.
3. Reliance must not be placed on raw data information derived from ground beacons until the
appropriate coded signal has been identified and confirmed by both pilots.
4. In flight, navigation aids should be selected periodically, to confirm the accuracy of the FMGS (Airbus)
/ FMS (Boeing), and to be readily available for use if the primary equipment gives indications of
inaccuracy or malfunction.
5. If any doubt exists about the accuracy of the FMGC (Airbus)/FMC (Boeing)/GPS/IRS, the position
is to be established using the detailed operational procedures set out in Airbus FCOM PRO-NOR-
SRP-01-50 or Boeing FCOM Chapter SP.11.
6. Flight crews must remain alert to the possibility of errors in programming or performance, and be
prepared to revert to a lower level of navigation equipment and procedure.
7. The relevant approved Enroute Chart shall be available to both pilots to monitor routings, MORA’s,
danger areas etc.
8.4.2.1 Routes and Areas of Operation

Operations shall only be conducted along such routes or within such areas, for which:
1. Ground facilities and services, including meteorological services, are provided which are adequate
for the planned operation;
2. The performance of the aeroplane intended to be used is adequate to comply with minimum flight
altitude requirements;
3. The equipment of the aeroplane intended to be used meets the minimum requirements for the
planned operation;
4. Appropriate maps and charts are available;
5. If two-engine aeroplanes are used, adequate aerodromes are available within the time / distance
limitations;
6. Operations shall be conducted in accordance with any restriction on the routes or the areas of
operation, imposed by the DGCA.
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8.4.2.2 Inflight Procedures
Standard navigational procedures and system requirements including policy for carrying out independent
cross checks of keyboard entries where they affect the flight path followed by the aircraft are detailed in
FCOM.
Specific “Long range navigation” and “Polar navigation” procedures when applicable are also included in
above-mentioned documentation.
In the event of degradation of aircraft performance, flight crew shall use standard phraseologies to inform
the ATC “Unable RNP (specify type) (or RNAV) due to (reason e.g equipment, weather, loss of RAIM etc).
Conventional Navigation
Conventional navigation procedures are based on the availability of satisfactory ground navigation aids,
infrastructures (VOR, DME, NDB...), and aircraft navigation systems, which enable navaid to navaid
navigation. Large safety margins mandated with respect to aircraft separation contribute to airspace
saturation in certain areas.
ARea NAVigation (RNAV)

ARea NAVigation (RNAV) allows to navigate “point-to-point”, the aircraft position being determined by
the on board navigation system using the information from several navigation aids such as VOR/DME
or DME/DME or GNSS (GPS). It is not needed to navigate directly to and from the navigation aids. For
example, this allows to create approach constituated by a succession of non-aligned straight segments.
But in all cases, the path is geographically defined.
Inertial reference system (IRS) allows to extend this “Aera Navigation” further than the range of the
navigation aids.
The Performance Based Navigation (PBN)

The Performance Based Navigation (PBN) concept specifies RNAV system performance requirements in
terms of accuracy, integrity, availability, continuity and functionality needed for the proposed operations in
the context of a particular Airspace Concept, when supported by the appropriate navigation infrastructure.
In that context, the PBN concept represents a shift from sensor-based to performance-based navigation.
8.4.2.3 Performance Based Navigation Concept

The Performance Based Navigation concept (PBN) specifies a required level of navigation performance,
which is characterized by a navigation accuracy level associated with the considered route or procedure.
It is defined by a value “X”, which is the max lateral distance from the track centerline that aircraft may
deviate for 95% of flight time.
Typical examples of navigation performance:
Oceanic area (en-route) : ............. X = 10
Continental area (en-route) : ............. X = 5
Terminal area (SID or STAR) : ............. X = 1
Approach : ............. X = 0.3
The value “X” is function of the type of Airspace / procedure and availability of ground navigation aids or
of GNSS.
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The PBN concept includes:

1. RNAV navigation specifications, and
2. RNP navigation specifications
8.4.2.3.1 RNAV “X” Specifications

RNAV specifications are based on RNAV techniques. Consequently the navigation performance is
associated with the aircraft systems (Navigation, Guidance, Display), the flight crew training and the
type/location of navigations aids (ground Nav aids, GNSS).
Citilink Indonesia must ensure that Aircraft equipments (refer to Flight Manual) and flight crew training
and Nav aids availability comply with the required navigation performance level “X” before starting RNAV
“X” operations. An operational approval may be required by the authorities. Accuracy but also integrity,
availability and continuity must be considered.
8.4.2.3.2 RNP “X” Specifications

RNP specifications is based on Required Navigation Performance (RNP) when in addition to the RNAV
capability, an on board monitoring and alerting system is implemented to warn the flight crew when the
actual navigation performance is insufficient.
RNP”X” = RNAV”X” + Monitoring + Alert
The RNP concept ensures that the aircraft remains contained within a specific volume of airspace,
without requiring an outside agent to monitor its accuracy and integrity.
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8.4.2.3.3 Airspace Designation
Remark:
The existing RNP 10 designation is inconsistent with PBN RNP and RNAV specifications. RNP 10 does
not include requirements for on-board performance monitoring and alerting.
Renaming current RNP 10 routes, operational approvals etc. to a RNAV 10 designation would be an
extensive and expensive task, which is not cost effective. Consequently, any existing or new operational
approvals will continue to be designated RNP 10, and any charting annotations will be depicted as RNP
10.
8.4.2.4 RNAV/RNP Aircraft Navigation Systems

The certified capability and the approved FMGS modes of operation are given in the Aircraft Flight
Manual (AFM).
Airbus aircraft with GPS PRIMARY have a statement in the AFM on RNP capability.
For aircraft without GPS PRIMARY, there is no such statement in the AFM as the RNP concept did not
exist at the time of certification. However, RNP-0.3 capability is usually accepted when the DME/DME
position can be ensured during the whole procedure.
8.4.2.4.1 Aircraft Without GPS Primary

For these aircraft, navigation performance is function of the ground radio navaid infrastructure.
Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which
implies a time limitation in direct relation to the RNP value to be achieved.
8.4.2.4.2 Aircraft With GPS Primary

When GPS PRIMARY is available in flight, the on-board navigation performance exceeds the currently
known requirements for any kind of route, in Approach, the Alarm limit (AL) is set to 0.3 NM (containment
limit).
The availability of GPS PRIMARY, on any given route, is a function of the:
1. Satellite constellation configuration
2. Aircraft equipment
3. Aircraft’s geographical position
4. Required navigation accuracy
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GPS Availability
Depending on which type of RNP value is envisaged, and which type of navigation mode is available,
a preflight verification of GPS PRIMARY availability may be required when part of the planned route is
outside radio navaid coverage.
For example:
- The navigation system of A300 B2/B4s equipped with GNLU can either use GPS or DME sensors.
When the aircraft is outside radio navaid coverage, GPS becomes the sole means of navigation,
therefore GPS availability must be verified prior to the flight.
- For other Airbus models, IRS navigation is available as an ultimate means of navigation. Therefore,
a temporary loss of GPS PRIMARY may be acceptable, depending on the RNP value desired.
- If GPS accuracy is needed for a Non Precision Approach, at destination or at alternate, then GPS
availability at the ETA at this airport must be checked prior to departure.
GPS Integrity
With the GPS PRIMARY function, the Receiver Autonomous Integrity Monitoring (RAIM) of Honeywell
FMS or the Autonomous Integrity Monitored Extrapolation (AIME) of Litton FMS ensures navigation
position integrity.
Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with:
1. 99.9% probable maximum error, assuming a satellite failure.
2. Guaranteed containment distance, even with undetected satellite failures.
3. Comparison to an Alarm Limit (AL) function of the area of operation.
8.4.2.5 RNAV Instrument Approach Procedure (RNAV IAP)

RNAV approaches are now associated with GPS. It may be considered that RNAV approaches based on
ground Nav aid VOR DME or DME DME are no more used.
The term “RNAV IAP” covers different kinds of approaches:
1. RNAV approach, procedure, requiring VOR DME updating (no more used).
2. RNAV approach, requiring DME DME updating (very limited used).
3. RNAV GNSS or GPS approach requiring GPS updating.
4. RNAV approach with associated RNP value, with and/or without GPS also called Basic RNP IAP
(very limited used).
To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the FMS for Airbus
aircraft.
RNAV approaches without GPS are possible, provided it has been verified that, for each specific
procedure, FMS navigation radio updating will support the required accuracy.
8.4.2.5.1 RNAV (GNSS or GPS)

They require a FMS equipment with GPS position update and RAIM integrity or equivalent (Litton AIME).
These IAPs are sometimes published as GPS approaches but GPS Approach are progressively renamed
RNAV (GNSS or GPS) All Airbus aircraft with the GPS PRIMARY function can fly this kind of IAP.
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These approaches are necessarily coded in the WGS 84 co-ordinates system.
Both RNAV (GNSS or GPS) and RNAV (RNP) approaches are merging in a single category: RNP APCH
(refer to ICAO PBN Manual)
For detail, refer to FCOM PRO-SPO-51.
8.4.2.5.1.1 Management of Degraded Navigation

1. For RNAV(GNSS) approaches with LNAV minima and LNAV/VNAV minima:
a) Use the appropriate remaining AP/FDin the following cases:
- GPS PRIMARY LOST on one ND
- NAV ACCUR DOWNGRAD on one FMGS.
b) Discontinue the approach in the following cases, if external visual references are not sufficient to
proceed visually:
- GPS PRIMARY LOST on both NDs
- XTK > 0.3 NM
- NAV FM/GPS POS DISAGREE on ECAM
- NAV ACCUR DOWNGRAD on both FMGS.
2. For RNAV(GNSS) approaches with LNAV/VNAV minima:

Discontinue the approach in the case of deviation of 75 ft below the vertical path (V/DEV>¾ dot).
3. Alerts relative to the navigation and guidance system in approach such as:
a) GPS PRIMARY LOST on both sides
b) FM/GPS POSITION DISAGREE
c) FMS1/FMS2 POS DIFF
d) Loss of FINAL APP mode
e) Loss of both FMGC or severe dual reset
Require the flight crew to initiate a missed approach procedure.

After the loss of GPS FMS position update, the FMS position will drift with the IRS position.
But the drift rate is sufficiently low to ensure safe navigation the time necessary to reach the MSA.
For the FM/GPS POSITION DISAGREE and FMS1/FMS2 POS DIFF alerts, the flight crew must continue
the missed approach or departure procedure using mitigations means (e.g. conventional radio navaids
EGPWS, adequate procedure charts with all the relevant information, …)
The loss of NAV or FINAL APP mode will require the PF to disconnect the AP, fly manually using the L/
DEV indication (disregarding the FD orders) until the PNF can re-engage NAV and the opposite AP.
Note: Refer to OM Part B - Airbus FCOM PRO-NOR-SOP 18C P12/24
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8.4.2.5.1.2 Missed Approach Procedures

At DA, at the latest if visual conditions are not met, a go around must be initiated.
For aircraft without the automatic NAV mode reengagement at GA initiation, it is essential to immediately
re-engage the NAV mode manually.
The missed approach is quite standard, but as required by the flight path design, the crew will monitor
that the correct speed constraints are taken into consideration or will select the appropriate speed on
FCU to fly the RF (Radial to Fix) legs.
The aircraft clean up must be adapted to the speed constraints.
Reaching the transition altitude, the L/DEV indication disappears.
8.4.2.5.2 RNAV (RNP)

RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that the aircraft
position error must be less than 0.3NM, with a probability of 95%.
Normally, an FMS with GPS updating is required to demonstrate RNP-0.3, but the same RNP value
can be achieved by an FMS with DME/DME updating, provided the density of DME ground facilities is
sufficient to support it.
If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP-0.3 RNAV approaches
without GPS. Specific DME may need to be operative (NOTAM).
All Airbus aircraft with the GPS PRIMARY function can fly this type of IAP.
For detail, refer to FCOM PRO-SPO-51.
8.4.2.6 RNAV IAP Operational Approval

RNAV IAP operational approval may be required by the national Authorities in order to perform RNAV
approaches.
This operational approval may be generic for any type of RNAV IAP, or specific for designated approach
procedures, depending on the type of airborne navigation equipment.
Conversely, RNP-0.3 RNAV approach procedures based on DME/DME position updates, should be
the subject of an operational approval for each individual approach, unless specifically granted on the
published approach chart.
8.4.2.6.1 RNAV Training and Documentation

The Airbus aircraft RNAV system is the FMGS.
Flight crews are extensively trained to use this system from their first Airbus type rating course, and
from routine use of the system. Therefore, no specific training is required to use the FMGS for RNAV
approaches, unless the airline’s policy is to fly conventional NPA with selected FMGS modes only. In such
a case, some refresher training, on the procedures for using NAV and FINAL APP modes in approach,
can be accomplished during a recurrent training session.
8.4.2.6.2 Flight Crew Procedures (RNAV Approach)

Citilink Indonesia established RNAV approach Flight crew procedures, based on the Airbus FCOM PRO
NOR SOP.
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8.4.2.7 Crew Reporting
The crew must report any lateral or vertical NAV guidance anomaly to the Flight Operations.
The report must be fully documented for further investigation and corrective actions:
1. Approach designation and airport.
2. A/C type, MSN, GW, wind/temp.
3. Navigation database cycle.
4. Pilot selections, FMA, ND, MCDU displays.
5. Description of anomaly, flight path.
6. DFDR/QAR reading.
8.4.2.8 Enroute Navigation Facilities

Citilink Indonesia must show, for each proposed route, that non-visual ground aids are:
1. Available over the route for navigating aircraft within the degree of accuracy required for ATC; and
2. Located to allow navigation to any airport, including alternate(s), within the degree of accuracy
necessary for the operation involved. Except for those aids required for routes to alternate airports,
non-visual ground aids required for approval of routes outside of controlled airspace are listed in the
air carrier’s operation specifications.
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8.4.2.9 Reduce Vertical Separation Minimum (RVSM)

8.4.2.9.1 General Concept
RVSM airspace is defined as an airspace or route where aircraft are vertically separated by 1,000 ft
(rather than 2,000 ft) between FL 290 and FL 410 inclusive.
The objective is to increase the route capacity of saturated airspace, while maintaining (at least) the
same level of safety.
This can be achieved by imposing strict requirements on equipment and on the training of personnel,
flight crews and ATC controllers. As part of the RVSM program, the aircraft “altitude-keeping performance”
is monitored, overhead specific ground-based measurement units, to continuously verify that airspace
users are effectively applying the approved criteria and that overall safety objectives are maintained.
NON RVSM Airspace RVSM Airspace

==========► FL 410 ===► ====►===►= =►============== FL 410 ==►
◄===== =====◄== FL 400◄==========
◄=== FL 390 ◄========== ◄===== =►============== FL 390 ==►
◄===== =====◄== FL 380◄==========
==========► FL 370 ===► ====►===►= =►============== FL 370 ==►
◄===== =====◄== FL 360◄==========
◄=== FL 350 ◄========== ◄===== =►============== FL 350 ==►
◄===== =====◄== FL 340◄==========
==========► FL 330 ===► ====►===►= =►============== FL 330 ==►
◄===== =====◄== FL 320◄==========
◄=== FL 310 ◄========== ◄===== =►============== FL 310 ==►
◄===== =====◄== FL 300◄==========
==========► FL 290 ===► ====►===►= =►============== FL 290 ==►
WEST◄=========►EAST Transition Airspace EVEN WEST ◄=========► ODD EAST
Some countries have their own vertical separation rules and specific RVSM FLs. China is an example of
country having their own vertical separation rules:
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Flight Levels of China Rule
180o - 359o 360o - 179o
ft (x100) metres ft (x100) metres
20 600 30 900
39 1 200 49 1 500
59 1 800 69 2 100
79 2 400 89 2 700
98 3 000 108 3 300
118 3 600 128 3 900
138 4 200 148 4 500
157 4 800 167 5 100
177 5 400 187 5 700
197 6 000 207 6 300
217 6 600 226 6 900
236 7 200 246 7 500
256 7 800 266 8 100
276 8 400 291 8 900
301 9 200 311 9 500
321 9 800 331 10 100
341 10 400 351 10 700
361 11 000 371 11 300
381 11 600 391 11 900
401 12 200 411 12 500
430 13 100 449 13 700
Note: Blue color represent RVSM in China
8.4.2.9.2 RVSM Operation

8.4.2.9.2.1 Operational Approval
Citilink Indonesia is authorized to conduct operations within airspace designated as Reduce Vertical
Separation Minimum (RVSM) Airspace in accordance with the limitations and provisions in Company
ACL.
8.4.2.9.2.2 RVSM Procedures

1. Flight Preparation
The Crew must pay particular attention to conditions that may affect operations in RVSM airspace.
These include, but may not be limited to:
a) Verifying that the Aircraft is approved for RVSM operations.
b) Review NOTAM and weather forecast paying particular attention to severe turbulence, which
may affect aircraft altitude, in order to maintain the required RVSM performance.
c) Check letter “W” are inserted in ATC Flight Plan.
(The letter “W” to show that the Aircraft and Citilink Indonesia are approved for RVSM operations).
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2. Preflight procedure at the Aircraft for each flight

a) Review of Maintenance Logs and Form to determine the condition of equipment required for
flight in RVSM airspace (RVSM MEL fulfilled).
b) Ensure that maintenance action has been taken to correct defect to required equipments.
c) During the external inspection check,
- Check the condition of Static Sources and the condition of the Fuselage Skin in the vicinity of
each static source.
d) Before Takeoff
- The Aircraft altimeters should be set to the local altimeter (QNH) setting and should display
a known elevation (e.g. field elevation), the difference between Elevation and the Elevation
displayed on the Aircraft altimeter (QNH) setting should not exceed 75 feet.
- The Two Altimeters should agree within limits specified by the Flight Crew Operating Manual
(FCOM).
- Equipment required for flight in RVSM airspace should be operational, and indications of
malfunction should be resolved.
3. Inflight Procedure Prior To RVSM Airspace Entry

The following equipment should be operating normally:
a) 2 (two) Primary Altitude Indications systems (Altimeters indication from ADRs or ADCs) should
agree within +/- 200 feet (60 Meters).
b) One AP in ALT and OPEN CLB/DES (or LVL/CH) modes
c) FCU (Airbus) MCU (Boeing) altitude selection and OPEN CLB/DES (or LVL/CH) selection
d) 1 (one) Altitude Alerting system
e) 1 (one) Transponder ( Mode C-capable SSR mode)
f) If any equipment fails prior entering RVSM airspace, the pilot should request a new clearance to
avoid RVSM airspace.
- Pilots Transmission: “Call sign, level or requested level, Negative RVSM“
If only two ADRs (or two ADCs) are operative, record significant main and standby altimeter indications
for reference, in case of subsequent altimeter failure.
4. Inflight Procedures within RVSM airspace

The following are to be observed when within the RVSM airspace:
a) When passing the transition Altitude, all primary and Stand By altimeter set to 29.92 in.Hg /
1013.2 hPa and rechecking for proper altimeter setting when reaching the initial CFL (Cleared
Flight Level).
b) Autopilot shall be engaged within RVSM airspace for cruise and level changes.
c) The Aircraft should not intentionally depart from Cleared Flight Level without a positive clearance
from ATC, except in emergency situations.
d) The Aircraft should not be allowed to overshoot or undershoot the Cleared Flight Level for more
than 150 ft (45 Meters).
e) The altitude alerting system should be operational.
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- The Altitude alerting system should be operational.
- Every 1 (one) hour (at intervals of +/- one hour):
• Cross checks between the primary and standby altimeter should be made.
• 2 (two) primary altimeter should agree within +/- 200 ft (60 Meters) or specified in the
FCOM.
• The usual scan of flight instruments should be sufficient.
- The difference between the primary and stand by altimeters should be note for use in
contingency situations.
- If the pilot notified by ATC of an AAD (Assigned Altitude Deviation) error which exceeds 300
ft (90 m) then the Pilot should take action to return to CFL as quickly as possible.
Note: AAD, the difference between the transponder Mode-C altitude and the assigned altitude / Flight
Level.
- Failure to meet this condition will require notification to ATC.
5. Post Flight Procedures

a) In making entry in the maintenance logbook, Pilots should provide sufficient details to enable
maintenance to effectively trouble shoot and repair the system.
b) The Flight Crew must report on the maintenance logbook any malfunction or loss of any required
equipment.
c) The following information should be noted when appropriate:
- Primary and Standby altimeter readings
- Altitude selector setting
- Subscale setting on Altimeter
- Autopilot
- Differences in altimeter readings if alternate static ports are selected
- Air Data Computer (ADC)
- Transponder
6. Inflight Abnormal Procedures

When flying within RVSM airspace, the ATC must be informed in case of:
a) Failure of both APs.
b) Loss of altimeter indication redundancy. Only one main indication remains.
c) Excessive discrepancy of altitude indications without means of determining which indication is
valid.
d) Encounter with severe turbulence
e) Abnormal situation, preventing the aircraft from maintaining the assigned FL
If one AP is unable to keep the assigned altitude, select the other AP.
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8.4.2.9.2.3 RVSM Contingencies Procedures Asia / Pacific Region

8.4.2.9.2.3.1 General Procedures
If an aircraft is unable to continue the flight in accordance with its ATC clearance, and/or an aircraft is
unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance
shall be obtained, whenever possible, prior to initiating any action.
The radiotelephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three
times shall be used as appropriate. Subsequent ATC action with respect to that aircraft shall be based
on the intentions of the pilot and the overall air traffic situation.
If prior clearance cannot be obtained, until a revised clearance is received the following contingency
procedures should be employed and the pilot shall advise air traffic control as soon as practicable,
reminding them of the type of aircraft involved and the nature of the problem. In general terms, the
aircraft should be flown at a flight level and on an offset track where other aircraft are least likely to be
encountered. Specifically, the pilot shall:
1. Leave the assigned route or track by initially turning at least 45 degrees to the right or to the left,
in order to acquire a same or opposite direction track offset 15 NM (28km) from the assigned track
centerline. When possible, the direction of the turn should be determined by the position of the
aircraft relative to any organized route or rack system. Other factors which may affect the direction of
the turn are:
a) The direction to an alternate airport;
b) Terrain clearance;
c) Any strategic lateral offset being flown; and
d) The flight levels allocated on adjacent routes or tracks;
2. Having initiated the turn:
a) If unable to maintain the assigned flight level, initially minimize the rate of descent to the extent
that is operationally feasible (pilots should take into account the possibility that aircraft below on
the same track may be flying a 1 or 2 NM strategic lateral offset procedure (SLOP)) and select a
final altitude which differs from those normally used by 150m (500 ft) if at or below FL 410, or by
300m (1,000 ft) if above FL 10; or
b) If able to maintain the assigned flight level, once the aircraft has deviated 19km (10 NM) from the
ssigned track centerline, climb or descend to select a flight level which differs from those normally
used by 150m (500 ft), if at or below FL 410, or by 300m (1,000 ft) if above FL 410;
3. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals on
121.5 MHz (or, as a backup, on the inter-pilot air-to-air frequency 123.45 MHz) and where appropriate
on the frequency in use: aircraft identification, flight level, position (including the ATS route designator
or the track code, as appropriate) and intentions;
4. Maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped);
5. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations); and
6. Keep the SSR transponder on at all times.
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8.4.2.9.2.3.2 Wheather Deviation Procedures
General
NOTE: The following procedures are intended for deviations around adverse meteorological conditions.
When the pilot initiates communications with ATC, a rapid response may be obtained by stating
“WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC
response. When necessary, the pilot should initiate the communications using the urgency call “PAN
PAN” (preferably spoken three times).
The pilot shall inform ATC when weather deviation is no longer required, or when a weather deviation has
been completed and the aircraft has returned to its cleared route.
Actions To Be Taken When Controller-pilot Communications Are Established

The pilot should notify ATC and request clearance to deviate from track, advising, when possible, the
extent of the deviation expected.
ATC should take one of the following actions:
1. When appropriate separation can be applied, issue clearance to deviate from track; or
2. If there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall:
a) Advise the pilot of inability to issue clearance for the requested deviation;
b) Advise the pilot of conflicting traffic; and
c) Request the pilot’s intentions.
The pilot should take the following actions:

1. Comply with the ATC clearance issued; or
2. Advise ATC of intentions and execute the procedures detailed as follows:
Actions To Be Taken If A Revised ATC Clearance Cannot Be Obtained
NOTE: The provisions of this section apply to situations where a pilot needs to exercise the authority of a pilot-in-
command under the provisions of Annex 2, 2.3.1.
If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior
learance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an
TC clearance is received, the pilot shall take the following actions:
1. If possible, deviate away from an organized track or route system;
2. Establish communications with and alert nearby aircraft by broadcasting, at suitable intervals: aircraft
identification, flight level, position (including ATS route designator or the track code) and intentions,
on he frequency in use and on 121.5 MHz (or, as a back-up, on the inter-pilot air-to-air frequency
123.45 Hz);
3. Watch for conflicting traffic both visually and by reference to ACAS (if equipped);
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NOTE: If, as a result of actions taken under the provisions of b) and c) above, the pilot determines that there
is another aircraft at or near the same flight level with which a conflict may occur, then the pilot is expected to
adjust the path of the aircraft, as necessary, to avoid conflict.
4. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
5. For deviations of less than 19km (10 NM) remain at a level assigned by ATC;
6. For deviations greater than 19km (10 NM), when the aircraft is approximately 19km (10 NM) from
track, initiate a level change in accordance with Table 1;
Route Center Line Track Deviations > 19km (10 NM) Level Change
LEFT of course DESCEND 90 m (300 ft)
East 000º - 179º MAGNETIC
RIGHT of course CLIMB 90 m (300 ft)
LEFT of course CLIMB 90 m (300 ft)
West 180º - 359º MAGNETIC
RIGHT of course DESCEND 90 m (300 ft)
7. When returning to track, be at its assigned flight level when the aircraft is within approximately 19km
(10 NM) of the center line; and
8. If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a
clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential
traffic information.
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8.4.3 Altimeter Setting Procedure
8.4.3.1 General
Altimeter Setting procedures are defined in part VI of ICAO “Aircraft operations” DOC 8168-OPS/611 and
in part II of ICAO “Rules of the Air and Traffic Services” DOC 4444-RAC/501/12.
All altimeter misreading and errors are to be treated as reportable incidents.
8.4.3.2 Type of Altimeter Settings

The three different types of altimeter settings are “Standard” (1013.25 hPa / 29.92 in Hg), QNH, and
QFE.
As indicated below, each setting will result in a altimeter indication which provide a measure of the
vertical distance with regard to the ICAO Standard Atmosphere (ISA) above the particular reference
datum shown.
Altimeter Setting Reference Datum Altimeter Indication
Standard 1013.25 hPa / 29.92 in Hg Flight Level
QNH Local Mean Sea Level Pressure Altitude
QFE Aerodrome Elevation Height Above Aerodrome
8.4.3.3 Setting Procedures

The procedures provide adequate vertical separation between airplanes and, in conjunction with correct
navigation procedures, to ensure adequate terrain clearance during all phases of flight.
Both primary altimeter settings must be changed simultaneously. The Standby altimeter should follow
the settings of the primary ones, but it may be used to set the next value, at the discretion of the Captain.
Phase of Flight Barometric Altimeter Setting

Preflight Airport QNH
Takeoff and climb below transition altitude Airport QNH
Climb, passing Transition Altitude Standard
Cruise Standard
Cruise below Transition Altitude Area QNH
Descent above Transition Level Standard
Descent, passing Transition Level Airport QNH
Approach and Landing Airport QNH
Phase of Flight Radio Altimeter Setting

CAT II or CAT III approaches Radio Altimeter DH
8.4.3.4 Temperature Correction

The indicated altitude on barometric Altimeters is the true altitude only in the ISA: when the temperature
is higher than ISA, the true altitude will be higher than the indicated altitude and that will cause little or no
problems on any approach. However, when the temperature is lower than ISA, then the true altitude will
be lower than the indicated altitude, and corrections must be applied to it for the cold weather, in order to
maintain the separation from terrain.
The altimeter error is relatively minor down to 0°C but it can be significant with extremely cold temperatures
especially when you are dealing with the minimum altitudes required on some airports.
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Remember, “Cold & low, look out below!”

In cold temperatures, altitude corrections must be applied by the pilot to all MEA’s, sector altitudes,
procedure turn altitudes, FAF crossing altitudes, DH, MDA and missed approach altitudes.
The increments to be added to the published altitudes are approximately 4% increment for every 10oC
below the Standard, and this value is quite accurate up to -15 degrees. The accurate values are given
below:
Table 1 in Meter
Values to be added by the pilot to minimum promulgated heights/altitudes (m)
Aerodrome Height above the elevation of the altimeter setting source (metres)
Temp. ( C)o
60 90 120 150 180 210 240 270 300 450 600 900 1,200 1,500
0 5 5 10 10 10 15 15 15 20 25 35 50 70 85
-10 10 10 15 15 25 20 25 30 30 45 60 90 120 150
-20 10 15 20 25 25 30 35 40 45 65 85 130 170 215
-30 15 20 25 30 35 40 45 55 60 85 115 170 230 285
-40 15 25 30 40 45 50 60 65 75 110 145 220 290 365
-50 20 30 40 45 55 65 75 80 90 135 180 270 360 450
Table 2 in Feet
Values to be added by the pilot to minimum promulgated heights/altitudes (feet)
Aerodrome Height above the elevation of the altimeter setting source (feet)
Temp. ( C)o
200 300 400 500 600 700 800 900 1,000 1,500 2,000 3,000 4,000 5,000
0 20 20 30 30 40 40 50 50 60 90 120 170 230 280
-10 20 30 40 50 60 70 80 90 100 150 200 290 390 490
-20 30 50 60 70 90 100 120 130 140 210 280 420 570 710
-30 40 60 80 100 120 140 150 170 190 280 380 570 760 950
-40 50 80 100 120 150 170 190 220 240 360 480 720 970 1,210
-50 60 90 120 150 180 210 240 270 300 450 590 890 1,190 1,500
8.4.3.5 Altimeter Discrepancies Inflight

Except on aircraft fitted with 3 Air Data Reference (ADR) systems, where a faulty system can be identified,
if a difference between altimeter readings occurs during climb or cruise, the average of the two readings
will be used to determine the flight level or altitude.
When a different altimeter reading occurs during the descent and approach phases, the lower reading
altimeter will be used to determine safety heights and critical heights.
However, the glide path height check at the outer markers will be used as a further check, bearing in mind
that the glide slope itself may be inaccurate.
8.4.3.6 Metric Altimetry

Before beginning a flight from, to or over regions where metric altimetry is used, the PIC must ensure that
feet / meter conversion means are available to the flight crew.
The conversion can be done thanks to an aircraft system or tanks to paper conversion tables.
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Pilots are required to carry out the following preparation:
1. Review the specific State’s RULES AND PROCEDURES and the differences to the Standard ICAO
procedures in the approve Manual (Air Traffic Control section).
2. Conversion tables necessary to support operations where metric heights, altitudes and flight levels
must be used.
3. Conduct a flight crew briefing before the commencement of a flight, or series of flights, into ‘metric’
airspace.
The briefing should cover the following:
a) Any differences to the standard ICAO procedures
b) FIR boundary crossing (entry / exit)
c) ATC communication and clearance obtaining (early)
d) Decompression descending level (meters)
e) Request (Hpa) for altimeter pressure setting
f) Approach Chart Briefing with particular attention to the ALT/HEIGHT conversion table
8.4.3.6.1 General Procedures

Refer to the applicable approve Route Manual for specific procedures for using metric altitude indications.
1. Contact the appropriate ATC as early as possible and obtain the required cruising altitude in meters.
2. Approaching the change over point (FIR boundary), the PF will inform the PM that “ALL ALTITUDE
CALLS WILL NOW READ IN METRES” and adjust the aircraft cruising level to correspond to the
metric FL obtained from ATC.
3. Initiate a climb or descent as required. Shallow climbs or descents should be done in Vertical Speed
mode.
4. As an example, the East bound cruising levels are: 29,500 ft (9,000 m), 33,500 ft (10,200 m), 37,400
ft (11,400 m) and the West bound cruising levels are: 27,600 ft (8,400 m), 31,500 ft (9,600 m), 35,400
ft (10,800 m), 39,400 ft (12,000 m)
5. Make all calls to ATC giving the cruising level in metres.
6. Cockpit procedures are :
a) PM shall challenge PF by calling-out the altitude in meters followed by feet refer to local procedure
of “Altitude Meter to Feet Conversion Table”.
b) PF crosscheck to local procedure of “Altitude Meter to Feet Conversion Table” and set the altitude
on the FCU according to Altitude in Feet and callout the FMA in Feet.
Example:
ATC Clearance PF PM
“DESCENT 2,100 METERS” “DESCENT 2,100 METERS”
“2,100 METERS CROSSCHECK 6,890 FEET”
Verify
Set 6,890 (6,900) on FCU
Read FMA “6,900 BLUE” “CHECK”

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7. When exiting the area (FIR boundary) and reverting to altitude reporting in feet as per ATC instruction,
adjust the FL in feet. The PF will inform the PM that “ALL ALTITUDE CALL ARE REVERT BACK TO
FEET”.
8.4.3.6.2 Landing At An Airport In A Metric Altimeter-Setting Region

If a landing has to be made at an airport in a metric altimeter-setting region, adopt the following procedure:
1. Descend using the metric altitude setting procedure described above. Transition level is displayed
on the approve chart in both metres and feet. Change over to QNH as per Standard Operating
Procedures.
2. Set up the approach using standard procedures. If the approach is not in the database, ensure that
at least the RWY in use is selected as guidance.
3. Note that, even in a metric altimeter-setting region, the DH/MDA is still depicted in feet on the approve
Approach Chart. A table giving ALT/HEIGHT conversion in QNH and QFE is displayed on the chart.
This table can be used in conjunction with the metric altitude indications on the PFD for gross error
checks of altitudes.
4. In the event of QFE being passed, pilots are to request ATC for the actual QNH.
5. Refer to the relevant approve Approach Plate, plan and brief the approach, paying particular attention
to brief that, although the initial part of the approach may be flown with reference to the metric system,
all the minima entered in the FMGCs are in feet, and all call-outs of “100 ABOVE” and “MINIMUM”
are based on altitude indication in feet.
6. Fly the approach down to the minimum as indicated in feet and land or go-around as appropriate.
7. Go-around altitudes are given in feet on the approve Approach Charts. Later, if required by ATC,
adjust the altitude to comply with clearances given in metric units.
8.4.3.7 QFE and QNH

All Citilink Indonesia charts are referenced to the altitude, and not to the height. Hence, in case an airfield
provides QFE as the altimeter setting, then the ATC shall be requested for a QNH, and the QNH shall be
used for the approach and landing.
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8.4.3.8 IFR Flight Level Tables
The flight levels and altitudes that can be flown in an FIR are published on the approve Enroute Charts.
They may be a mix of Quadrantal, Semi-circular or all levels, depending upon the route, the country and
the time. Again, they may be in feet or in metres.
Not applicable for RVSM spaces.
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8.4.4 Altitude Alerting System Procedure

The purpose of the altitude alerting system is to alert the flight crew by the automatic activation of a visual
and/or an aural signal when the aircraft is about to reach or is leaving the pre-selected altitude / flight
level. The system and its operation shall ensure an accurate altitude adherence during all phases of the
flight.
Pre-warnings are given 750 ft (Airbus) before reaching the selected altitude / flight level.
When climb / descent constraints are part of a departure / arrival clearance, constraint altitude(s) should
be set in the altitude alert system (selected altitude window) even though such constraints are also
entered in the FMGS (as applicable).
In the case of an instrument approach the missed approach altitude must be set in the altitude alert
system once cleared for final or at the commencement of final approach.
The use of the altitude alerting system does not release the flight crew from the responsibility of ensuring
that the aircraft levels off or will be leveled off at the correct altitude or flight level.
8.4.4.1 Altitude Awareness Procedures

Altitude Awareness shall be instilled in the flight crews by the use of the Altitude Alerting System, the
Altitude call outs, and the system of prevention of altitude deviations. Refer to FCOM PRO NOR-SUP-
NAV.
8.4.4.1.1 Prevention of Altitude Deviations

Altitude deviations are always the result of a breakdown in either:
1. The Pilot / System interface, or
2. The Pilot / Controller interface, or
3. The PF / PM Interface
The following policy and procedures are designed to address the above interface issues. This procedure is
commonly known as the ‘Double Point’ procedure, and is recommended by Safety Authorities worldwide.
Actions when receiving an altitude clearance:
1. With Autopilot OFF
PM will set any altitude change issued by ATC. PM will enter the new altitude clearance while reading
it back to ATC. Once the new altitude is entered, PM will restate the new altitude and point at the FCU
altitude window (for Airbus fleet) or MCP Altitude display (for Boeing fleet) until a verbal confirmation
is received from the PF.
Example:
ATC instructs an altitude of 8,000 ft. PM enters 8,000 ft in the FCU altitude selector (for Airbus fleet)
or MCP Altitude selector (for Boeing fleet) while reading it back. PM then points to the FCU altitude
window (for Airbus fleet) or MCP Altitude display (for Boeing fleet) and states, “Eight Thousand”.
The PF verifies the correct altitude on his PFD and states, “Eight Thousand Blue” (for Airbus Fleet).
2. With Autopilot ON
The PF will set any altitude change issued by ATC. The pilot flying will enter the new altitude clearance
in the FCU (for Airbus fleet) or MCP (for Boeing fleet) while PM reads it back to ATC. Once the new
altitude is entered, the PF will state the new clearance altitude and point at the FCU (for Airbus fleet)
or MCP (for Boeing fleet) altitude display until a verbal confirmation is received from PM.
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Example:
ATC issues an altitude of 8,000 feet. The PF enters 8,000 feet in the FCU (for Airbus fleet) or MCP
(for Boeing fleet) altitude selector while PM reads it back. The PF then points to the FCU (for Airbus
fleet) and states, “Eight Thousand Blue” or MCP (for Boeing fleet) altitude display and states, “Eight
Thousand”.
PM verifies that the altitude on his PFD and states, “CHECKED”.
8.4.4.1.2 Resolution of Disagreement On Cleared Altitude

If there is anything other than total agreement by both pilots during the verification process, contact ATC
immediately to resolve the conflict. When seeking this verification from ATC, use the phrase “Confirm
cleared altitude / level”, or “Say again cleared altitude / level”; not “Confirm cleared 8,000 ft / FL 350?” –
This is to avoid confirmation bias on the part of ATC and the flight crew.
8.4.4.1.3 Distraction Management

The last one thousand feet to a cleared altitude is a critical phase of flight. To ensure the level off is
monitored; the sterile cockpit rules shall be adhered to.
8.4.4.1.4 Adherence to Level Assignments

As a safeguard against inadvertent reduction of vertical separation standards the cruising level(s)
assigned by ATC or - in uncontrolled airspace - as selected in accordance with the applicable cruising
level system shall be maintained as accurately as possible.
8.4.4.1.5 Flight Below Minimum Altitudes During Climb and Cruise

Aeroplane proceeding in accordance with published departure routes are safe in respect of terrain and
other restrictions on any level included in the departure route or otherwise assigned by ATC.
Minimum Safe Enroute Altitudes published for subsequent segments of a departure route shall be
observed by commencement of climb sufficiently in advance to ensure that the point from which the
higher minimum safe en-route altitude applies is crossed not below such altitude.
During an off-route departure, level flight may only be accepted at or above the minimum sector altitude
or minimum safe grid altitude. An aeroplane being radar vectored and positively identified may be
flown below these altitudes if the pilot is able to monitor the airplanes position using the available radio
navigational aids.
8.4.4.2 Limitation on High Rate of Descent at Lower Altitude

An aircraft descending and passing through 10,000 ft / FL 100 is considered to be in the lower altitude /
height phase of flight, most particularly, when approaching the Minimum Sector Altitude (MSA) and when
the radio altimeter becomes active at 2,500 ft height above terrain. This is the phase of flight where
situational / terrain awareness and crew coordination plays a major role in the prevention of Controlled
Flight into Terrain (CFIT).
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Large altitude changes during descent sometimes result in excessive rates of descent that can be a
factor in CFIT. The rate of descent at lower altitudes / heights should be restricted as follows:
1. When passing through 10,000 ft / FL100 down to an altitude where the flaps / slats are extended to
the maneuvering configuration, the rate of descent should not exceed 2,500 ft / min.
2. With flaps / slats extended to the maneuvering configuration, rate of descent should not exceed
1,500 ft / min.
3. On the final approach phase of the flight, the stabilized approach limitation of 1,200 ft / min sink rate
from OM Part A Chapter 8.4.1.7 shall prevail.
If a higher rate of descent is required due to altitude / ATC constraints or other factors, the use of speed
brakes may be required and the PF shall inform the PM of his intentions. Situational and altitude / terrain
awareness along with crew coordination shall at all times be exercised.
During approach, stabilized approach criteria shall be strictly complied with. The normal rate of descent
during approach should be less than 1,000 fpm.
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8.4.5 Ground Proximity Warning System / Terrain Avoidance Warning System
The Terrain Awareness and Warning System (TAWS) is the generic name of the system that fulfills the
terrain awareness function.
The system provides the flight crew with sufficient information and alerting to:
1. Detect a potentially hazardous terrain situation and to take effective action
2. Prevent a Controlled Flight Into Terrain (CFIT) event.
TAWS (for Airbus fleet) provides the mandatory forward looking capability in addition to the warning
capabilities of the GPWS. This allows functions such as terrain display and terrain awareness.
According to the TAWS providers, these enhanced and predictive functions have different names and
different specificities:
1. EGPWS (Enhanced GPWS) is the TAWS provided by “Honeywell”
2. T2CAS (Traffic and Terrain Collision Avoidance System) is the TAWS provided by “Aviation
Communication and Surveillance Systems“ (ACSS is a L-3 Communication and Thales company).
Notes:
• T2CAS integrates both:
- Traffic Collision Avoidance System (TCAS)
- Ground (Terrain) Collision Avoidance System (GCAS = TAWS).
• A new T3CAS integrates the following functions: TCAS, TAWS and Transponder Mode S with full ADS-B in/out
operations.
TAWS with forward-looking terrain avoidance function (EGPWS or T2CAS) is mandatory.
8.4.5.1 Flight Crew Training

The training for GPWS/EGPWS alerts refer to Operations Manual – Part D.
8.4.5.2 System Limitations and Traps

1. The performance of the EGPWS terrain protection is limited in areas where terrain data is not
available, or where navigational accuracy is degraded. Terrain data or runway location data may
have errors inherent in the source of such data. Such errors can delay a terrain alert, or may cause
unwanted alerts. Such errors do not affect the basic GPWS functions.
2. The terrain display is to be used to enhance situational awareness only, and is not to be used for
navigation or escape guidance.
3. The basic GPWS function relies on the downward-looking radio altimeter and cannot sense forward
terrain. Therefore alert times for flight into precipitous terrain with little or no preamble terrain can be
very short.
4 An alert may not be provided for stabilized flight in full landing configuration into a place where there
is no runway, and where neither the Terrain Clearance Floor function nor the Terrain Awareness
function has been enabled.
5. The GPWS/EGPWS obtains horizontal position data (latitude and longitude) from the Flight
Management Guidance System (for Airbus fleet) or Flight Management System (for Boeing fleet).
The FMGS/FMS computes a blended horizontal position solution using a variety of sensors, including
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GPS (if available), radio navigation aids (DME, VOR, localizer), and Inertial Reference Units (IRU). A
corrupted positional data may trigger false alerts, or even no alerts whatsoever.
8.4.5.2.1 Predictive (Enhanced) Functions (For Airbus Fleet)

The TAWS (EGPWS and T2CAS) includes also predictive functions providing forwardlooking terrain
alerts.
Both EGPWS and T2CAS provide different methods for the prediction of collision.
8.4.5.2.2.1 EGPWS: Enhanced Functions

Based on a terrain database, the EGPWS is able to provide the following enhanced functions:
1. Terrain Awareness Display (TAD), which displays the terrain on the ND following color coding and
elevation of the aircraft above the terrain (Standard mode or Peaks mode or Obstacles mode),
predicts the terrain conflict and triggers visual and aural alerts.
2. Terrain Clearance Floor (TCF), which provides an additional terrain clearance envelope around the
runway when standard terrain clearance (mode 4) is not sufficient. When the aircraft penetrates this
envelope, visual and aural alerts are triggered.
3. Runway Field Clearance Floor (RFCF), which complete the TCF function by providing an additional
circular terrain clearance envelope around runways that are significantly higher than surrounding
terrain.
8.4.5.2.2.2 T2CAS Predictive Functions

Based on a terrain database and on an aircraft performance database, the T2CAS is able to provide the
following predictive functions:
1. Collision Prediction and Alerting (CPA), which provides visual and aural alerts indicating that the
current flight path is hazardous due to the presence of terrain ahead. When T2CAS determine that
the aircraft will not be able to safely clear the terrain with a standard pull up maneuver, it issues an
avoid terrain alert. In this case the flight crew should consider avoiding the terrain laterally.
2. Terrain Hazard Display (THD), which displays the terrain on the ND with anticipated terrain situational
awareness (color coding).
3. Premature Descent Alert (PDA), which provides, when the aircraft is descending and the terrain of
concern is below instead of ahead the aircraft:
a) Only the “TOO LOW TERRAIN” audio alert, and
b) A “level off maneuver”, rather than a “climb maneuver”, if sufficient to clear the collision risk.
8.4.5.2.3 GPS Positioning Function

Depending on aircraft technical configuration, the TAWS could take benefit of the vertical and lateral
GPS positions (if GPS installed). This allows elimination of any spurious alerts (e.g. over-flown aircraft,
map shift) and to avoid unnecessary go-around due to drifts from barometric altitude and FMS position.
Although the use of the vertical and lateral GPS positions is not mandatory on both new EGPWS and
T2CAS, but it is strongly recommended to implement the GPS position option into the TAWS architecture
that are not equipped with this function.
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8.4.5.3 Reaction to A GPWS/EGPWS Warning
When undue proximity to the ground is detected by any flight crew member or by a ground proximity
warning system, the pilot shall ensure that corrective action is initiated immediately to establish safe flight
conditions, by correcting the flight path, configuration, etc.
If the GPWS/EGPWS warning call for a ‘Pull Up’, a corrective action shall be initiated without any hesitation.
However, if a warning occurs during daylight VMC conditions, and if a positive visual verification is made
that no hazard exists, the warning may be considered cautionary.
It must be noted that the task sharing and corrective actions for a ‘Pull Up’ shall be as per the Airbus FCOM
PRO-ABN-NAV or Boeing QRH Chapter MAN 1.4, and as a minimum shall consist of an aggressive pitch
up movement, to maximize the performance of the airplane.
Any GPWS/EGPWS warning activation must be reported in writing to the flight operations whether
genuine or spurious.
8.4.5.4 TAWS Operation (for Airbus Fleet)

When undue proximity to the ground is detected by any flight crewmember or by a ground proximity
warning system, the PIC or the pilot to whom conduct of the flight has been delegated shall ensure that
corrective action is initiated immediately to establish safe flight conditions.
8.4.5.4.1 TAWS Alerts

The flight crew must react to TAWS alerts in an appropriate manner and without delay: A “pull-up TOGA”
must be immediately initiated.
During daylight and in VMC conditions with terrain and obstacles clearly in sight and if the cause of
TAWS alert is clearly identified, the alert may be considered cautionary.
The flight crew must therefore take positive corrective action until the alert stops, or a safe trajectory is
ensured.
Any TAWS activation must be reported in writing to flight operations and safety division whether genuine
or spurious.
Where such activation indicates a technical malfunction of the system an appropriate entry should also
be made in the technical log.
Pilots must be aware of the possibility that a nuisance warning may be generated by an aircraft flying
below (up to 6,500 ft) e.g. during a holding.
8.4.5.4.2 TAWS Deactivation

The flight crew must not deactivate the TAWS basic functions from takeoff to landing, except when
specified by approved navigation procedures or in case of failure when specified by the ECAM or by
operating procedures (FCOM or QRH).
The flight crew should not switch off the TAWS enhanced functions during all flight phases, when the
check of the navigation accuracy is positive (≤ 3 NM), except when specified by the ECAM or by operating
procedures.
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8.4.5.5 GPWS/EGPWS
All Citilink Indonesia airplanes are equipped with GPWS/EGPWS. It is to be used throughout the flight,
unless it has become unserviceable and the MEL for the particular aeroplane type permits it to remain so
for a specific period. The GPWS/EGPWS may not be deactivated (by pulling the circuit breaker or use of
the relevant switch) except when specified by approved procedures.
GPWS/EGPWS operational functioning is described in Airbus FCOM System Description - “Navigation”
chapter, and its associated procedures are given in Airbus FCOM Procedures and in the QRH or Boeing
FCOM Chapter SP and its associated procedures are given in Boeing FCTM Chapter 7.31 and in the
QRH.
8.4.5.6 Caution
Controlled Flight into Terrain (CFIT) remains a major cause of accidents to commercial aircraft. Statistics
show that a large proportion of CFIT accidents occurred inside the outer marker. Many of the airplanes
that have suffered CFIT accidents were fitted with GPWS/EGPWS, but the crew either ignored the
warning or failed to respond adequately.
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8.4.6 Traffic Alert and Collision Avoidance System / Airborne Collision Avoidance
System
8.4.6.1 Definitions
ACAS I / TCAS I - An ACAS/TCAS which provides information as an aid to “see and avoid” action but
does not include the capability for generating resolution advisories (RAs).
ACAS II / TCAS II - An ACAS/TCAS which provides vertical resolution advisories (RAs) in addition to
traffic advisories (TAs).
ACAS III / TCAS III - An ACAS/TCAS which provides vertical and horizontal resolution advisories (RAs)
in addition to traffic advisories (TAs).
ACAS/TCAS Broadcast - A long Mode S air-air surveillance interrogation (UF = 16) with the broadcast
address.
Active RAC - An RAC is active if it currently constrains the selection of the RA. RACs that have been
received within the last six seconds and have not been explicitly cancelled are active.
Altitude Crossing RA - A resolution advisory is altitude crossing if own ACAS/TCAS aircraft is currently
at least 30 m (100 feet) below or above the threat aircraft for upward or downward sense advisories,
respectively.
Climb RA - A positive RA recommending a climb but not an increased climb.
Closest Approach - This is the minimum range of occurrence between own ACAS/TCAS aircraft and
the intruder. Thus range at closest approach is the smallest range between the two aircraft and time of
closest approach is the time at which this occurs.
Coordination - The process by which two ACAS/TCAS-equipped aircraft select compatible resolution
advisories (RAs) by the exchange of resolution advisory complements (RACs).
Coordination Interrogation - A Mode S interrogation (uplink transmission) radiated by ACAS/TCAS II
or III and containing a resolution message.
Coordination Reply - A Mode S reply (downlink transmission) acknowledging the receipt of a coordination
interrogation by the Mode S transponder that is part of an ACAS/TCAS II or III installation.
Corrective RA - A resolution advisory that advises the pilot to deviate from the current flight path.
Cycle - The term “cycle” used in this chapter refers to one complete pass through the sequence of
functions executed by ACAS/TCAS II or ACAS/TCAS III, nominally once a second.
Descend RA - A positive RA recommending a descent but not an increased descent.
Established Track - A track generated by ACAS/TCAS air-air surveillance that is treated as the track of
an actual aircraft.
Increased Rate RA - A resolution advisory with a strength that recommends increasing the altitude rate
to a value exceeding that recommended by a previous climb or descend RA.
Intruder - An SSR transponder-equipped aircraft within the surveillance range of ACAS/TCAS for which
ACAS/TCAS has an established track.
Own Aircraft - The aircraft fitted with the ACAS/TCAS that is the subject of the discourse, which ACAS/
TCAS is to protect against possible collisions, and which may enter a maneuver in response to an ACAS/
TCAS indication.
Positive RA - A resolution advisory that advises the pilot either to climb or to descend (applies to ACAS/
TCASII).
Potential Threat - An intruder deserving special attention either because of its close proximity to own
aircraft or because successive range and altitude measurements indicate that it could be on a collision or
near-collision course with own aircraft. The warning time provided against a potential threat is sufficiently
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small that traffic advisory (TA) is justified but not so small that a resolution advisory (RA) would be
justified.
Preventive RA - A resolution advisory that advises the pilot to avoid certain deviations from the current
flight path but does not require any change in the current flight path
RA Sense - The sense of an ACAS/TCAS II RA is “upward” if it requires climb or limitation of descent
rate and “downward” if it requires descent or limitation of climb rate. It can be both upward and downward
simultaneously if it requires limitation of the vertical rate to a specified range.
Resolution Advisory (RA) - An indication given to the flight crew recommending:
1. A maneuver intended to provide separation from all threats; or
2. A maneuver restriction intended to maintain existing separation.
Resolution Advisory Complement (RAC) - Information provided by one ACAS/TCAS to another

via a Mode S interrogation in order to ensure complementary manoeuvres by restricting the choice of
manoeuvres available to the ACAS/TCAS receiving the RAC.
Resolution Advisory Complements Record (RAC record) - A composite of all currently active vertical
RACs (VRCs) and horizontal RACs (HRCs) that have been received by ACAS/TCAS. This information is
provided by one ACAS/TCAS to another ACAS/TCAS or to a Mode S ground station via a Mode S reply.
Resolution Advisory Strength - The magnitude of the manoeuvre indicated by the RA. An RA may take
on several successive strengths before being cancelled. Once a new RA strength is issued, the previous
one automatically becomes void.
Resolution Message - The message contains the resolution advisory complement (RAC).
Reversed Sense RA - A resolution advisory that has had its sense reversed.
Sensitivity Level (S) - An integer defining a set of parameters used by the traffic advisory (TA) and
collision avoidance algorithms to control the warning time provided by the potential threat and threat
detection logic, as well as the values of parameters relevant to the RA selection logic.
Threat - An intruder deserving special attention either because of its close proximity to own aircraft or
because successive range and altitude measurements indicate that it could be on a collision or near-
collision course with own aircraft. The warning time provided against a threat is sufficiently small that an
RA is justified.
Track - A sequence of at least three measurements representing positions that could reasonably have
been occupied by an aircraft.
Traffic Advisory (TA) - An indication given to the flight crew that a certain intruder is a potential threat.
Vertical Speed Limit (VSL) RA - A resolution advisory advising the pilot to avoid a given range of altitude
rates, A VSL RA can be either corrective or preventive.
Warning Time - The time interval between potential threat or threat detection and closest approach
when neither aircraft accelerates
8.4.6.2 Introduction
Airborne collision and avoidance systems (ACAS) provide flight crews with an independent back up to
visual search and the ATC system, by alerting the crew to collision hazards, independent of any ground
based aids which may be used by ATC for such purposes.
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8.4.6.2.1 History
Mid-air collisions prompted countries to develop and adopt Airborne Collision Avoidance Systems in
their airspace. They were initially known as the ACAS, but now are popularly known as the TCAS, or the
Traffic Collision Avoidance System. They are used interchangeably.
Traffic Collision and Alert System Systems are of the following types:
1. The TCAS I: This system provides a Traffic Advisory (TA) in the face of Conflicting traffic. Lateral
deviation is not authorized.
2. TCAS II: This one offers all of the same benefits but will also issue a
3. Resolution Advisory (RA) to the pilot. In other words, the intruder target is plotted and the system is
able to tell whether the aircraft if climbing, diving, or in straight and level flight. Once this is determined,
the system will advise the pilot to execute an evasive maneuver that will de-conflict the aircraft from
the intruder.
4. TCAS III: This system is virtually the same as TCAS II but will allow pilots who receive RAs to
execute lateral deviations to evade intruders.
5. T2CAS: A side development of the TCAS II, in combination with the EGPWS, has been the T2CAS.
The T2CAS incorporates an important safety function, which provides avoidance alerts based on
actual aircraft performance data rather than based on standard climb rates.
8.4.6.2.2 Confusion
The TCAS control is mounted along with the control for the Transponder, and they are sometimes
confused as one, despite being different systems. While the TCAS requires the transponder, the reverse
is not true.
8.4.6.2.3 Use of The Equipment

The TCAS equipment shall be used for all flights. From the time of engine start to the entry into the
departure runway, it shall be on ‘Standby’.
From the time of entry into the runway for takeoff, to the time of exit from the runway after landing, the
set shall be set to ON or TA/RA, with the following exceptions:
1. When operating with reduced performance, the set shall be switched to TA only (Engine failure
cases).
2. At certain identified airports, the switch must be moved from TA/RA to TA, to eliminate the possibility
of spurious warnings.
3. Takeoff towards known and identified nearby traffic.
4. During approaches to closely spaced parallel runways.
5. In VMC when flying in close proximity to other traffic.
Note: Do not switch the TCAS/ACAS selector from TA/RA to TA when at the maximum cruise altitude, or during
Emergency Descent, unless there is an ECAM message (for Airbus fleet) or checklist requirement to do so.
Traffic and Collision Avoidance System (TCAS) / Airborne Collision Avoidance System (ACAS) description
is given in Airbus FCOM - Systems Description - “Navigation” chapter or Boeing FCOM Chapter 15 .
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8.4.6.2.4 General Policy

As a general practice, the flight crew must:
1. Insure that TCAS is always operated in TA/RA Mode.
TCAS must be operated in TA/RA mode before line up. An active TCAS enables to check if there is
no landing traffic before lining up on the runway and to prevent omissions of TCAS activation before
takeoff. In case of failure or degraded performance affecting the aircraft or in case of approach on
parallel runways, the flight crew will deselect RA Mode when specified by procedure (Airbus ECAM,
QRH and FCOM or Boeing FCOM Chapter 15).
2. Not use the TCAS to maintain standard minimum separations with other aircraft.
The ATC controller is responsible for the separation of aircraft. The TCAS does not provide enough
information compared to SSR, to insure a standard safe separation.
3. Reduce Vertical speed when approaching the cleared flight level.
The flight crew should comply with the vertical speed limitations during the last 2,000 ft of a climb
or descent. It will help prevent level busts that could lead to conflict with aircraft above or below the
cleared flight level, especially in RVSM airspaces.
The Rate of Climb and Descent in RVSM airspace should not exceed 1,000 ft per minute to avoid
the trigger of a TCAS alert.
4. Pay attention to VFR traffic without transponder Mode C.
Some VFR aircraft are not equipped with transponder Mode C (barometric altitude) and therefore
will not trigger RA.
8.4.6.2.5 Traffic Advisories (TA)

When a TA is triggered, the flight crew must:
1. Maintain the flight path.
A TA does not mean that there is an immediate risk of collision. However, the flight crew must pay
particular attention to the intruder.
2. Avoid visually acquiring the intruder.
An aircraft could be wrongly identified and followed by a visual manoeuvre that may degrade the
situation against the real threat.
8.4.6.2.6 Resolution Advisories (RA)

When a RA is triggered, the flight crew must:
1. Immediately react in an appropriate manner, but without overreaction.
Inappropriate maneuver related to misinterpreted or delayed RA order could jeopardize the safety of
the flight. When RA orders to adjust vertical speed, the pilot must reduce the vertical speed instead
of increasing it by mistake.
2. Disregard opposite ATC instruction.
Pilot must follow the RA order.
The own RA order may be coordinated with the RA order of the intruder, while Traffic information from
ATC may not reflect the immediate real situation.
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3. Report the RA to the ATC controller.
Even if the TCAS is able to automatically report a RA to Mode S ground stations, the flight crew must
inform the ATC controller.
4. Resume ATC clearance when clear of conflict.

When clear of conflict, the flight crew must conform to initial ATC clearance.
8.4.6.2.7 Training Requirements

The training requirements for the ACAS are given in Operations Manual - Part D.
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8.4.7 Policy and Procedures For The Inflight Fuel Management

8.4.7.1 Fuel Quantity Checks
8.4.7.1.1 General
The fuel on board when starting the engines must not be less than the minimum fuel quantity defined by
the fuel policy.
The fuel on board must be periodically checked inflight to determine if the remaining fuel is not less than
the minimum fuel required to continue the intended flight. This will help the PIC to detect possible fuel
consumption higher than anticipated or a fuel leak.
A PIC shall only commence a flight or continue in the event of inflight replanning when he is satisfied that
the aircraft carries at least the planned amount of usable fuel and oil to complete the flight safely, taking
into account the expected operating conditions.
8.4.7.1.2 Inflight Fuel Checks

A PIC must ensure that fuel checks are carried out in flight at regular intervals.
The usable remaining fuel must be recorded and evaluated to:
1. Compare actual consumption with planned consumption;
2. Check that the usable remaining fuel is sufficient to complete the flight; and
3. Determine the expected usable fuel remaining on arrival at the destination aerodrome.
Inflight fuel monitoring is made using the operational flight plan.

The crew must carry out regular fuel checks (at waypoints and at least every 30 minutes) noting:
1. Time of observation
2. Fuel used (FU)
3. Remaining fuel on board (FOB)
4. Fuel flow (FF)
Subtract “Fuel used” from the block fuel (recorded before engine start) and compare this figure with the
“Remaining fuel on board”. If there is no major discrepancy, the figures read on the aircraft should be
used.
This type of monitoring would detect fuel leaks and provide a more reliable basis of calculation in case of
either Fuel Quantity Indicator (FQI) or Fuel Used (FU) failure during flight.
However, without any failure or fuel leak, some discrepancies, which may be considered large (more
than 1,000 kg on some aircraft), can be evidenced. This may be due to:
1. APU consumption (up to 150 kg/h) which is not recorded by FU
2. FQI errors on block fuel and on FOB
3. FU indication tolerance
Water freezing in the tanks may also affect the FQI indications.
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8.4.7.1.3 Inflight Fuel Management
1. The PIC shall continually ensure that the amount of usable fuel remaining on board is not less than
the fuel required to proceed to an aerodrome where a safe landing can be made with the planned
final reserve fuel remaining upon landing.
2. The PIC 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 or the fuel required to operate to an isolated aerodrome.
3. The PIC 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 the planned final reserve fuel.
8.4.7.1.4 Required Minimum Remaining Fuel

The minimum fuel expected to be available on arrival at the destination aerodrome is the sum of the
alternate fuel and the final reserve fuel.
If it appears en route that the fuel remaining is such that the fuel at destination will be less than expected
above, the PIC should consider the following:
1. Decrease aircraft speed (down to Max Range Speed)
2. Obtain a more direct route
3. Fly closer to the optimum FL (taking the wind into account)
4. Select a closer “suitable” alternate aerodrome
5. Land and refuel
8.4.7.1.5 Re-planning In Flight

Re-planning in flight may be done when planned operating conditions have changed or other reasons
make further adherence to the original flight plan unacceptable or impractical, for example:
1. Bad weather conditions or runway condition at the planned destination and alternate.
2. Fuel penalties due to ATC constraints or unfavourable wind.
3. Degraded aircraft performance
Inflight re-planning procedures for calculating usable fuel required when a flight has to proceed along a
route or to a destination aerodrome other than originally planned must include:
1. Trip fuel for the remainder of the flight; and
2. Reserve fuel consisting of:
a) Contingency fuel; and
b) Alternate fuel, if a destination alternate aerodrome is required. (This does not preclude selection
of the departure aerodrome as the destination alternate aerodrome); and
c) Final reserve fuel; and
d) Additional fuel, if required by the type of operation; and
3. Extra fuel if required by the PIC.
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8.4.7.1.6 Minimum Fuel Operation

With regard to the expected arrival quantity of fuel upon landing at destination a flight can operate in
three different phases.
When estimating the expected arrival quantity, the actual fuel on board shall be determined conservatively,
using the lowest of calculated fuel remaining and the fuel quantity indication. Continuously during the
flight The PIC shall be aware in which phase the flight is operating.
Phase of Flight Estimated Fuel Upon Landing

Normal Phase Equal or more then the Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Abnormal Phase Less then the Alternate trip fuel PLUS 30 Minutes Final Reserve Fuel
Emergency Phase Less then 30 Minutes Final Reserve Fuel WITHOUT the Alternate Trip Fuel
Operating in Three Fuel Phases

1. Operating in the normal phase as long as a flight is operating in the normal phase no special conditions
require.
2. Operating in the abnormal phase is a greater risk when bound for an airport with a single runway
and/or unreal weather conditions, than when heading for a multiple runway, single runway, stable
weather airport. All relevant factors such as weather, approach aids, extensive vectoring, traffic
congestions and number of usable runways of the selected airport must be weighed carefully. Since
it is impossible to cover all variables related to a safe and economical flight in the abnormal phase,
the following should be regarded as general guidance and be adapted as circumstances dictate.
Re-planning of the flight to the original destination with a closer alternate has to be considered first.
Ultimately a choice has to be made between:

1. Continuation of the flight to, or holding over destination and
2. Diversion to an alternate (which may be an ‘enroute’ alternate)
Either choice may lead to a situation where no alternative is left.

An enroute diversion is strongly recommended whenever the estimated arrival fuel quantity at original
destination is less than final reserve fuel.
The decision, either to continue the flight to the destination or to divert, shall be based on the planning of
at least final reserve fuel as remaining fuel upon landing. Preferably final reserve fuel should be planned
as minimum remaining fuel upon landing.
When entering the abnormal phase the PIC shall consider a “MINIMUM FUEL” to ATC.
Operation in the emergency phase PIC must immediately declare a “MAYDAY MAYDAY MAYDAY FUEL”
to ATC.
This is not an emergency situation but just an advisory that indicates an emergency situation is possible
should any undue delay occur.
A minimum fuel advisory does not imply a need for traffic priority.
If the remaining usable fuel suggests the need for traffic priority to ensure a safe landing an emergency
should be declared and report fuel remaining in minutes.
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8.4.7.2 Fuel Freezing Limitations
The minimum fuel temperature limitation is specified in the Limitations chapter of the Aircraft Flight
Manual and of the FCOM.
For some aircraft/engines the temperature limitation is higher than the fuel freezing point due to engines
fuel system or due to specific margin.
Hereafter are explanations of fuel temperature limitations:
The minimum fuel temperature, published in the operational documentation, may be more restrictive than
the certified aircraft environmental envelope. It includes two different limitations both linked to engine
operation: Fuel freezing point limitation, and fuel heat management system limitation.
1. Fuel Freezing Point Limitation
This limitation provides an operating margin to prohibit operations under fuel temperature conditions
that could result in the precipitation of waxy products in the fuel. The resulting limitation varies with
the freezing point of the fuel being used.
Aside from this, engines have a fuel warming (oil cooling) system at their inlet.
Because of the architecture of this system and the fact that the fuel inlet hardware varies from one
engine type to another, the specification of what fuel temperature is acceptable at the inlet of the
engine varies from one engine type to the other.
Therefore, engine manufacturers sometime require a temperature margin to fuel freezing point to
guarantee correct operation.
The engine manufacturer’s margins relative to the fuel freezing point are as follows:
a) IAE : 4°C
b) CFM : 4°C
2. Fuel Heat Management System Limitation

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

JET A JP5 JET A1/JP8 RT/TS-1 JET B TH JP4
-40°C -46°C -47°C -50°C -50°C -53°C -58°C
AFM and FCOM specify, in the limitations chapter, the minimum fuel temperature limits or the margin
to be added to the actual freezing point (or to the specification freezing point value if actual value is
unknown).
The procedures dealing with low fuel temperature vary with the aircraft type. Refer to FCOM.
Whenever necessary the TAT has to be increased. This is achieved by an aircraft speed increase and/
or an altitude decrease.
Increasing the aircraft speed provides a marginal TAT increase (in the order of 0.5 to 1°C for 0.01 M
increase) and thus a small fuel temperature increase, at the expense of a significant increase in fuel
consumption.
Decreasing the altitude generally provides a SAT increase (about 2°C per 1,000 ft).
Nevertheless, whenever the tropopause is substantially low, decreasing the altitude may not provide the
corresponding expected SAT and, thus, TAT increase.
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8.4.8 Adverse Weather and Potentially Hazardous Atmospheric Conditions
8.4.8.1 Thunderstorm
8.4.8.1.1 General
There is no useful correlation between the external visual appearance of thunderstorms and their severity.
Knowledge and weather radar have modified attitudes toward thunderstorms, but one rule continues to
be true:
“ANY THUNDERSTORM SHOULD BE CONSIDERED HAZARDOUS”
8.4.8.1.2 Weather Information

Meteorological observations / forecasts messages or charts contain thunderstorm and associated
hazards information.
But, when thunderstorms are, or are expected to be, sufficiently widespread to make their avoidance by
aircraft difficult, e.g. a line of thunderstorms associated with a front or squall line or extensive high level
thunderstorms, the Meteorological Office issues warnings, in the form of SIGMET messages, of “active
thunderstorm area” .
In addition, pilots are required to send a special air report when conditions are encountered which are
likely to affect the safety of aircraft. Such a report would be the basis of a SIGMET warning.
The Meteorological Office does not issue SIGMET messages in relation to isolated thunderstorm
activity and the absence of SIGMET warnings does not therefore necessarily indicate the absence of
thunderstorms.
8.4.8.1.3 Thunderstorm Hazards

Thunderstorms concentrate every weather hazard to aviation into one vicious package. The most
important hazards are:
8.4.8.1.3.1 Turbulence
Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence within the cloud
occurs with shear between updrafts and downdrafts. Outside the cloud, shear turbulence has been
encountered several thousand feet above and 20 NM laterally from a severe storm. A low-level turbulent
area is the shear zone associated with the gust front. Often, a “roll cloud” on the leading edge of a storm
marks the top of the eddies in this shear and it signifies an extremely turbulent zone. Gust fronts often
move far ahead (up to 15 NM) of associated precipitation. The gust front causes a rapid and sometimes
drastic change in surface wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a thunderstorm, and manoeuvring in an attempt to
do so produces greatly increased stress on the aircraft. It is understandable that the speed of the aircraft
determines the rate of turbulence encounters. Stresses are least if the aircraft is held in a constant
attitude and allowed to “ride the waves”. (Refer to FCOM FCTM PR-NP-SP-10-10-2 and QRH ABN-
25.08)
8.4.8.1.3.2 Icing
Supercooled water freezes on impact with an aircraft. Clear icing can occur at any altitude above the
freezing level; but at high levels, icing from smaller droplets may be rime or mixed rime and clear. The
abundance supercooled water droplets makes clear icing very rapid between 0°C and -15°C.
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8.4.8.1.3.3 Hail
Hail competes with turbulence as the greatest thunderstorm hazard to aircraft.
Supercooled drops above the freezing level begin to freeze. Once a drop has frozen, other drops latch on
and freeze to it, so the hailstone grows. Large hail occurs with severe thunderstorms with strong updrafts
that have built to great heights. Eventually, the hailstones fall, possibly some distance from the storm
core. Hail may be encountered in clear air several miles from dark thunderstorm clouds.
8.4.8.1.3.4 Low Ceiling and Visibility

Generally, visibility is near zero within a thunderstorm cloud.
The hazards and restrictions created by low ceiling and visibility are increased many fold when associated
with the other thunderstorm hazards.
8.4.8.1.3.5 Effect On Altimeters

Pressure usually falls rapidly with the approach of a thunderstorm, then rises sharply with the onset of
the first gust and arrival of the cold downdraft and heavy rain showers, failing back to normal as the
storm moves on. This cycle of pressure change may occur in 15 minutes. If the pilot does not receive a
corrected altimeter setting, the altimeter may be more than 1,000 ft in error.
8.4.8.1.3.6 Lightning
A lightning strike can puncture the skin of an aircraft. Lightning has been suspected of igniting fuel
vapours causing explosion; however, serious accidents due to lightning strikes are extremely rare.
Nearby lightning can blind the pilot rendering him momentarily unable to navigate either by instrument
or by visual reference.
Lightning can also induce permanent errors in the magnetic compass and lightning discharges, even
distant ones, can disrupt radio communications on low and medium frequencies.
In the event of lightning strike conduct the following procedure:
1. In flight, check of all radio communication and navigational equipment and the weather radar.
2. Record the lighting strike in the technical logbook
3. On ground, check
a) Compensation of the (standby) compass
b) Signs of damage on fuselage, wings, radome, empennage
c) Antennas, pitot heads
d) all control trailing edges and static dischargers
e) radio and navigation equipment.
Lightning intensity and frequency have no simple relationship to other storm parameters. But, as a rule,
severe storms have a high frequency of lightning.
8.4.8.1.3.7 Engine Water Ingestion

Jet engines have a limit on the amount of water they can ingest. Updrafts are present in many
thunderstorms, particularly those in the development stages. If the updraft velocity in the thunderstorms
approaches or exceeds the terminal velocity of the falling raindrops, very high concentrations of water
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may occur. It is possible that these concentrations can be excess of the quantity of water engines are
designed to ingest.
Therefore, severe thunderstorms may contain areas of high water concentration which could result in
flameout and/or structural failure of one or more engines. (Refer to FCOM PRO-NOR-SUP-ADVWXR).
8.4.8.1.4 Avoiding Thunderstorms

8.4.8.1.4.1 General Rule
Never regard a thunderstorm lightly. Avoiding thunderstorms is the best policy
1. Don’t land or takeoff in the face of an approaching thunderstorm. Turbulence wind reversal or
windshear could cause loss of control.
2. Don’t attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence
and wind shear under the storm could be disastrous.
3. Don’t fly without airborne radar into a cloud mass containing scattered embedded thunderstorms.
Scattered thunderstorms not embedded usually can be visually circumnavigated.
4. Don’t trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm.
5. Do avoid by at least 20 NM any thunderstorm identified as severe or giving an intense radar echo.
This is especially true under the anvil of large cumulonimbus.
6. Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage.
7. Do remember that vivid and frequent lightning indicates the probability of a severe thunderstorm.
8. Do regard as extremely hazardous any thunderstorm with tops 35,000 ft or higher whether the top is
visually sighted or determined by radar.
8.4.8.1.4.2 Departure and Arrival

When significant thunderstorm activity is approaching within 15 NM of the airport, the PIC should consider
conducting the departure or arrival from different direction or delaying the takeoff or landing. Use all
available information for this judgement, including PIREPs, ground radar, aircraft radar, tower-reported
winds, and visual observations. In the terminal area thunderstorms should be avoided by no less than 3
NM.
Many ATC radars are specifically designed to reduce or exclude returns from “weather” and in these
cases little or no assistance can be given by ATC.
It is recommended that any guidance given by ATC should be used in conjunction with the aircraft own
weather radar, in order to guard against possible inaccuracies in the ground radars interpretation of the
relative severity of different parts of a storm area.
Any discrepancies should be reported to ATC.
Gust fronts in advance of a thunderstorm frequently contain high winds and strong vertical and horizontal
wind shears, capable of causing an upset near the ground. A gust front can affect an approach corridor
or runway without affecting other areas of the airport. Under such conditions, tower-reported winds and
the altimeter setting could be misleading.
Microbursts may also accompany thunderstorms. 2 NM or less in diameter, microbursts are violent short-
lived descending columns of air capable of producing horizontal winds sometimes exceeding 60 kt within
150 ft of the ground. Microbursts commonly last one to five minutes and may emanate from high-based
cumulus clouds accompanied by little or no precipitation, or may be associated with large cumulonimbus
build-ups and be accompanied by heavy rainfall.
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Because of their relatively small diameter, airport anemometers and low level windshear alert systems
may not sense this phenomenon in time to provide an adequate warning of nearby microburst activity.
8.4.8.1.4.3 Enroute
Refer to Airbus FCTM “Aircraft Systems-Weather Radar”.
8.4.8.1.4.3.1 Overflight
Avoid overflying thunderstorms unless a minimum of 5,000 ft clearance above the storm top is ensured.
When possible, detour between the storm cells of a squall line rather than directly above them. Keep
the radar antenna tilted down during overflight to properly assess the most severe cells, which may be
masked by clouds formations.
8.4.8.1.4.3.2 Lateral Avoidance

At altitudes above the freezing level, supercooled rain and hail may indicate as only weak radar echoes,
which can mask extreme thunderstorm intensity. Avoid weak radar echoes associated with thunderstorms
by the following minimum distances:
Altitude Lateral Avoidance
20,000 ft 10 NM
25,000 ft 15 NM
30,000 ft 20 NM
8.4.8.1.4.3.3 Vertical Avoidance

If storms have to be over-flown, always maintain at least 5,000 ft vertical separation from the cloud
tops. It is difficult to estimate this separation but ATC or Met information on the altitude of the tops may
be available for guidance. Intermittently search ahead using different radar range and pitch selections
to ensure that hazardous area are identified in time to be avoided. Avoid flying under a cumulonimbus
overhang. If such flight cannot be avoided, tilt the radar antenna fully up occasionally to determine, if
possible, whether precipitation (which may be hail) exists in or is falling from the overhang.
8.4.8.1.4.3.4 Flight Near Thunderstorms

If flight closer than the minimum recommended distances is unavoidable, observe the following precaution:
1. When it is necessary to fly parallel to a line of cells, the safest path is on the upwind side (the side
away from the direction of storm travel). Although severe turbulence and hail can be encountered in
any direction outside a thunderstorm, strong drafts and hail are more often encountered outside the
body of the cell on the downwind side.
2. Avoid flight under the anvil. The greatest possibility of encountering hail is downwind of the cell,
where hail falls from the anvil or is tossed out from the side of the storm. Hail has been encountered
as much as 20 NM downwind from large thunderstorms.
3. Avoid Cirrus and Cirrostratus layers downwind from the storm tops. Such layer may be formed by
cumulonimbus tops and may contain hail, even though the radar scope shows little or no return
echoes.
4. If ATC requirements make flight into unsafe conditions imminent, the PIC should request a change of
routing and if necessary use his emergency authority to avoid the severe weather conditions.
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5. Any flight in the vicinity of thunderstorms carries the risk of a sudden onset of moderate or severe
turbulence.
8.4.8.1.4.3.5 Thunderstorm Penetration

If thunderstorm penetration is unavoidable, the following guidelines will reduce the possibility of entering
the worst areas of turbulence and hail:
1. Use the radar to determine the areas of least precipitation. Select a course affording a relatively
straight path through the storm. Echoes appearing hooked, finger-like, or scalloped indicate areas of
extreme turbulence, hail and possibly tornadoes, and must be avoided.
2. Penetrate perpendicular to the thunderstorm line, if not possible maintain the original heading. Once
inside the cell, continue ahead, a straight course through the storm most likely get the aircraft out of
the hazards most quickly. The likelihood of an upset is greatly increased when a turn is attempted in
severe turbulence and turning manoeuvres increase the stress on the aircraft.
3. Pressure changes may be encountered in strong drafts and may conduct to an altitude error of 1,000
ft.
4. Gyro-stabilised instruments supply the only accurate flight instrument indications.
5. Avoid level near the 0°C isotherm. The greatest probability of severe turbulence and lightning strikes
exist near the freezing level.
6. Generally the altitudes between 10,000 ft and 20,000 ft encompass the more severe turbulence, hail,
and icing conditions, although violent weather may be encountered at all level inside and outside an
active thunderstorm.
7. Due to very high concentration of water, massive water ingestion can occur which could result in
engine flameout and/or structural failure of one or more engines.
Changes in thrust should be minimised.
8.4.8.1.5 Operational Procedures

If is not possible to avoid flying through or near to a thunderstorm, the following procedures and techniques
are recommended:
1. Approaching the thunderstorm area ensures that crewmembers’ safety belts are firmly fastened and
secure any loose articles.
2. Switch on the Seat Belt signs and make sure that all passengers are securely strapped in and that
loose equipment (e.g. cabin trolleys and galley containers) are firmly secured. Pilots (particularly of
long bodied aircraft) should remember that the effect of turbulence is normally worse in the rear of
the aircraft that on the flight deck.
3. One pilot should fly the aircraft and control aircraft attitude regardless of all else and the other
monitor the flight instruments continuously. Keep the Autopilot ON and when thrust changes become
excessive : Disconnect Autothrust.
For Approach : Use Autothrust for Managed Speed.
4. Height for penetration must be selected bearing in mind the importance of insuring adequate terrain
clearance. Due to turbulence, wind shear, local pressure variations the maintenance of a safe flight
path can be difficult.
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5. The recommended speed for flight in turbulence must be observed (see Airbus FCOM chapter:
“FCTM PR-NP-SP-10-10-2 and QRH ABN-25.08” or Boeing FCOM SP.16 – Adverse Weather) and
the position of the adjusted trim must be noted.
6. As indicated in Airbus FCOM PRO-ABN-MIS-SEVERE TURBULENCENP46/56 or Boeing FCOM
SP.16 – Adverse Weather, the autopilot should be engaged. The autopilot is likely to produce lower
structural loads and smaller oscillations than would result from manual flight. The auto-thrust should
be disconnected to avoid unnecessary and frequent thrust variations.
7. Check the operation of all anti-icing equipment and operate all these systems in accordance with
FCOM DSC-30-Ice and Rain Protection, FCOM PRO-NOR-SUP-ADVWXR, and FCTM PR-NP-
SP-10-10-1. Icing can be very rapid at any altitude.
8. Flight crew must apply or be prepared to apply the Airbus FCOM PRO-NOR-SUP-ADVWXR and
FCTM PRO-NP-SP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather.
9. Turn the cockpit lighting fully on to minimise the blinding effect of lighting.
10. Continue monitoring the weather radar in order to pick out the safest path. Tilt the antenna up and
down occasionally to detect thunderstorm activity at altitudes other than that being flown. See FCOM
instructions: “Use of weather radar”
8.4.8.1.6 Air Traffic Considerations

1. A pilot intending to detour round observed weather, when in receipt of an ATC service which involves
responsibility for separation should obtain clearance from or notify ATC so that separation from other
airplanes can be maintained.
2. If for any reason the pilot is unable to contact ATC to inform the controller of their intended action,
any maneuver should be limited to avoid immediate danger and ATC must be informed as soon as
possible.
8.4.8.2 Icing Conditions

An aircraft shall not be operated in expected or actual icing conditions unless it is certificated and
equipped to operate in icing conditions.
Icing conditions occur when low temperatures are accompanied by precipitation. Icing of the aircraft is
one of the most dangerous flight hazards. Refer to “8.3.4 De-Icing and Anti-Icing On The Ground” on
page 158.
Procedures for “operating in icing conditions” are developed in Airbus FCOM PRO-NOR-SUP-ADVWXR
or Boeing FCOM SP.16 – Adverse Weather.
8.4.8.3 Turbulence
Turbulence is defined as a disturbed, irregular flow of air with embedded irregular whirls or eddies and
waves. An aircraft in turbulent flow is subjected to irregular and random motions while, more or less,
maintaining the intended flight path.
Procedures for “Flight in severe turbulence” are developed in Airbus Airbus FCTM PR-NP-SP-10-10-2
or Boeing FCOM SP.16 – Adverse Weather.
If the weather conditions and route forecast indicate that turbulence is likely, the cabin crew should be
pre-warned, and passenger advised to return to, and/or remain seated and to ensure that their seat
belts are securely fastened. Catering and other loose equipment should be stowed and secured until it
is evident that the risk of further turbulence has passed.
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When encountering turbulence, pilots are urgently requested to report such conditions to ATC as soon
as practicable.Classification of intensity may be defined as follows:
INTENSITY AIRCRAFT REACTION REACTION INSIDE AIRCRAFT

Occupants may feel a slight strain against
seat belts or shoulder straps. Unsecured
Turbulence that momentarily causes slight,
LIGHT objects may be displaced slightly. Food service
erratic changes in altitude and/or attitude.
may be conducted and little or no difficulty is
encountered in walking.
Similar to light turbulence but of greater
Occupants feel definite strains against seat
intensity. Changes in altitude and/or attitude
belts or shoulder straps. Unsecured objects
MODERATE occur but the aircraft remains in positive
are dislodged. Food service and walking are
control at all times. It usually causes variations
difficult.
in indicated airspeed.
Turbulence that causes large, abrupt changes Occupants are forced violently against seat
in altitude and/or attitude. It usually causes belts or shoulder straps. Unsecured objects
SEVERE
large variation in indicated airspeed. Aircraft are tossed about. Food service and walking is
may be momentarily out of control. impossible.
Turbulence in which the aircraft is violently
EXTREME tossed about and is practically impossible to
control. It may cause structural damage.
8.4.8.4 Windshear
Windshear is a rapid variation in wind velocity and/or direction along the flight path of the aircraft.
Procedures for “operation in windshear / downburst conditions” are developed in Airbus Airbus FCTM
PR-NP-SP-10-10-3 or Boeing FCOM SP.16 – Adverse Weather.
Windshear conditions are usually associated with the following weather situations:
1. Jet streams
2. Mountain waves
3. Frontal surfaces
4. Thunderstorms and convective clouds
5. Microbursts
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8.4.8.4.1 Microburst - Wind Shear Probability Guidelines
Observation Accompanied by Probability of

Wind Shear
Localized strong winds (Tower reports or observed blowing
HIGH
dust, rings of dust, tornado-like features, etc.)
Heavy precipitation (Observed or radar indications of contour,
HIGH
red or attenuation shadow)
Presence of Convective
Weather near Intended Rain shower MEDIUM
Flight Path Lightning MEDIUM
Virga MEDIUM
Moderate or greater turbulence (reported or radar indications) MEDIUM
Temperature / dew point spread between 15 C and 30 C
o o
MEDIUM
Onboard Wind Shear
Reported or observed HIGH
Detection System Alert
PIREP of Airspeed Loss 15 knots or greater HIGH
or Gain Less than 15 knots MEDIUM
Wind Shear Alert / Wind 20 knots or greater HIGH
Velocity Change Less than 20 knots MEDIUM
Forecast of Convective
- LOW
Weather
Note: These guidelines apply to operations in the airport vicinity i.e. within 3 miles of the point of takeoff or landing,
along the intended flight path and below 1,000 ft AGL. The clues should be considered cumulative. If more than
one is observed the probability weighting should be increased. The hazard increases with proximity to convective
weather. Weather assessment should be made continuously.
CAUTION
Currently no quantitative means exists for determining the presence or intensity of microburst wind shear. Pilots
are urged to exercise caution in determining a course of action.
The foregoing table, designed specifically for convective weather (thunderstorm, rain shower, virga),
provides a subjective evaluation of various observational clues to aid in making appropriate real time
avoidance decisions. The observation weighting is categorized according to the following scale:
High Probability : Critical attention need be given to this observation. A decision to avoid (e.g. divert or
delay) is appropriate.
Medium Probability : Consideration should be given to avoiding. Precautions as specified in the type
specific FCOM are appropriate.
Low Probability : Consideration should be given to this observation, but a decision to avoid is not
generally indicated.
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The guidelines in the foregoing table apply to operations in the airport vicinity (within 3 miles of takeoff
or landing along the intended flight path below 1,000 ft AGL). Although encountering weather conditions
described in the foregoing table at an altitude above 1,000 ft AGL may be less critical in terms of flight
path, such encounters may present other significant weather related risks.
Pilots are therefore urged to exercise caution when determining a course of action. Use of the forgoing
table should not replace sound judgment in making avoidance decisions. Wind Shear clues should
be considered cumulative. The probability for each single observation is given. However, if more than
one wind shear clue is observed, the total probability rating may be increased to reflect the total set of
observations.
8.4.8.4.2 Windshear on Takeoff

If there are reports of serious wind shear, takeoff should be delayed. If after takeoff the presence of shear
is indicated by rapidly fluctuating airspeed and/or rate of climb/ descent, or on receipt of a wind shear
warning apply maximum thrust and aim to achieve maximum lift and maximum distance from the ground
without changing aeroplane configuration until safety is assured. Advise ATC as soon as possible.
8.4.8.4.3 Windshear on Approach

If there are reports of serious wind shear, consider holding or diverting. If conditions are such that
windshear might be encountered the PIC should brief that a go-around may be required. If wind shear
is experienced on final approach a go-around should be carried out if the approach profile and airspeed
cannot be re-established.
Refer to Airbus FCTM PR-NP-SP-10-10-3 or Boeing FCTM Chapter 7.38.
8.4.8.5 Jetstream
Jetstreams are narrow bands with extreme high wind speeds up to 300 kt. They can extend up to several
thousand miles, the width can be several miles.
Avoid flying along the edge of jetstreams due to possible associated turbulence.
Pilots should also be aware of the effect of increased fuel consumption due to unexpected significant
head wind components that can be encountered.
Near the tropopause there can be narrow bands of wind with extremely high speeds, up to 300 knots called
Jetstream. The extent in length is up to several thousand miles, the width can be several miles. The main
direction is south-west to north. In mid-latitudes there is a common area for Clear Air Turbulence (CAT)
around the jet stream, above the jet core and to the polar side. Taking a cross section of a jet stream
looking downwind, the turbulence region would be to the left of the core in the Northern Hemisphere and
to the right in the Southern Hemisphere.
To avoid or leave the area of CAT the following procedures should be applied:
1. Reduce speed, to reduce acceleration due to wind shears
2. When flying parallel with the jet stream changing altitude up to 1,000 ft may reduce the turbulence
level
3. When flying perpendicular to the jetstream, changing altitude by 1,000 ft from the warm side to the
cold side downwards, from the cold side to the warm side upwards
4. If the temperature is changing in the CAT area the flight should be continued on course; the CAT area
is likely to be crossed in a short time
5 If the temperature remains constant the course should be altered in order to leave the CAT area.
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8.4.8.6 Volcanic Ash Clouds

Flying through an ash cloud should be avoided by all means due to the extreme hazard for the aircraft.
Volcanic ash can cause extreme abrasion to all forward facing parts of the aircraft, to the extent that
visibility through the windshields may be totally impaired, airfoil and control surface leading edges may
be severely damaged, airspeed indication may be completely unreliable through blocking of the pitot
heads and engines may even shut down.
Procedures for “Operation in areas contaminated by volcanic ash” are developed in Airbus FCOM PRO-
NOR-SUP-ADVWXR or Boeing QRH Chapter 7.36.
8.4.8.6.1 Volcanic Ash Symptoms

The following symptoms have been observed:
1. Smoke or dust in the flight deck, accompanied by an acrid odour (electrical sparks) at night, St
Elmo’s fire and static discharges around the windscreen and engines
2. Fluctuating airspeed indicating pitot tube contamination
3. Multiple engine malfunctions including compressor stalls, increasing EGT’s and flameouts
4. Pressurization and electrical systems may be affected
The NOTAM / SIGMET system now deals with known areas of volcanic activity where ash may be present
in the atmosphere. Flight into such known areas is to be avoided, particularly at night or in daytime IMC
conditions when ash clouds may not be seen. Reported instances of flight into such activity indicate that
the weather radar will not pick up any returns, so the only avoidance methods are by NOTAM / SIGMET
or visual contact. In the event of inadvertent penetration of an ash cloud, which may extend for several
hundreds of miles, exit as quickly as possible.
8.4.8.7 Heavy Precipitation

Heavy precipitation may occur as rain showers, snow showers and hail. The greatest impairment to flight
is the reduced visibility and the risk of in combination with low temperature. Heavy precipitation can be
associated with significant downdrafts and windshear.
Effect from water ingested by jet engines

Under given weather conditions, the water / air ratio absorbed by jet engines is directly related to its
performance and aircraft speed.
This ratio is considerably increased at a high aircraft speed and engines at flight idle (typical descent
conditions).
This means that during descent, under heavy rainfall conditions, or hail, significant ingestion of water
may cause surging or extinction of jet engines.
Procedures for “Operation in or near to heavy rain, hail or sleet” are developed in Airbus FCOM PRO-
NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather.
Heavy precipitation can quickly lead to high levels of runway contamination so runway clearance /
drainage rate must be closely monitored in order to assess if a diversion is necessary.
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8.4.8.8 Sandstorm
Avoid flying in active sandstorms whenever possible. When on ground, aircraft should ideally be kept
under cover if dust storms are forecast or in progress. Alternatively, all engine blanks and cockpit covers
should be fitted, as well as the blanks for the various system and instrument intakes and probes. They
should be carefully remove before flight to ensure that accumulation of dust are not deposited in the
orifices which the covers are designed to protect.
Procedures for “operation from / to airports contaminated with loose (abrasive) particles ” are developed
in Airbus FCOM PRO-NOR-SUP-ADVWXR or Boeing FCOM SP.16 – Adverse Weather.
8.4.8.9 Mountain Waves

Mountain waves are caused by a significant airflow crossing a mountain range.
On some airports, relief or obstacles may cause special wind conditions with severe turbulence and
windshear on approach or during takeoff.
Special procedures or recommendations are indicated on airport charts when appropriate. They must be
taken into account by the flight crews for the choice of the landing or takeoff runway.
These form in the lee of mountain when a strong wind is blowing broadside on (within about 30 degrees)
to the range. They are usually in the form of standing waves, with several miles between peaks and
troughs. They can extend 10,000 to 20,000 ft above the range and up to 200 to 300 miles downwind.
8.4.8.9.1 Recognition of Wave Activity

Encounter with mountain waves can be recognized by long-term variations in aeroplane speed and pitch
attitude in level cruise; variations may be large.
8.4.8.9.2 Procedures
Altitude can usually be maintained by the autopilot height-lock, but in severe cases it may be necessary
to change thrust or select speed brakes if speed alters dangerously. Bear in mind that at cruise height the
margin between low and high speed buffet limits can be relatively small. The effect of mountain waves
reduces with increase in height. At normal cruise altitudes, mountain waves are usually free from clear
air turbulence, unless associated with jet streams or thunderstorms.
Near the ground in a mountain wave area, however, severe turbulence and wind shear may be
encountered. This region is known as the “lee wave rotor”, and is caused by flow separation behind the
mountain range. Takeoff or landing should not be attempted in a strong lee wave rotor, and if severe
turbulence is encountered at low level in the lee of a mountain range, the quickest way out is up. If unable
to climb, the next best exit is directly away from the range.
8.4.8.10 Significant Temperature Inversion

8.4.8.10.1 Temperature Inversion, The Weather Phenomenon
8.4.8.10.1.1 General
In meteorology, air temperature at the earth’s surface is normally measured at a height of about 1.20 m (4
ft) above the ground. From that temperature, which is reported by Air Traffic Control, takeoff performance
will be defined.
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All along the takeoff flight path, aircraft performance is computed considering the altitude gained, the
speed increase, but also implicitly considering a standard evolution of temperature, i.e. temperature is
considered to decrease by 2°C for each 1,000 ft.
However, although most of the time, temperature will decrease with altitude in quite a standard manner,
specific meteorological conditions may lead the temperature evolution to deviate from this standard
rule. With altitude increasing, marked variations of the air temperature from the standard figure may be
encountered. In that way, air temperature may decrease in a lower way than the standard rule or may be
constant or may even increase with altitude. In this last case, the phenomenon is called a temperature
inversion.
As described below, this may particularly affect the very lower layer of the atmosphere near the earth’s
surface.
There are many parameters, which influence air temperature and may lead to a temperature inversion.
Close to the ground, air temperature variations mainly result from the effects of:
1. Seasonal variations
2. Diurnal / nocturnal temperature variations
3. Weather conditions (effect of clouds and wind)
4. Humidity of the air
5. Geographical environment such as:
a) Mountainous environment
b) Water surface (sea)
c) Nature of the ground (arid, humid)
d) Latitude
e) Local specificity
As a general rule, valid for everywhere, low wind conditions and clear skies at night, will lead to rapid
cooling of the earth and a morning temperature inversion at ground level.
8.4.8.10.1.2 Morning Temperature Inversion

In the absence of wind or if the wind is very low, the air, which is in contact with a “cold” earth surface
will cool down by heating transfer from the “warm” air to the “cold” ground surface. This transfer of heat
occurs by conduction only and consequently leads to a temperature inversion, which is limited in altitude.
This process needs stable weather conditions to develop.
Schematically, during the day, the air is very little heated by solar radiation and the earth is very much.
But the lower layer of the atmosphere is also heated by contact with the ground, which is more reactive
to solar radiation than the air, and by conduction between earth and atmosphere.
At night, in the absence of disturbing influences, ground surface cools down due to the absence of solar
radiation and will cool the air near the ground surface. In quiet conditions, air cooling is confined to the
lowest levels. Typically, this effect is the biggest at the early hours of the day and sunshine subsequently
destroys the inversion during the morning. Similarly, wind will mix the air and destroy the inversion.
1. Magnitude of Temperature Inversion
This kind of inversion usually affects the very lowest levels of the atmosphere. The surface inversion
may exceed 500 ft but should not exceed 1,000 to 2,000 ft. The magnitude of the temperature
inversion cannot be precisely quantified. However, a temperature inversion of about +10°C is
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considered as quite an important one. Usually, within a temperature inversion, temperature regularly
increases with altitude until it reaches a point where the conduction has no longer any effect.
2. Where can they be encountered?
This kind of inversion may be encountered worldwide. However, some areas are more exposed to
this phenomenon such as arid and desert regions. It may be also encountered in temperate climate
particularly during winter season (presence of fog). Tropical regions are less sensitive due to less
stable weather conditions.
In some northern and continental areas (Canada, Siberia) during winter in anticyclonic conditions,
the low duration of sunshine during the day could prevent the inversion from destruction. Thus,
the temperature of the ground may considerably reduce and amplify the inversion phenomenon.
In a lower extent, this may also occur in temperate climate during winter, if associated with cold
anticyclonic conditions.
Another important aspect of an inversion is wind change. The airmass in the inversion layer is so
stable that winds below and above, tend to diverge rapidly. Therefore, the wind change, in force and
direction, at the upper inversion surface may be quite high. This may add to the difficulty of flying
through the inversion surface. In some conditions, the wind change may be so high as to generate a
small layer of very marked turbulence.
8.4.8.10.1.3 Other Types of Temperature Inversion

The Morning temperature inversion process is considered as the most frequent and the most sensitive.
However, as also mentioned above, other meteorological conditions, of a less frequent occurrence and
magnitude, may lead to temperature inversions.
For instance, the displacement of a cold air mass over a cold ground surface may lead to turbulence
resulting in a transfer of heat to the lower levels of this mass, thus, also creating a temperature inversion
in the lower levels of the atmosphere below this air mass. Usually, this kind of inversion has lower
magnitude than the previous case described above.
In any case, pilot experience, weather reports or pilot reports will be the best way in identifying such
weather conditions.
8.4.8.10.2 The Effect On Aircraft Performance and Recommendations

A temperature inversion will result in a reduction of the thrust only when performing a maximum takeoff
thrust during hot days, i.e., the actual ambient temperature is above T.REF (Flat rating temperature) for
Airbus fleet.
8.4.8.10.2.1 Effect On Aircraft Performance

In the event of temperature inversion, the climb performance will be affected in the cases where the
thrust is affected.
However, to affect the aircraft performance, a temperature inversion must be combined with other factors.
During a normal takeoff with all engines operative, the inversion will have no effect since the actual
aircraft performance is already far beyond the minimum required performance.
Then, the actual aircraft performance could be affected only in the event of an engine failure at takeoff.
However, conservatism in the aircraft certified performance is to take account for inaccuracy of the data
that are used for performance calculations. Although not specifically mentioned, temperature inversions
can be considered as part of this inaccuracy.
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Therefore, a temperature inversion could become a concern during the takeoff only in the following worst
case with all of these conditions met together:
1. The engine failure occurs at V1, and
2. Takeoff is performed at maximum takeoff thrust, and
3. OAT is close to or above T.REF (for Airbus fleet), and
4. The takeoff weight is limited by obstacles, and
5. The temperature inversion is such that it results in the regulatory net flight path margin cancellation
and leads to fly below the regulatory net flight path.
In all other cases, even if the performance is affected (inversion above T.REF for Airbus fleet), the only
detrimental effect will be the climb performance to be lower than the nominal one.
8.4.8.11 Hot Weather Operations

The following are issues which may confront Flight Crew when operating in high ambient temperatures.
Refer to Boeing FCOM Chapter SP.16.
8.4.8.11.1 Aircraft Performance

During operations in high ambient temperatures, crews must be aware that they may be operating at
or very close to the performance limitations of the aircraft. Optimum pilot technique will be required to
achieve the desired aircraft performance. It may be necessary to use optimized operating configurations
(e.g. air conditioning packs off) in order to optimize performance. Takeoff weight may be limited by
RTOW and payload restrictions may apply.
8.4.8.11.2 Aircraft Systems

Aircraft systems such as APU and air conditioning systems may be operating to their design limits during
extreme temperature conditions. Reducing the time that entry doors are open and lowering window
shades may aid in keeping cabin areas cooler. On engine start, lower duct pressures due to lower
ambient pressure and higher start EGT’s due to higher ambient temperatures may be expected.
8.4.8.11.3 Brake Temperatures

At high ambient temperatures, brakes heat up faster and cool down slower. Flight Crew should be aware
of the brake temperatures and employ techniques that achieve optimum brake temperatures.
8.4.8.11.4 Low Level Turbulence

During daytime hours, particularly from late morning to late afternoon, local thermal activity may result
in significant low level turbulence. This turbulence may cause large speed excursions when operating at
low altitudes. Crews must be vigilant to maintain proper departure and arrival profiles in such conditions.
8.4.8.11.5 Temperature Inversion Phenomenon

After dark, the ground cools appreciably faster than the surrounding air. Heat then radiates from the air
closest to the ground, creating a cool surface layer with warmer air above.
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8.4.8.12 Cold Weather Operations
The operation of the airplane in cold weather is refer to Airbus FCOM PRO-NOR-SUP-ADVWXR or
Boeing FCOM SP.16 – Adverse Weather and noted by the following:
8.4.8.12.1 Heating Requirements

The airplane may be cold soaked and it may take a long time for the heating system to bring the cabins
to acceptable temperatures
8.4.8.12.2 Fluid Freeze

The fluids on the airplane may be frozen, if the airplane is kept in freezing conditions for long. The
manufacturer’s de-activation procedures for cold weather operations shall be followed in case the
airplane is inactive in extreme cold weather.
8.4.8.12.3 Cold Brakes

Carbon brakes work efficiently when warm: when cold the wear on the brakes increases, while the
performance drops. If departing in extreme cold weather, ensure that the brakes are made ‘warm’ before
takeoff, by applying them during taxiing.
8.4.8.12.4 Engine Warm-up

The engines need to be warmed up to the minimum operating temperatures before takeoff.
8.4.8.12.5 Battery Power

Certain batteries may not be able to supply the designed power output at extremely cold temperatures.
8.4.8.12.6 Crew Protection

Crew undertaking flights in extreme cold conditions must be well clothed: caution must be exercised while
performing a walk around – do not touch metal with the skin. Additionally, the surface may be slippery.
8.4.8.13 Typhoon / Tropical Cyclone Planning

The area of strongest turbulence with respect to tropical cyclone position can not be predicted, therefore,
depending on the extra distance involved in circumnavigating, flight crew shall pass well in front of the
TC as the air behind it tends to be more disturbed and turbulent.
Avoidance is the guiding principle during flight planning and flight executions. Avoid flying over and
through the TC.
For flight planning, FOO must ensure that:

1. The route shall be planned minimum 60 nm away from TC outer boundary.
2. Alternate and route to the alternate which lies within 120 nm from the TC track shall not be selected.
If the alternate is situated in the area where the TC has passed, airport operations may be affected
by possible damage. It is advisable to select alternate well outside the affected area.
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8.4.8.13.1 Typhoon Effects on Operations

Typhoons are low-pressure systems in the tropics that have a center with gale force winds (sustained
winds) of 118 km/hr (64 knots).
For the purpose of this document Typhoons are the same phenomenon known in different parts of the
world as Tropical Cyclones (South Indian Ocean, South-West Pacific Ocean) and Hurricanes (North
Atlantic Ocean and Eastern North Pacific Ocean). Typhoons occur in the North-West Pacific Ocean and
primarily affect Company operations in China, Vietnam and the Philippines. They are the world’s most
active systems and normally form between July and November. They can occur at any time of year
however. The Tropical Cyclone season which may affect Company operations in Australia runs from
mid-October through to May.
Japan, the Philippines, Hong Kong, Macau and Taiwan use the following scale to classify typhoons. This
scale is also for regional exchange among Typhoon Committee members.
Classification Max. Sustained Winds (km/h) Max. Sustained Winds (knots)

Tropical Depression ≤ 62 ≤ 33
Tropical Storm 63 – 88 34 – 47
Severe Tropical Storm 89 – 117 48 – 63
Typhoon ≥ 118 ≥ 64
Notes:
- The sustained winds given in the table are based on a 10-minute average.
- Japan and Taiwan use another scale in their own languages.
- The Philippines merges the category “Severe Tropical Storm” with “Tropical Storm” when issuing public
advisories.
- China uses a very similar scale except 2-minute sustained winds are used.
A Tropical Cyclone Watch is an advice issued every six hours when there are indications that gales or
stronger winds are expected within 48 hours but not within 24 hours. It details the communities expected
to be affected and gives a brief estimate of the location, intensity, severity category and movement.
A Tropical Cyclone Warning is an advice issued every three hours when there are indications that
gales or stronger winds are expected within 24 hours. As well as information provided in a watch advice,
warning advices also inform of expected maximum wind gusts.
Forecasts of heavy rainfall, flooding and abnormally high tide are included where necessary. When a
Typhoon is under radar surveillance close to the coast, hourly advices may be issued.
The general name given to Typhoon Watch or Warning messages is an ‘Advice’ or ‘Tropical Cyclone
Advice’. This is prefixed “FLASH” when it is the first warning to a community not previously alerted
by Typhoon watch. It is also issued when major changes are made to the previous warning due, for
example, to unexpected movement towards the coast or rapid intensification.
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Bureau of Meteorology TC Classfication
CATEGORY STRONGEST GUSTS (km/h) TYPICAL EFFECTS (Indicative Only)
CAT 1 Negligible house damage. Damage to some crops,
less than 124
Tropical Cyclone trees and caravans. Craft may drag moorings.
Minor house damage. Significant damage to signs,
CAT 2 trees and caravans. Heavy damage to some
125 - 169
Tropical Cyclone crops. Risk of power failure. Small craft may break
moorings.
CAT 3 170 – 224 Some roof and structural damage. Some caravans
Severe Tropical Cyclone Very Destructive Winds destroyed. Power failure likely.
Significant roofing loss and structural damage.
CAT 4 225 – 279 Many caravans destroyed and blown away.
Severe Tropical Cyclone Very Destructive Winds Dangerous airborne debris. Widespread power
failures.
CAT 5 More than 280
Extremely dangerous with widespread destruction.
Severe Tropical Cyclone Very Destructive Winds
8.4.8.14 Operations On Slippery Surfaces

8.4.8.14.1 Runway Friction Characteristics
The stopping performance of aircraft is to a greater degree dependent on the available friction between
the aircraft tires and the runway surface, their landing and takeoff speeds. In some conditions the runway
length required for landing or takeoff could be critical in relation to the runway length available.
Adequate runway friction characteristics / braking action is mainly needed for three distinct purposes:
1. Deceleration of the aircraft after landing or a rejected takeoff;
2. Directional control during the ground roll on takeoff or landing, in particular in the presence of cross-
wind, asymmetric engine power or technical malfunctions;
3. Wheel spin-up at touchdown.
To compensate for the reduced stopping and directional control capability for adverse runway conditions
(such as wet or slippery conditions) performance corrections are applied in the form of:
1. Runway length increment;
2. Reduction in allowable takeoff or landing weight;
3. Reduction of allowable cross-wind component.
Refer to Airbus FCTM PR-NP-SP-10 and Boeing FCOM SP.16
8.4.8.14.2 Measuring and Expressing Friction Characteristics

The friction coefficient is defined as the ratio of the maximum available tire friction force and the vertical
load acting on the tire. This coefficient is named “Mu” or “μ”.
Various systems are used to measure the runway friction coefficient / conditions:
1. Skiddometer High pressure tire (SKH)
2. Skiddometer Low pressure tire (SKL)
3. Surface Friction Tester (SFT)
4. Mu-meter (MUM)
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5. Diagonal braked vehicle (DBV)

6. Tapley meter (TAP)
7. James Brake Decelerometer (JBD)
The results of the friction measuring equipment do not generally correlate with each other for all surface
conditions and no correlation has been established between these results and the stopping performance
of an aircraft.
The only perfect way of measuring the friction coefficient “Mu” for a specific aircraft is by using that
specific aircraft braking system on the surface concerned.
When friction measurement are not available but can be only estimated, the pilot is informed only of the
estimated braking action reported as “good” - “medium” - “poor” - “unreliable (nil)” or a combination of
these terms.
Pilots should treat reported braking action measurements with caution and interpret them conservatively.
Practically the following correlation may be used as a guideline:
Estimated Braking Action Mu Values

good 0.40 and above
medium/good 0.36 to 0.39
medium 0.30 to 0.35
medium/poor 0.26 to 0.29
poor 0.25 and below
unreliable -
8.4.8.14.3 Braking Action Reporting

Friction measurements or braking action estimation may be reported:
1. In plain language by the tower
2. By the routine weather broadcast
3. By Snowtam
When necessary, ATC issues the latest braking action report for the runway in use to each arriving and
departing aircraft. Pilot should request estimated braking action to ATC for performance data calculation.
Pilots should also be prepared to provide a descriptive runway condition report (PIREP) to ATC after
landing.
8.4.8.14.4 Meteorological Observations

Meteorological observations in connection with knowledge of previous runway conditions will, in many
cases, permit a fair estimate to be made of braking action.
On snow or ice-covered runways not treated with, e.g. sand, the coefficient of frictionvaries from as low
as 0.05 to 0.30. It is very difficult to state exactly how and why the runway conditions vary. The braking
action is very much dependent upon the temperature especially near the freezing point. However, when
it is freezing, the braking action could be fairly good, it will so remain if the temperature decreases but if
the temperature rises to the freezing point or above, the braking action will decrease rapidly. Sometimes
very low friction coefficient values occur when humid air is drifting in over an icy runway even though the
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temperature may be well below the freezing point. Some of the various conditions which are expected to
influence the braking action are given below:
8.4.8.14.4.1 Friction Coefficient Between 0.10 and 0.30 (poor-medium/poor)

Very careful planning, judgment, and execution are absolutely essential. Crosswind becomes a “priority
one” consideration. While a safe and successful approach, landing, and stop can be accomplished if
all factors are favorable, there is little room for error. Care must be exercised in every aspect of the
operation and a very careful evaluation of all conditions is necessary.
Note: “Unreliable” will be reported when surface conditions do not permit ameaningful action value to be determined
(i.e., standing water, slush, wet snow [potential hydroplaning]).
Condition are but not limited to:

1. Slush or rain on snow- or ice-covered runway;
2. Runway covered with wet snow or standing water;
3. Change from frost to temperature above freezing point;
4. Change mild to frost (not always);
5. The type of ice which is formed after long periods of cold;
6. A thin layer of ice formed :
a) By frozen ground having been exposed to humidity or rain at 0°C or above;
b) When due to radiation, e.g. when the sky clears, the runway surface temperature drops below
freezing point and below the dew point (this ice formation can take place very suddenly and occur
while the reported air temperature may still be quite a few degrees above the freezing point.)
8.4.8.14.4.2 Friction Coefficient Between 0.25 and 0.35 (medium/poor-medium)

Sufficient braking and cornering force is available for a well-flown approach and landing using light braking.
However, excess speed or long touchdown would result in an extremely low safety factor depending on
runway length and crosswind component. Careful planning and good judgment are required.
1. Snow conditions at temperature just below freezing point;
2. Snow-covered runways at temperatures below freezing point, exposed to sun;
3. Slush-covered runway.
8.4.8.14.4.3 Friction Coefficient Between 0.35 and 0.45 (medium/good-good)

More braking is available than will be used in an average airline type deceleration. If a maximum energy
stop were attempted (wet), some distance in excess of certified stopping distance would be expected.
If the surface is affected by snow or ice and the braking action is reported as “good”, pilots should not
expect to find conditions as good as on clean dry runway (where the available friction may well be greater
than that needed in any case). The value “good” is a comparative value and is intended to mean that
airplanes should not experience directional control or braking difficulties, especially when landing.”
1. Snow-covered runways which have not been exposed to temperatures higher than about -2°C to
-4°C.
2. Damp or wet runway without risk of hydroplaning (less than 3 mm water depth)
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8.4.8.14.5 Aircraft Performance On Wet or Contaminated Runways

Takeoff performance from wet or contaminated runways are given in Airbus FCOM PRO-NOR-SUP-
ADVWXR or Boeing FCOM SP.16 – Adverse Weather.
Landing distances on wet or contaminated runways are given in Airbus QRH - Inflight Performance or
Boeing FCOM - Performance Inflight - Advisory Information.
As no accurate correlation can be made between the aircraft friction coefficient on a given runway and
the reported friction coefficient or braking action, these performance given in the FCOM have been
established for given depths of water or contaminant (slush, snow).
Therefore the only way to determine the applicable takeoff and landing performance is to obtain the
depth and type of contaminant.
It is not recommended to land or takeoff on a runway for which the braking action is reported as “POOR”
or the friction coefficient is 0.25 or less.
Takeoff runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of wet snow is not
recommended.
8.4.8.14.6 Operation On Slippery Surface Policy

It is Citilink Indonesia policy:
1. When different values of contaminant depth, runway friction or braking action are reported for
different portions of the same runway, the most adverse values shall be used in all performance
computations.
2. Not to land or takeoff on a runway for which the braking action is estimated or reported as “POOR”,
or when the friction coefficient is 0.25 or less.
3. Not to takeoff on a runway covered with more than 5 cm (2 inches) of dry snow or 2.5 cm (1 inch) of
wet snow.
4. Not to land where appreciable areas of the runway are flooded or covered with ½ inch or more of
water or slush.
5. The availability and use of thrust reversers is mandatory for takeoff and landing on contaminated
runways.
8.4.8.14.6.1 Tail and Crosswind Restrictions
Limitations
When planning a flight, the tail and crosswind limitations as published in the relevant FCOM’s shall be
taken into account. Under marginal tail or crosswind conditions the local circumstances, such as length
and width of the runway, runway condition, surrounding obstacles, etc. should be duly taken into account.
Attention is drawn to the fact that the required runway length increases rapidly with increasing tailwind.
In applying crosswind limitation on takeoff and landing, the PIC shall use steady wind.
Note: For N-1 ferry flights and abnormal runway conditions, more stringent tail and crosswind limitations are
applicable, which are given in the relevant FCOM.
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Determination of Tail and Crosswind Components
Wind direction in meteorological charts and weather reports is always expressed in degrees true, whereas
the runway direction on landing charts is given as degrees magnetic. Therefore the runway direction
should be converted to degrees true (or the wind to degrees magnetic) when computing crosswind
components.
For reason of simplification, winds in reports from the tower are presented in degrees magnetic and can
be used directly with the magnetic runway direction.
8.4.8.14.7 Guidelines for Operations On Slippery Surfaces

8.4.8.14.7.1 General Consideration
The use of thrust reversers is mandatory on contaminated runways

The two most important variables confronting the pilot when runway coefficient of friction is low and/or
conditions for hydroplaning exist are length of runway and crosswind magnitude.
The total friction force of the tires is available for two functions - braking and cornering. If there is a
crosswind, some friction force (cornering) is necessary to keep the aircraft on the centreline. Tyre
cornering capability is reduced during braking or when wheels are not fully spun up. Locked wheels
eliminate cornering. Therefore in crosswind conditions, a longer distance will be required to stop the
aircraft.
According to the runway conditions the following cross wind values indicated in FCOM should not be
exceeded for takeoff and landing.
Reported Braking Action Reported Friction Coefficient Maximum Crosswind With Gust
Included (kt)
Good 0.40 and above 38
Good to Medium 0.36 to 0.39 29
Medium 0.30 to 0.35 25
Medium to Poor 0.26 to 0.29 20
Poor 0.25 and below 15
Unreliable - -
8.4.8.14.7.2 Taxiing
Aircraft may be taxied at the PIC discretion on ramps and taxiways not cleared of snow and slush. More
power than normal may be required to commence and continue taxi so care should be taken to avoid
jet blast damage to buildings, equipment and other aircraft. Be aware of the possibility of ridges or ruts
of frozen snow that might cause difficulties. The boundaries / edges of manoeuvring areas and taxiway
should be clearly discernible. If in doubt, request “Follow Me” guidance.
When executing sharp turns while taxiing or parking at the ramp, remember that braking and steering
capabilities are greatly reduced with icy airport conditions; reduce taxi speed accordingly.
Slat/flap selection should be delayed until immediately before line up to minimise contamination.
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8.4.8.14.7.3 Takeoff
Severe retardation may occur in slush or wet snow.
In most cases, lack of acceleration will be evident early on the take off run. Maximum permissible power
must be used from the start.
Large quantities of snow or slush, usually containing sand or other anti-skid substances may be thrown
into the engines, static ports and onto the airframe. Pod and engine clearance must be watched when
the runway is cleared and snow is banked at the sides of runways or taxiway.
8.4.8.15.7.4 Landing
Pilots should be aware that where rain, hail, sleet or snow showers are encountered on the approach
or have been reported as having recently crossed the airfield, there is a high probability of the runway
being contaminated. The runway state should be checked with ATC before commencing or continuing
the approach. Very often a short delay is sufficient to allow the runway to drain or the contaminant to melt.
Use of reverse thrust on landing on dry snow in very low temperatures will blow the dry snow forward
especially at low speed. The increase in temperature may melt this snow and form clear ice on re-
freezing on static ports.
The required landing field length for dry runways is defined as 1.67 times the demonstrated dry landing
distance. For wet runways, this landing distance requirement is increased by 15%.
The required landing field length for contaminated runways is defined as 1.15 times the demonstrated
contaminated landing distance.
The shortest stopping distances on wet runways occur when the brakes are fully applied as soon as
possible after main wheel spin up with maximum and immediate use of reverse thrust. Landing on
contaminated runways without antiskid should be avoided. It is strongly recommended to use the
autobrake (if available) provided that the contaminant is evenly distributed.
The factors and considerations involved in landing on a slippery surface are quite complex and
depending on the circumstances, the pilot may have to make critical decisions almost instinctively. The
following list of items summarises the key points to be borne in mind. Several may have to be acted upon
simultaneously.
1. Do not land where appreciable areas of the runway are flooded or covered with 1/2 inch or more of
water or slush.
2. Limit crosswind components when runway conditions are poor and runway length short.
3. Establish and maintain a stabilised approach.
4. Consider the many variables involved before landing on a slippery runway.
a) Landing weather forecast
b) Aircraft weight and approach speed
c) Landing distance required
d) Hydroplaning (aquaplaning) speed
e) Condition of tires
f) Brake characteristics (anti-skid, autobrake mode)
g) Wind effects on the directional control of the aircraft on the runway
h) Runway length and slope
i) Glidepath angle
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5. Do not exceed VAPP at the threshold. An extended flare is more likely to occur if excess approach
speed is present.
6. Be prepared to go-around.
7. Flare the aircraft firmly at the 1,000 ft aiming point. Avoid build up of drift in the flare and runway
consuming float. A firm landing, by facilitating a prompt wheel spin up, also ensures efficient antiskid
braking.
8. Select reverse thrust as soon as possible.
9. Get the nose of the aircraft down quickly. Do not attempt to hold the nose off aerodynamic braking.
Aim to have the nose wheel on the ground by the time reverse thrust reaches the target level.
10. If the autobrake is not available, and if remaining runway length permits, allow the aircraft to decelerate
to less than dynamic hydroplaning speed before applying wheel brakes. If however maximum braking
is required apply and hold full brake pedal deflection. Continue to apply rudder and aileron inputs
while braking. The brakes are the primary means for stopping the aircraft but if necessary the full
reverse thrust may be maintained until the aircraft is fully stopped.
Excessive braking in crosswinds will lead to the aircraft drifting away from the centreline. Do not
decrab completely as the aircraft will yaw on the slippery runway due to its weathercock stability.
11. Keep the aircraft aligned with the runway centreline. Use rudder and aileron inputs. As rudder
effectiveness decreases, reduce aileron deflection proportionately.
CAUTION
Do not allow large deviations from the runway heading to develop as recovery can become very difficult.
Use of the nose wheel steering is not recommended. Under slippery conditions, the nose wheels must be
closely aligned with the aircraft track or they will scrub.
12. If directional or lateral control difficulties are experienced, disconnect the autobrake, if necessary,
reduce reverse thrust levels symmetrically, regain directional control with rudder, aileron and
differential braking. Once under control, re-apply manual braking and increase symmetrical reverse
levels as required while easing the aircraft back towards the runway centreline.
13. After landing in heavy slush do not retract the slats and flaps. Allow ground personnel to clear ice and
slush from slats and flaps before full retraction. Taxi with caution to parking area as flaps extended
provides a much reduced ground clearance.
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8.4.9 Wake Turbulence

Every aircraft in flight generates wake turbulence caused primarily by a pair of counter rotating vortices
trailing from the wing tips.
Wake turbulence generated from heavy aircraft, even from those fitted with wing tip fences, can create
potentially serious hazards to following aircraft.
For instance, vortices generated in the wake of large aircraft can impose rolling movements exceeding
the counter-roll capability of small aircraft.
8.4.9.1 Weight Categories

Turbulence encountered during approach or takeoff may be due to wake turbulence.
Aircraft turbulence categorisation and wake turbulence separation minima are defined ICAO PANS ATM,
Doc. 4444, as follows:
(H) Heavy : MTOW ≥ 136,000 kg
(M) Medium : 7000 kg < MTOW < 136,000 kg
(L) Light : MTOW ≤ 7,000 kg
Note: B757 and A380 aircraft is categorized as Heavy (H) aircraft for the purpose of assessing wake turbulence
experienced by following aircraft.
8.4.9.1.1 Separation By Time (Non Radar)

Wake turbulence separation minima given below define a minimum separation time between two aircraft
during takeoff and landing to cope with wake turbulence:
1. Arriving aircraft
a) Medium behind Heavy aircraft: 2 minutes
b) Light behind Medium or Heavy aircraft: 3 minutes
(See Remark above)
2. Departing aircraft
The minimum separation time is 2 minutes (or 3 minutes if take off is from an intermediate part of the
runway) for a Light or Medium aircraft behind a Heavy aircraft or for a Light aircraft behind a Medium
aircraft.
Two parallel runways have no influence each others if they are separated by morethan 760 m (2,500
ft) and if the flight path of the second aircraft does not cross the flight path of the preceding aircraft
by less than 300 m (1,000 ft).
3. Departing and landing in opposite direction
The minimum separation time is 2 minutes.
Arrival Separation Departure Separation

Leading Airplane Following Airplane
(Minutes) (Minutes)
Heavy Medium 2 2*
Heavy Light 3 2
Medium Light 3 2
*The separation is 3 minutes if the following airplane takes-off from an intermediate position on the runway.
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8.4.9.1.2 Radar Separation
Leading Airplane Following Airplane Separation (NM)
Heavy Heavy 4
Heavy Medium 5
Heavy Light 6
Medium Light 5
8.4.9.1.3 Visual Separations

Wake turbulence separation is not provided to landing VFR arrivals, nor to IFR on visual approach. In
these cases it is up to the pilot to provide adequate spacing from preceding arriving or departing aircraft.
8.4.9.1.4 Pilot Considerations

If a pilot considers the wake turbulence separation standards inadequate, an increased separation
may be requested by specifying the spacing required. Conversely, if pilots indicate that they will take
responsibility for their own wake turbulence separation then they may request exemption from these
separations. This option should be treated with caution. It is your responsibility as flight crew or pilot
in command to anticipate the likelihood of encountering wake turbulence and to alter your flight path
accordingly, or, if necessary, request an alternative clearance from ATC. Do not rely on others to provide
warnings.
8.4.9.2 In Cruise
Wake turbulence events are more frequent in RVSM airspace, even with very distant aircraft (20 NM).
They may be encountered in cruise, specially in North Atlantic Track system where the aircraft flying in
the same direction are vertically separated by 1,000 ft.
In such case, the flight crew should consider keeping the seat belt signs ON, when the aircraft proximity
is known. If considered necessary, the pilot may offset from the cleared track by up to a maximum of 2NM
in order to alleviate the effects of wake turbulence. ATC should be advised of this contingency action but
will not issue clearance for any such lateral offset. The aircraft should be returned to cleared track as
soon as the situation allows.
It is important to note that wake turbulence can cause variation in pitch. When crossing a vortex
perpendicularly, these pitch variations are sometimes accompanied by a loud thumping noise. During an
approach at night, passengers may have the sensation that the aircraft has touched the ground.
8.4.9.3 The Warning Signs

Wake turbulence is nearly always invisible; pilots need to anticipate where it might be. Air traffic controllers
issue only warnings and are not responsible for anticipating the existence or effect of the condition. Any
uncommanded aircraft movements, such as wing rocking, may be caused by wake vortices. This is why
maintaining situational awareness is so critical.
Pilots who suspect wake turbulence is affecting their aircraft should immediately move away from the
wake by executing a missed approach or go-around; then must be prepared for an even stronger wake
vortex encounter.
The onset of wake turbulence can be insidious and even surprisingly gentle. There have been serious
accidents where pilots have attempted to salvage a landing after encountering moderate wake only to
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encounter severe wake turbulence. Pilots should not depend on any aerodynamic warning. If the onset
of wake turbulence is occurring, immediate evasive action is a must!
8.4.9.4 How to Avoid Wake Turbulence

Pilots should remember three basic warnings concerning wake turbulence:
1. Do not get too close to the lead aircraft.
2. Do not get below the lead airplane’s flight path.
3. Be particularly wary when light wind conditions exist.
The following avoidance procedures should be followed at all times:
Takeoff
If you think wake turbulence from the preceding aircraft may be a factor, wait about 2 or 3 minutes before
taking-off. Before taking the active runway, tell the ATC that you want to wait. Plan to lift off prior to the
rotation point of the lead aircraft, and use full takeoff power or thrust.
Climb
If possible, climb above the lead airplane’s flight path. If you cannot out-climb it, fly slightly upwind and
climb parallel to the lead airplane’s course. Avoid headings that cause you to cross behind and below
the aircraft in front.

Crossing
If you must cross behind the lead aircraft, try to cross above its flight path or, terrain permitting, at least
1,000 ft below.
Trailing
Endeavour to stay either on or above the leading airplane’s flight path, or upwind, or, terrain permitting,
at least 1,000 ft below.
Approach
Maintain a position on or above the lead airplane’s flight path with adequate lateral separation.
Landing
Ensure that your touchdown point is beyond the lead airplane’s touchdown point. Land before the
departing airplane’s rotation point.
Crossing Approaches
When landing behind another aircraft on crossing approaches, cross above the other airplane’s flight
path.
Crosswinds
Remember crosswinds may affect the position of wake vortices. Adjust takeoff and landing points
accordingly.
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8.4.10 Flight Crew Members At Their Duty Stations
8.4.10.1 Flight Crew
1. During takeoff and landing each flight crewmember required to be on flight deck duty shall be at his
station.
2. During all other phases of flight each flight crewmember required to be on flight deck duty shall
remain at his station unless his absence is necessary for the performance of his duties in connection
with the operation, or for physiological needs provided at least one suitably qualified pilot remains at
the controls of the aircraft at all times.
In this case, one crewmember may leave the cockpit during flight for as short a period as possible
(maximum 15 minutes). Authorization of the PIC is required before any cockpit crew member leaves
his station and 1 Cabin Crew shall be in the cockpit.
3. When one crewmember is absent, cross monitoring of flight and system panels by the remaining
crewmembers becomes even more essential. If, as a consequence of the absent of cockpit
crewmember, only one Pilot occupies his seat, he shall be in a position to take over manually without
delay.
4. During all phases of flight each flight crewmember required to be on flight deck duty shall remain
alert.
If a lack of alertness is encountered, appropriate countermeasures shall be used. If unexpected
fatigue is experienced, the PIC should organize the task sharing and workload.
5. During all phases of flight, each member of the basic crew shall be at his cockpit station, except when
his/her absence is due to performance of duties in related with the operation of the flight.
6. The task of each flight crewmember is defined in the FCOM for all flight phases.
Non essential activities should be avoided during phases of flight where workload is high. At any other
time, if these activities are being performed, the PIC should ensure that only one flight crewmember
is so occupied at any one time and that careful attention is being paid to normal operational duties
by other crew member(s).
7. One pilot should always be in a position to maintain a lookout.
Meals, tea or coffee etc, should normally be partaken separately, so that one pilot can keep watch
until the other is ready, thus maintaining an adequate lookout.
8. Below 10,000 ft no cockpit crew member shall vacate his seat and/or leave the cockpit, neither can
any seat change or pilot change take place below 10,000 ft.
8.4.10.2 Cabin Crew

1. On all the decks of the aircraft that are occupied by passengers, required cabin crew shall be seated
at their assigned stations during critical phases of flight.
Critical phases of flight are surface movement, takeoff and landing and all other flight operations
conducted below 10,000 ft.
2. During takeoff and landing, and whenever deemed necessary by the PIC in the interest of safety, the
minimum legal number of cabin crew must be positioned in seats designated for the purpose.
Any additional cabin staff that cannot be accommodated in seats provided for the purpose, will
normally occupy passenger seats.
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8.4.11 Use of Safety Belts For Crew and Passengers

Crewmember
1. During takeoff and landing, and whenever deemed necessary by the PIC in the interest of safety,
each crew member shall be properly secured by all seatbelts and shoulder harnesses provided.
2. Both occupants of the pilot seats shall always have their seat belts fastened.
3. Flight Crew must wear shoulder harnesses when below 10,000 ft on climb and from Top Of Descent
until aircraft fully parked.
4. When only one pilot remaining in the cockpit, he/she must wear seatbelts and shoulder harnesses.
Passenger
1. Before takeoff and landing, and during taxying, and whenever deemed necessary in the interest of
safety, the PIC shall ensure that each passenger onboard occupies a seat or berth with his seatbelt,
or harness where provided, properly secured.
2. The PIC shall ensure that multiple occupancy of aeroplane seats may only be allowed on specified
seats and does not occur other than by one adult and one infant.
Any occupant should fasten his seatbelt during takeoff and landing and enroute in case of turbulence and
as a general rule each time the SEAT BELT sign is illuminated.
Unless otherwise briefed by the PIC, the SEAT BELT sign does not indicate a requirement for cabin
crews to be seated.
As long as the SEAT BELT signs are illuminated, cabin crew should make frequent checks that passenger
seatbelts remain fastened.
Seatbelt must be worn by all crewmembers and passengers (except by infant) under the following
conditions:
1. During takeoff, approach and landing
2. When the aircraft is flying at an altitude of less than 1,000 ft above terrain
3. In turbulent conditions
4. At the PIC’s discretion or as required by abnormal or emergency procedures
When the seat belts must be fastened, each infant must be held by the accompanying person or strapped
in a dedicated restraining device.
The SEAT BELT switch is to be selected to the “ON” position:
1. During the cockpit preparation. Once airborne the SEAT BELT switch should be selected to the
“OFF” position. An announcement should be made noting that although the seatbelt sign has been
turned off, passengers should keep their seatbelts fastened whenever they are in their seats.
2. When turbulence is anticipated or encountered. In addition, a flight crew must make an appropriate
PA announcement requiring the passengers to fasten their seatbelts.
3. During initial approach and no later than FL100.
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8.4.12 Admission to Flight Deck
No person may admit any person to the flight deck of an aircraft unless the person being admitted is:
1. A crewmember of the flight,
2. A DGCA air carrier inspector or an authorized representative of the Director, who is performing official
duties,
3. An employee of the Indonesian government, a certificate holder or an aeronautical enterprise who has
the permission of the PIC and whose duties are such that admission to the flight deck is necessary or
advantageous for safe operations or,
4. Any person who has the permission of the PIC AND is specifically authorized by the certificate holder
management and by the Director.
5. During cruise flight for persons having a technical or operational task in aviation and whose presence
in the cockpit during that flight is relation to the efficient of that task.
Whenever performing the duties of conduction an inspector of the DGCA presents his identification
credentials to the PIC to an aircraft operated by an air carrier or commercial operator. The inspector must
be given free and uninterrupted access to the pilots compartment of that aircraft.
Admission to the flight deck is under the authority of the PIC.
The final decision regarding the admission to the flight deck of any person shall rest with the PIC who
shall request identification of such persons before granting such admission.
Persons duly authorized as above and entitled to enter and remain on the flight deck in order to be able
to perform theirs duties, shall only be denied access by the PIC if he deems this necessary in the interest
of safety.
Cabin Crew Procedures

Before informing the PIC, the cabin crew shall:
1. Conduct passenger profiling;
2. Collect complete data of the passenger.
Use the interphone system to inform and or asking permission from the PIC.
To keep the security of the cockpit:
1. The cabin crew shall firstly check the identification of the person who wish to visit the cockpit before
asking the permission of the PIC.
2. There should be 1 (one) cabin crew accompany the visitor during cockpit visit.
3. The cockpit door must be closed and locked during flight.
8.4.12.1 Observer Briefing

A person shall only be carried on the flight deck provided that a seat with safety belt / safety harness is
available and that requirements concerning supplemental oxygen are met.
The person shall be briefed to:
1. Handling of seat and seat harness; keep the safety belt fastened at all times and harness below
10,000 ft AAL.
2. Evacuation possibilities and exits, use emergency exits, life jacket and oxygen
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3. Position, handling and time of use of the oxygen masks

4. Position and use of the life vests (if required)
5. Behavior in emergency cases
6. Not to touch any controls, push buttons, switches, instruments or circuit breakers
7. Not to interfere crew communications; not talking unless invited to do so by the PIC
8. Not distract and/or interfere with the operation of the flight
9. That their transport on a vacant crew seat is an exception and will entail restrictions regarding sitting
comfort, service and the consumption of alcohol
10. Restricted movements to/from the flight deck, for those occupants occupying flight deck jump seats.
The person must be familiar with the use of all flight deck relevant emergency equipment and all relevant
emergency procedures to:
1. Keep the safety belt / safety harness fastened at all times
2. Use emergency exits, life jacket and oxygen.
8.4.12.2 Use of Observer Seat Other Than Flight Crew

Occupation of the observer seat by others than assigned cockpit crewmember may lead to distraction
and should therefore be restricted to a minimum.
Person who in related to their duties or occupations are entitled to occupy the observer seat, must:
1. Be seated will prior to takeoff and landing
2. Be instructed not to interfere,
3. Have a seat in the cabin
8.4.12.2.1 Observer Seat : Enroute Inspections

1. Company shall make an available a seat on the flight deck of each airplane, used by it in air commerce
for occupancy by the director while conducting enroute inspection. The Director determines the
location and equipment of the seat with respect to its suitability for use in conducting en-route
inspections.
2. In each airplane that have more than one observer seat, in addition to the seats required for the crew
complement for which the airplane was certificated the forward observer seat or the observers seat
selected by the Director.
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8.4.13 Flight Deck / Cockpit Door Policy
The following procedures have been devised to enable flight deck and Cabin Crew to enter and leave the
flight deck while at the same time preventing unauthorized access.
On ground during pre-flight preparation, turnaround or in maintenance immediately prior to a flight, when
passengers are not onboard, the position of the flight deck door is at the PIC’s, or Engineer’s discretion.
From the time of starting passenger boarding until their disembarkation at the next destination, the flight
deck door shall be closed and locked. Except when necessary to permit access or egress to authorized
persons.
The cockpit crew shall be remain on the cockpit, except for duty performance and/or personal nature.
Note: Cockpit Door has three electric locking strikes controlled by the flight crew. In normal conditions, when the door
is closed they remain locked..
8.4.13.1 Entry Cockpit Procedures

8.4.13.1.1 For Cabin Crew
1. Check that the area around the cockpit door is sterile;
2. If possible, call another cabin crew to act as a barrier while entering the cockpit;
This procedure also applies everytime the cockpit door is opened.
3. Call the cockpit crew using the interphone;
If no answer from the cockpit crew, wait 30 seconds and retry to call. After the second attempt and
still no answer, use the EMER CODE to open the door.
4. Identify yourself (Name, Function and Intention);
Example for proper identification:
Name : Sasha
Function : Cabin Crew In Charge (CIC)
Intention : Meal servicing
5. Enter the door (CDLS) code;
6. Wait for the pilot to unlock the door;
7. Enter the cockpit and close the door.
8.4.13.1.2 For Cockpit Crew

On receiving a request for flight deck access
1. Confirm that the person requesting the access is bonafide, by visual identification, or speech
2. Unlock the flight deck door
3. Ensure that the door remains locked during the flight deck visit
4. Once the visitor has left the flight deck, immediately confirm that the door is closed and locked.
8.4.13.2 Security Breach / Terrorist Threat

Any breach, or perceived breach, of peace or security or suspicion of an impending trouble in the cabin
must be informed to the pilots, without delay, over the intercom, using the ‘Emergency’ call, if needed. If
possible, the call must be made discreetly, hidden from the passengers’ view.
Entry to the cockpit must not be requested or granted, unless the security in the cabin is restored. In all
circumstances, the Cabin Crew shall not allow a terrorist to gain entry into the flight deck, and obstruct
any attempt at forced entry.
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If it becomes clear to the pilots that one of the cabin crew or a passenger has been seized and their life
has been threatened in order to gain access to the cockpit, an announcement by PIC should be made
over the PA system requesting the crew and passengers not to respond and attempt to overpower the
hijackers. It should be made clear to them that by not doing so, the life of everyone on board is in danger.
The PIC of the aircraft and the First Officer shall NEVER leave the flight deck to make an attempt to
resolve the problem. Instead, they should inform the authorities on the ground and divert to an airport
where a response team can handle with the situation.
There is no way of preventing hijackers / terrorists from gaining access to the flight deck of a Citilink
Indonesia aircraft; however, introduction of the Cockpit Door Locking System (CDLS) will make
unauthorized access to the flight deck more difficult.
8.4.14 Incapacitation of Crew Members

8.4.14.1 General
Incapacitation of a crewmember is defined as any condition, which affects the health of a crew member
during the performance of duties which renders him incapable of performing the assigned duties.
Incapacitation is a real air safety hazard, which occurs more frequently than many of the other
emergencies, which are the subject of routine training. Incapacitation can occur in many forms varying
from obvious sudden death to subtle, partial loss of function. It occurs in all age groups and during all
phases of flight and may not be preceded by any warning.
8.4.14.2 Types of Incapacitation

1. Obvious incapacitation
Means total functional failure and loss of capabilities. In general will be easily detectable and of
prolonged occurrence. Among possible causes are heart disorders severe brain disorders, internal
bleeding, food poisoning, etc.
2. Subtle incapacitation
Is a more significant operational hazard, because it is difficult to detect and the effect can range from
partial loss of function to complete unconsciousness. Among the possible causes might be minor
brain seizures, hypoglycemia (low blood sugar), other various medical disorders, extreme fatigue
or pre-occupation with personal problems. Because a flight crewmember may not be aware of, or
capable of rationally evaluating his/her situation, this type of incapacitation is the more dangerous.
8.4.14.3 Causes and Effects

Incapacitation may range from minor cases of physiological upsets associated with inter-current mild
disease or mental stress which may result in reduced levels of judgment or physical coordination up to
a complete collapse.
Among the cause for mild incapacitation one may list:
1. Body pain such as toothache, headache, gastroenteritis, delayed effects of alcohol, drug or
medications, common disorder (i.e. cold).
2. Heart trouble, an acute infection thrombosis, epilepsy, hypo-glycerin (extremely low level sugar) and
others belong to the more serious causes of a sudden collapse.
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8.4.14.4 Recognition
The critical operational problem is early recognition of the incapacitation. The keys to early recognition
of incapacitation are:
1. Routine monitoring and cross-checking of flight instruments, particularly during critical phases of
flight, such as takeoff, climb out, descent, approach, landing and go around.
2. Flight crew members should have a very high index of suspicion of a “subtle incapacitation”:
a) If a crew member does not respond appropriately to two verbal communications, or
b) If a crew member does not respond to a verbal communication associated with a significant
deviation from a standard flight profile.
3. If you don’t feel well, say so and let the other pilot fly
Other symptoms of the beginning of an incapacitation are:

1. Incoherent speech
2. Strange behaviour
3. Irregular breathing
4. Pale fixed facial expression
5. Jerky motions that are either delayed or too rapid
8.4.14.5 Action to Be Taken When Crew Incapacitate

8.4.14.5.1 Flight Crew Incapacitation
The recovery from a detected incapacitation of the fit pilot shall follow the sequence below:
First Phase
1. Assume control, return the aircraft to a safe flight path, announce “I HAVE CONTROL”. If the
incapacitated flight crewmember causes interference with the handling of the aircraft, press the
sidestick pb for 40 seconds and keep or engage the onside AP, as required.
2. Declare an emergency to ATC
3. Call Cabin Crew via PA : “CIC REPORT TO COCKPIT”
4. Take whatever steps are possible to ensure the incapacitated pilot cannot interfere with the handling
of the aircraft. This may include involving cabin crew to restrain the incapacitated pilot.
5. Request assistance from any medicallay qualified passenger.
6. Check if a type qualified pilot is onboard to replace the incapacitated crew member. If no type
qualified pilot available, 1 (one) Cabin Crew other than Cabin Crew In Charge (CIC), (Cabin Crew 2
is prefered) should remain in the cockpit.
Note: CIC shall brief other cabin crew to ensure all exits are covered and give their new assignment.
7. Land at the nearest suitable airport after considering all pertinent factors
8. Request medical assistance after landing giving many details about the condition of the affected
crewmember
9. The remain cockpit crew shall wear seatbelts and harnesses at all times
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Second Phase
1. Prepare the approach preparation earlier and perform callouts and checklist aloud
2. Request radar vectoring and prefer a long approach to reduce workload if possible
3. Perform the landing from the fit pilot usual seat.
8.4.14.5.2 Cabin Crew Incapacitation
First Phase
1. One Cabin Crew report to cockpit crew using cabin – cockpit communication protocol.
2. PIC declares urgency or emergency, whichever is applicable.
3. Ensure the incapacitated crewmember is cared for and relocated to a passenger seat.
4. Have the incapacitated crewmember seated with recline position. Assistance of other crewmember
or passengers might be required.
5. In a full seat flight, a passenger may be relocated to a cabin attendant seat. The passenger shall be
seated in a cabin attendant seat which is not adjacent to the exit.
Brief the passenger regarding the use of the cabin attendant seat. The briefing objectives are:
a) The use of cabin attendant seat, seatbelt and shoulder harness
b) The use and location of emergency equipment (life vest and oxygen mask)
c) How to operate the passenger door
d) Instruct the passenger not to open the passenger door, except instructed to do so.
6. Request assistance from any medicallay qualified passenger.
Second Phase
1. Take care of the incapacitated crew member;
2. Arrange a landing as soon as practicable after considering all pertinent factor (condition of the
incapacitated, remaining flight time and suitability of enroute airport);
3. Arrange medical assistance after landing - giving as many details about the condition of the affected
crew member as possible.
4. In case of Cabin Crew In Charge (CIC) become incapacitated, Cabin Crew 2 replace the CIC’s
responsibilities.
Third Phase
1. Prepare for landing (cockpit and cabin), but do not press for a hasty preparation;
2. Depending on the situation, have the incapacitated crew off-loaded from the airplane and to the
ambulance as quickly as possible.
3. Complete the air safety reporting and other required form.
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8.4.15 Cabin Safety Requirements
8.4.15.1 Cabin Preparation and Passenger Seating
No person may operate an airplane unless there are available during the takeoff, enroute flight and
landing:
1. An approved seat or berth for each person onboard the airplane who has reached his second birthday;
and
2. An approved safety belt for separate use by each person onboard the airplane who has reached his
or her second birthday.
Each person onboard an airplane shall occupy an approved seat or berth with a separate seatbelt
properly secured about him or her during movement on the surface, for takeoff and for landing. A seatbelt
provided for the occupant of a seat may not be used by more than one person.
Seats, Safety Belts and Harnesses

1. Passengers
a) Before takeoff and landing, and during taxiing, and whenever deemed necessary in the interest
of safety, the PIC shall ensure that each passenger on board occupies a seat or berth with his/
her safety belt, or harness where provided, properly secured.
b) Citilink Indonesia shall make provision for, and the PIC shall ensure that multiple occupancy of
aeroplane seats may only be allowed on specified seats and does not occur other than by one
adult and one infant who is properly secured.
Securing of Passenger Cabin and Galley(s)

1. The PIC shall ensure that before takeoff and landing, and whenever deemed necessary in the interest
of safety, all equipment and baggage is properly secured.
2. At each unoccupied seat, the safety belt and shoulder harness must be secured so as not to interfere
with crewmembers in the performance of their duties or with the rapid egress of occupants in an
emergency.
8.4.15.1.1 Cabin Preparation

Before the flight, during the cabin crew briefing the PIC must ensure that:
1. The emergency equipment and the emergency lighting of the related aircraft, are onboard, operative,
and properly located.
2. Seats are fixed and are equipped with an individual belt and oxygen.
3. Safety cards are available to passengers.
4. Inform his crew of any useful information such as deficiency of cabin / safety equipment, special
passengers / load, special procedures (e.g. de-icing).
The Cabin Crew In Charge (CIC) is responsible to the PIC for cabin safety from the time the aircraft is
accepted for flight, until all the passengers have been offloaded at the end of the flight.
The Cabin Crew In Charge (CIC) must also ensure that relevant emergency equipment remains easily
accessible for immediate use.
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Unless the weight and balance for the flight and passenger category is such that the random occupation
of seats is permissible, passengers will sit in their allocated seats.
Before takeoff and landing the cabin preparation must be completed as follows:
1. All passengers have correctly fastened their seat belts
2. All reclining seats are in an upright position and folding tables stowed
3. All hand baggage are secured
4. All trolleys are stowed and galleys closed
5. Exits and escape paths are unobstructed
6. Exit doors are armed
7. Passenger briefing is completed
8. Cabin lights dimmed at night time in order to improve the night vision of cabin crew and passengers.
Cabin preparation completion should be reported to the PIC.
8.4.15.2 Smoking Onboard

The PIC shall ensure that no person on board is allowed to smoke:
1. Whenever deemed necessary in the interest of safety;
2. While the aeroplane is on the ground (including in the aisle(s) and in the toilet(s) area);
3. In cargo compartments and/or other areas where cargo is carried which is not stored in flame resistant
containers or covered by flame resistant canvas; and
4. In those areas of the cabin where oxygen is being supplied.
8.4.15.2.1 Smoking Policy

Citilink Indonesia is adhere a non-smoking (including e-cigarette) policy:
1. The “No Smoking” sign must be turned ON at any time
2. No person may smoke onboard at any time, including but not limited to:
a) No person may smoke while a “No Smoking” sign is ON or if “No Smoking” placards are posted;
b) No person may smoke in cockpit at any time; and
c) No person may smoke in lavatory at any time;
3. No person may tamper with, disable, or destroy any smoke detector installed in lavatory.
8.4.15.2.2 Use of “No Smoking” Signs

The NO SMOKING should be “ON”:
1. At all time
2. At the PIC’s discretion or as required by abnormal or emergency procedures
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8.4.15.3 Refueling / Defueling With Passenger Onboard During Embarking or Disembarking
Refuelling should be normally completed before the boarding process, but it is realized that in case
of delays, or a large uplift or other case, the passengers could be disembarking or boarding during
refuelling. These procedures are put in place to allow the safe movement of passengers and their safety
on board, when the airplane is being refuelled.
As the refueling shall take place frequently on the Citilink Indonesia sectors, it must be presumed by the
cabin crew that the refuelling shall take place during all transit halts, and take the suitable precautions
thereof.
The basic rule when passengers are involved is that precautions must be taken to ensure that they can
be evacuated in the unlikely event that fire does occur. These precautions involve ramp agent, engineer
(qualified ground crew member), cabin crew and pilot(s).
An airplane shall not be refueled when passengers are embarking, on board or disembarking unless it is
properly attended by qualified personnel ready to initiate and direct an evacuation of the airplane by the
most practical and expeditious means available.
If presence of fuel vapour is detected inside the aircraft or any other hazard arises, refueling must be
stopped immediately.
Precautions
The ramp agent must ensure that:
1. The fire service is informed.
2. Passenger boarding / disembarkation is carried out in a controlled manner.
3. When aircraft refueling operations take place while passengers are embarking, onboard or
disembarking, ground equipment shall be positioned so as to allow:
a) The use of a sufficient number of exits for expeditious evacuation; and
b) A ready escape route from each of the exits to be used in an emergency.
The Pilot(s) must:

2. Be aware of fire warning from the ground crew.
3. Be prepared to initiate passenger evacuation if necessary.
4. During refuelling process, switch the Fasten Seat Belts signs – OFF and inform via PA that refuelling
is in progress (“CABIN CREW, REFUELING IN PROGRESS”).
5. Select the No Smoking signs – ON.
6. Indicate that refueling has been completed by switch the Fasten Seat Belt signs to ON and inform via
PA that refuelling has been completed (“CABIN CREW, REFUELING COMPLETED”).
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The Ground Crew must:

2. Inform the pilot(s) of the beginning and ending of refueling.
3. Alert pilot(s) if fire or fuel spill occurs.
4. Stop refueling upon pilot request or whenever needed.
Cabin Crew shall:

1. Establish two-way communication with the pilots.
2. Select the cabin lighting to maximum brightness.
3. Make a passenger announcement that refueling is taking / will take place.
Passenger Announcement
Indonesian
“Bapak dan Ibu Yth,
Pengisian bahan bakar sedang berlangsung. Kami mohon Anda untuk tidak merokok dan tidak
menggunakan sabuk pengaman. Kami juga mengingatkan Anda untuk tidak mengaktifkan peralatan
elektronik dan untuk sementara waktu tidak mempergunakan kamar kecil. Terima kasih.”
English
“Ladies and Gentlemen,
Refueling is now in progress. Please do not smoke and keep your seat belt unfasten. We also remind you
that all your portable electronic devices must be switched off and for time being not to use the lavatory.
Thank you.”
4. Warn passengers not to smoke (no smoking sign must be ON).

5. Instruct passengers to unfasten their seat belts (Fasten Seat Belt sign must be OFF).
6. Instruct passengers not to use electronic equipment, especially mobile phones during fueling
operation.
7. Warn passengers not to use lavatory.
8. Ensure that EXIT sign is ON.
9. Ensure that ground servicing such as catering or cleaning don’t risk creating hazard or hindering an
10. The minimum required number of cabin crew should be onboard and be prepared for an immediate
11. Any cabin crew assigned to any exit during fueling shall remain sufficiently close to that exit to enable
passenger evacuation without delay.
12. Assigned cabin crew(s) should be stationed at each pair of aircraft doors.
13. Inform the flight crew in the event of fuel vapour being present in the cabin, so that termination of
refueling can be initiated.
14. Inform the flight crew if any non-compliance situation with safety regulations or procedures is noticed.
15. Provision for the safe evacuation of passengers in the event of an emergency shall be made via at
least two of the main passenger doors, (or the main passenger door plus one emergency exit), and
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preferably at opposing ends of the aircraft. These doors shall be constantly manned by a cabin crew
throughout the refueling operation.
Cabin Evacuation During During Passenger Embarking, Disembarking or Refueling

Should an evacuation of aircraft be required during embarking, disembarking or refueling requiring the
use of slides, Cabin Crew must ensure that the slide selector lever is moved to the ARMED position.
Cabin Crew must check that there are no external hazards present before opening the door and that all
cabin emergency exits are clear of any obstruction.
8.4.15.4 Portable Electronic Device (PED)

Citilink Indonesia shall not permit any person to use, and take all reasonable measures to ensure that
no person does use, on board an aeroplane a portable electronic device that can adversely affect the
performance of the aeroplane’s systems and equipment.
8.4.15.4.1 Use of PED Onboard

Portable Electronic Devices (PED) may cause Electro Magnetic Interferences (EMI) with navigation or
communication systems of the aircraft on which they are used.
For this reason:

1. The use of any device that intentionally transmits radio waves is prohibited on board during any flight
phase.
Example of devices that must not be used during any phase of flight:
a) Satellite telephones
b) Radio transmitters and/or receivers
c) Toys with remotely controlled units
d) Transmitting electronic games / media players
2. The use of non-intentional transmitting devices is prohibited on board below 10,000 ft.
Example of devices that must not be used below 10,000 ft:
a) Cellular telephones with flight mode ON
b) Portable computers or tablets (with flight mode ON)
b) Calculator
c) Electronic toys without remotely controlled units
d) Non-transmitting electronic games
e) Portable media players
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PED BELOW 10,000 ft ABOVE 10,000 ft

Satellite telephones NO NO
Radio transmitters and/or receivers NO NO
Toys with remotely controlled units NO NO
Transmitting electronic games / media players NO NO
Cellular telephones (with flight mode ON) NO YES
Portable computers or tablets (with flight mode ON) NO YES
Calculators NO YES
Electronic toys without remotely controlled units NO YES
Non-transmitting electronic games NO YES
Non-transmitting portable media players NO YES
All PEDs shall be properly stowed during takeoff and landing. These items could impede evacuation of
an aircraft or may cause injury in the event of turbulence or an accident.
The above restrictions apply to all persons on board.
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8.4.15.4.2 Cellular Phone
Cellular phones like other transmitting devices-must be switch OFF below 10,000 ft and must not be
used for voice communications.
Cellular telephones with flight mode ON may be used above 10,000 ft for non-transmitting usage.
All passengers shall follow crew instructions and immediately turn off their PED devices if asked.
The above restrictions apply to all persons on board.
Note:
- No restriction applies to medial personal electronic devices like hearing aids or heart pacemakers.
- At the PICs discretion the use of cellular phone maybe permitted by aircrew when the aircraft is stationary for
official use.
8.4.15.5 Medical Kits

8.4.15.5.1 First Aid Kits
Approved first-aid kits must be readily accessible to the crew, stored securely, and kept free from dust,
moisture, and damaging temperatures.
The minimum number of First Aid Kits required is set forth in the following table:
Number of Passenger Seats Number of First Aid Kits
0 – 50 1
51 – 150 2
151 – 250 3
More than 250 4
Each approved First Aid Kits must contain at least the following appropriately maintained contents in the
specific quantities:
Contents Quantity
Adhesive bandage compresses, 1-inch 16
Antiseptic swabs 20
Ammonia inhalants 10
Bandage compresses, 4-inch 8
Triangular bandage compresses, 40-inch 5
Arm splint, non-inflatable 1
Leg splint, non-inflatable 1
Roller bandage, 4-inch 4
Adhesive tape, 1-inch standard roll 2
Bandage scissors 1
Note: Arm and leg splints which do not fit within a first-aid kit may be stowed in a readily accessible location that is
as near as practicable to the kit.
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8.4.15.5.2 Emergency Medical Kit

At least one approved Emergency Medical Kits must contain at least the following appropriately
maintained contents in the specific quantities:
Emergency Medical Kit Contents Quantity
Sphygmonanometer 1
Stethoscope 1
Airways, oropharyngeal (3 sizes): 1 pediatric, 1 small adult, 1 large adult or equivalent 3
Self-inflating manual resuscitation device with 3 masks (1 pediatric, 1 small adult, 1 large adult or
1:3 masks
equivalent)
CPR mask (3 sizes), 1 pediatric, 1 small adult, 1 large adult, or equivalent 3
IV Admin Set: Tubing w/ 2 Y connectors 1
Alcohol sponges 2
Adhesive tape, 1-inch standard roll adhesive 1
Tape scissors 1 pair
Tourniquet 1
Saline solution, 500 cc 1
Protective nonpermeable gloves or equivalent 1 pair
Needles (2–18 ga., 2–20 ga., 2–22 ga., or sizes necessary to administer required medications) 6
Syringes (1–5 cc, 2–10 cc, or sizes necessary to administer required medications) 4
Analgesic, non-narcotic, tablets, 325 mg 4
Antihistamine tablets, 25 mg 4
Antihistamine injectable, 50 mg, (single dose ampule or equivalent) 2
Atropine, 0.5 mg, 5 cc (single dose ampule or equivalent) 2
Aspirin tablets, 325 mg 4
Bronchodilator, inhaled (metered dose inhaler or equivalent) 1
Dextrose, 50%/50 cc injectable, (single dose ampule or equivalent) 1
Epinephrine 1:1000, 1 cc, injectable, (single dose ampule or equivalent) 2
Epinephrine 1:10,000, 2 cc, injectable, (single dose ampule or equivalent) 2
Lidocaine, 5 cc, 20 mg/ml, injectable (single dose ampule or equivalent) 2
Nitroglycerin tablets, 0.4 mg 10
Basic instructions for use of the drugs in the kit 1
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8.4.15.5.3 Procedures and Checklist System
Procedures and checklist system for use of cabin crew must at least take into account the following
items:
No Items Pre Takeoff In-Flight Pre Landing Post Landing
1. Brief of cabin crew by the senior cabin crew
and PIC prior to commencement of a flight or X
series of flight
2. Check of safety equipment in accordance with
X
Citilink Indonesia policies and procedures
3. Security checks: searching for concealed
weapon , explosives or other dangerous X X
devices
4. Supervision of passenger embarkation and
X X
disembarkation
5. Securing of passenger cabin (e.g. seatbelt,
X X
cabin cargo / baggage)
6. Securing of galleys and stowage of equipment X X
7. Arming of door slides X
8. Safety information to passengers X X X X
9. “Cabin Ready” report to flight crew X if required X
10. Operation of cabin lights X if required X
11. Cabin crew at crew stations for takeoff and
X X X
landing
12. Surveillance of passenger cabin X X X X
13. Prevention and detection of fire in the
cabin, galley, crew rest areas and toilet and X X X X
instructions for action to be taken
14. Action to be taken when turbulence
is encountered or inflight incidents
X
(pressurisation failure, medical emergency
etc.)
15. Disarming of door slides X
16. Reporting of any deficiency and/or
unserviceability of equipment and/or any X X X X
incident
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8.4.16 Passenger Briefing Procedures

8.4.16.1 General
All passengers must receive appropriate briefing, or equipment demonstration, for the various stages of
the flight, in particular:
1. Passengers must be given a verbal briefing about safety matters. Parts or all of the briefing may be
provided by an audio-visual presentation.
2. Passengers must be provided with a safety briefing card on which picture type instructions indicate
the operation of emergency equipment and exits likely to be used by passengers.
8.4.16.2 Before Takeoff

Prior to takeoff cabin crew must brief all passengers on applicable safety rules and procedures.
Passengers must be briefed and demonstrated on the following items:

1. Smoking regulation
2. The location of emergency exits
3. The use of safety belts
4. The location and use of any required emergency flotation means
5. The location and use of the oxygen dispensing equipment
6. The location and use of the safety information card
8.4.16.3 After Takeoff

Passengers must be reminded of:
1. Smoking regulations.
2. Immediately before or immediately after turning the seatbelt sign off, an announcement shall be
made that passengers should keep their seatbelts fastened, while seated, even when the seatbelt
sign is off.
8.4.16.4 Before Landing

1. The requirement to keep or refasten safety belts and/or safety harnesses
2. Backing their seat in the upright position and stowing their tray table
3. Re-stowing their hand baggage
4. Drugs abuse regulation
8.4.16.5 After Landing

Passengers must be reminded:
1. To keep their safety belt fastened until the aircraft has come to a full stop and the engines have been
shut down.
2. Restrictions on the use of portable electronic devices
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8.4.16.6 Emergency Situations
If an emergency occurs during flight, the passengers shall be instructed in such emergency action as
may be appropriate to the circumstances.
8.4.16.7 Public Address (PA) Announcements

Although the PIC may delegate the use of the PA system to any other crewmember, he remains
responsible for its proper use.
The PIC should discuss his plan for routine announcements with the Cabin Crew In Charge (CIC).
The following should be considered before each announcement:

1. Plan the content of the announcement
2. Speak clearly in simple language
3. Keep it short. Avoid exploiting a captive audience with lengthy or too-frequent announcements
When the takeoff is imminent, the passengers are to be advised by making an announcement over the
PA.
After takeoff, immediately after turning the seat belt sign off, an announcement is required recommending
that the passengers keep their seat belts fastened while seated, even though the seat belt sign is off and
non-smoking policy reminder.
When noticeable turbulence is anticipated or encountered, advise the cabin occupants of the duration
and intensity expected.
If deemed appropriate request all cabin crews to be seated with their seat belts fastened.
Advise passengers of any delays (takeoff, landing) or diversions and the reasons in coordination with
PIC.
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8.6 Use of The Minimum Equipment List (MEL) and Configuration Deviation
List (CDL)
As its name implies, the Minimum Equipment List (MEL) lists all the safety-related items for which revenue
flights are permitted, even if the items are inoperative or missing at departure. The MEL specifies the
dispatch conditions: the conditions to be fulfilled and the procedures to be performed, in order to permit
the revenue flights to be flown with the inoperative item for a limited period of time. Furthermore, the
MEL must take into account the area of operation including whether the aircraft is being dispatched from
base or an outstation.
Similarly to the above the Configuration Deviation List (CDL) lists the aircraft secondary airframes that
may be missing for a particular operation and pictorially indicates areas of damage to the aircraft skin/
structure that is considered acceptable for flight.
No more than one part or one combination of parts of one system may be missing, except otherwise
specified. Parts of different systems may be simultaneously missing, unless otherwise specified in this
list. Missing part may introduce performance penalties that are cumulative.
The Minimum Equipment List (MEL) is a document established by Citilink Indonesia and approved by
Directorate General of Civil Aviation (DGCA). Citilink Indonesia’s MEL is developed on the base of Airbus
or Boeing Master MEL (MMEL) and customised by Citilink Indonesia as a function of its own operational
policies and national operational requirements.
The MEL shall never be less restrictive than the MMEL.
The Configuration Deviation List (CDL) is a document approved by the Airworthiness Authority having
certified the aircraft. The CDL is included in the Aeroplane Flight Manual.
The PIC shall not commence a flight unless he is satisfied that:

1. The aeroplane is not operated contrary to the provisions of the Configuration Deviation List (CDL);
2. The instruments and equipment are in operable condition except as provided in the MEL.
In the MEL, any item is deemed “inoperative”, when it does not satisfactorily fulfil its intended function,
regardless of the reason.
An item is deemed to be inoperative when:
1. It does not work at all, or
2. It does not ensure all functions for which it was designed, or
3. It does not consistently work within its designed operating limits or tolerances, or
4. It is requested to be considered inoperative by the dispatch conditions, or
5. It is not available due to a primary failure.
Whilst operating within the limits of the MEL / CDL, the aircraft is deemed to be airworthy and capable of
operating within the specified environment.
The MEL is not intended to provide for continued operation of an aircraft for an unlimited period of time.
Repairs should be made as soon as possible within the time limit imposed by Rectification Intervals.
Rectification Intervals (A, B, C, and D) have been introduced in accordance with definitions of MMEL /
MEL.
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Dispatch of the aircraft is not allowed after expiry of the Rectification Interval specified in the MEL unless
the Rectification Interval is extended in accordance with the following:
1. A one time extension of the applicable Rectification Interval B, C, or D, may be permitted for the same
duration as that specified in the MEL provided:
a) A description of specific duties and responsibilities for controlling extensions is established by the
Citilink Indonesia and accepted by the Authority, and
b) The Authority is notified within a timescale acceptable to the Authority of any extension authorised.
Although the concept of Rectification Interval does not exist for the CDL, all CDL items are not allowed
to be left unrectified for an unlimited period of time as stated in the Flight Manual. However, a specific
time limit is required in the dispatch condition itself for some items. Decision for repair is under the Citilink
Indonesia responsibility.
It is Citilink Indonesia’s policy that every effort be made to maintain 100% serviceability with rectification
being initiated at the first practical opportunity.
In case of defect, engineering personnel will certify in the Technical Log adjacent to the appropriate
defect the MEL / CDL subject title, system and item number together with any operational limitations.
At the completion of any engineering tasks associated with the particular MEL item, engineering personnel
will placard the inoperative instrument, switch, light, etc. if applicable.
When applicable, operational flight plan, takeoff and landing performance and fuel requirement penalties
must be taken into account due to inoperative equipment or component.
When a MEL / CDL item is rectified, engineering personnel should make an entry in the Technical Log
identifying the item and details of the rectification, including a statement that the MEL / CDL item has
been removed. Appropriate MEL placards (if applicable) must then be removed from the cockpit.
For each failure mode, the condition of dispatch column gives the applicable MEL Item(s) for dispatch.
The flight crew is responsible for checking that the condition of the aircraft systems / components
complies with the MEL Requirements.
Any decision to continue a flight following a failure or unserviceability must be subject to flight crew
judgment and good airmanship. The PIC may continue to make reference to the MEL and use it as
appropriate.
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8.7 Special Flight

8.7.1 Definitions
The following flights are considered as:
1. Training Flights
2. Test Flights
3. Delivery / Re-delivery Flights
4. Ferry Flights
5. Demonstration Flights
6. Acceptance Flights
7. Positioning Flights with or without passengers
8. Charter Flights
9. Extra Flights
8.7.2 Training Flights

Training flights are conducted under the responsibility of the SM Training with the purpose of:
1. PIC / pilot qualification / requalification
2. Training the abilities of pilots under normal and abnormal conditions
3. In flight line check
However, the final decision to carry out the actual training flight and the responsibility for adherence to
Company instructions described in the Operation Manual in General and the Part D in particular, remains
with the designated PIC.
8.7.3 Test Flight

8.7.3.1 General
CASR 91 sub part E and CASR 43 regulate that a test flight should be carried out after aircraft undergone
maintenance, preventive maintenance, rebuilding, or alteration in a manner that may have appreciably
change airplane flight characteristics or substantially affected its operation in flight.
Engineering and Maintenance personnel who are required as part of their duties, must be present in the
aircraft during the test flight. A satisfactory ground acceptance is required prior to the test flight.
Ground Acceptance is a procedure of Pre-Test Flight, in order to perform ground technical function & to
full fill operational test to be done.
1. Ground Acceptance requires Flight Crew.
2. Ground Acceptance with No Flight Crew. (It requires Technical Accomplishment List for Flight Crew).
A test flight is not required if prior to flight, ground test, inspection, or both show conclusively that
the maintenance, rebuilding, or alteration has not appreciably changed the flight characteristics or
substantially affected the flight operation of the airplane.
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8.7.3.2 Purpose
Test flight can be required or recommended after special maintenance / repair / painting work.
Check flight must not be confused with test flights (for acceptance flight or re-delivery flight), which
require a specific qualification (Technical Pilot).
Test flight is most of the time required to verify that the aircraft’s operational characteristics have not been
adversely affected during maintenance actions when it cannot be properly ground tested.
8.7.3.3 Category
1. Category A : Test flight that is performed after major overhaul check, for airplane performance test.
2. Category B : Test flight which will be required other than checks in category A.
8.7.3.4 Procedures
1. Test flight normally terminates at the departing station, but if due to operational reasons, it may end
up at other than the departing station.
2. Test flight maneuvering should be conducted in day VMC weather. Takeoff and Landing minima is in
accordance with the published circling approach minima for the particular aircraft.
3. Test item should be thoroughly discussed between the test Flight Crew and the designated aircraft
engineer before the flight.
4. The test items sequence should follow an established Test Flight Report Form Published by the
Maintenance & Engineering Division.
5. Test flight result analyses should be carried out by the PIC in cooperation with the designated aircraft
Engineer in charge.
6. T
est flight may not carry passengers, except for those needed to make the test and those designated
by the DGCA. Mail, express parcels, or other cargo may be carried when approved by the DGCA.
8.7.3.5 Test Flight Crew

The Flight crews for test flight are set up in accordance with the test flight category:
1. Category A
a) PIC shall be Technical Pilot
b) F/O shall be at least one of the following, in priority order:
- FIA
- FIA-1
2. Category B
a) PIC shall be Technical Pilot
b) F/O shall be FIA-1 or FIA
Note: Cabin Crew may be onboard for entertainment and service system function check as required.
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Categorization Directives
Nbr Subject Remarks CAT
Beside the basic functional test flight some tests are also Required in
1 Overhaul accordance with the work done on particular Aircraft system or structure. CAT A
Note: PIC must be Flight Instructor
2 Structure Performance test in relation with the structure repairs or Modifications. CAT A
3 Engine More than one engine replacement or reinstallation CAT A
Replacement or removal installation of :
Vertical &
4 • Vertical stabilizer CAT A
Horizontal stabilizer
• Horizontal stabilizer either one or both
Replacement or removal/installation of one or more of the following flight
Control Surface & control surfaces
5 CAT A
Flaps * • Aileron-Rudder-Elevator
• Flaps-Spoilers-Lift Dumpers
Installation or replacement with a new type of component in the aircraft,
6 Aircraft which may affect flight performance or flight Characteristics. CAT A
7 On Ground ** By any reason, the aircraft has been on the ground for more than 30 days. CAT B
• Vibration or other condition affecting airworthiness (Cause not revealed
through test on ground)
• Trouble affecting airworthiness has been eliminated but Result of action
8 Requirement CAT B
taken cannot be checked without a test Flight
• On request or ascertainment by any special cases i.e. aircraft systems
checks, airborne equipment check, etc.
Note:
* Test Flight is not required when, at the end of the task detailed in AMM, pass series of ground tests that ensure
the system operate as per design. → Operational Ground Acceptance required.
** Test Flight is not required if Maintenance Prolonged Ground Inspection has been carried out. → Operational
Ground Acceptance required.
8.7.3.6 Technical (Test) Flight Training

Technical flights go beyond the knowledge, skill and attitudes (KSA) expected from a ‘standard’ airline
pilot and for which they have been trained.
For this reason:
1. Technical flight cannot be considered as a standard flight.
2. The crew should have performed a training adapted to the Technical flight.
3. The procedures and checklists have to be reviewed and adapted to the technical flight.
Operations Manual Part D should include a section for Technical Flight Training.
The aim of technical flight training is to provide:
1. Adequate familiarisation of technical flight techniques
2. Safety precautions.
3. Techniques used to minimise the risk associated with some checks.
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Airbus has developed a technical flight familiarization course to provide the pilots having to perform
technical flight with:
1. Heighten awareness to technical flights specifics
2. Knowledge, skill and attitudes required for technical flight
The qualified instructors for this specific course are Flight Test Pilots and Flight Test Engineers from the
Airbus Flight Test department.
8.7.3.7 Technical (Test) Flight Program

A technical flight must be performed according to a program issued by the Engineering and Maintenance
Division in agreement with the Flight Operations Division.
Citilink Indonesia may contact Airbus to get further information on technical flight program to be performed
in function of the planned checks.
The Engineering and Maintenance Division must brief the flight crew on:
1. The reason for the technical flight.
2. The technical flight program.
3. How the preceding work may influence the flight characteristics of the aircraft.
Technical flight shall be performed by the minimum flight crew according to the Operations Manual and
Flight Manual.
Engineers, mechanics or inspectors may need to be on board in addition to the minimum crew, to perform
needed checks or observations that cannot be performed by the flight crew. The people in addition to the
minimum crew must be:
1. Limited to the minimum
2. Recorded in the journey log as additional crew members.
VP Flight Operations or the Chief Pilot should assign the crew and validate the presence of the other
people on board.
ATC must be informed of the purpose of the flight and of its profile (at least speed / altitude / time).
Accordingly ATC may provide a specific control or allocate a specific area to perform the technical flight.
8.7.4 Delivery Flights

Delivery flights are flights where an aircraft is flown from the third party’s facility to Citilink Indonesia.
For some delivery flights, the Authority might only issue a “ferry permit” or “Flight permit” in lieu of the
certificate of airworthiness and the certificate of registration. This ferry / flight permit may exclude the
carriage of persons other than flight crew and engineers provided all standard requirements are fulfilled.
If revenue passenger are on board it is a commercial flight and it should comply with commercial flight
requirements.
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8.7.4.1 Crew Composition for Delivery Flights

Delivery / re-delivery flight shall be executed by at least the minimum cockpit crew, depending on
availability in the order or any crew designated by the VP Flight Operation for such flight.
1. FIA-1, on the right seat;
2. Pilot on the left seat;
3. And any other assigned cockpit crew members and persons by VP Flight Operation.
A part from the assigned cockpit crewmembers, cabin crew personnel or other persons may be onboard
for a delivery / re-delivery flight.
8.7.5 Technical Ferry Flights

8.7.5.1 General
Ferry flights are flights to position aircraft for maintenance. They may be conducted with minimum crew
and reduced airworthiness as permitted by Operations Manual or the Authority.
VP Flight Operations shall give his consent to the PIC prior to commencing ferry flight after the approval
of the authority.
8.7.5.2 Permission for Technical Ferry Flight

For the execution of a Technical Ferry Flight, permission from DGCA and VP Flight Operation after a
preliminary check on necessity and feasibility of the ferry, will arrange permission and they are after will
act as coordinator between DGCA, Maintenance and Engineering Department and crew.
8.7.5.3 Crew Composition for Technical Ferry Flight

Technical Ferry Flight shall be executed by at least the minimum cockpit crew, depending on availability
in the order or any crew designated by the VP Flight Operation for such flight.
1. Technical Pilot as PIC
2. FIA or FIA-1 as FO
Apart from the assigned cockpit crew members, no cabin crew personnel or other persons should be
onboard a Technical Ferry Flight except maintenance personnel concerned.
8.7.5.4 Operational Requirement

A Technical Ferry Flight may be considered when:
1. It has become absolutely that local repair is impossible or impractical
2. The aircraft is certified for the operation or authorization is given obtained by DGCA
3. The specific operational requirements as stated in the FCOM
The assigned Crew Member must make himself or herself fully familiar with the relevant procedures as
stated in the FCOM.
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8.7.6 Acceptance Flight
An Acceptance Flight is performed for company acceptance aircraft. Company minimum requirements to
accept an aircraft shall be fulfilled.
Engineering and Maintenance personnel who are required as part of their duties, must be present in the
aircraft during the test flight. A satisfactory ground acceptance is required prior to the aceptance flight.
8.7.6.1 Acceptance Flight Crew

The Flight crews for test flight are set up in accordance with the test flight category:
1. PIC shall be Technical Pilot
2. FO shall be Manufacture Test Pilot
8.7.7 Demonstration Flights

A demonstration flight may be for a sale / advertising purpose. It may also be a flight with journalists and
customers.
All flights shall follow the standard procedures described in the Operation Manual.
In any case, all flights with passengers aboard, if not prohibited per relevant regulation on demonstration
flights, require full and normal crew complement.
8.7.7.1 Crew Composition for Demonstration Flights

The Flight crews for demonstration flight are set up in accordance:
1. FIA or FIA-1 as PIC
2. Line Pilot
8.7.8 Positioning Flights

A positioning flight is a flight to position an aircraft to an aerodrome for commercial operations.
Positioning flights must be performed with at least the minimum flight crew and must follow the standard
procedures described on the Operations Manual.
In this case, the PIC nominates one crewmember to be responsible for cabin safety checks. In accordance
with the PIC the demonstration of safety belts, oxygen masks, life vests and emergency evacuation may
be avoided, if all person on board are familiar with the demonstration of their use.
8.7.8.1 Crew Composition for Positioning Flight

The Flight crews for positioning flight are set up in accordance with the test flight category:
1. Line Captain
2. RHS Captain or FO
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8.8 Oxygen Requirements

8.8.1 Condition Under Which Oxygen Must Be Provided And Used
Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of
depressurization, smoke or toxic gas emission.
Additional “First Aid Oxygen” is required for passengers when the flight is planned to fly above 25,000
feet. This First Aid Oxygen must still be available after a depressurization.
8.8.1.1 Supplemental Oxygen for Emergency Descent and for First Aid
1. General
Citilink Indonesia shall furnish oxygen and dispensing equipment to comply with Paragraphs (2)
through (5) of this section in the event of cabin pressurization failure.
2. Crewmembers
When operating at flight altitudes above 10,000 ft, the certificate holder shall supply enough oxygen,
but not less than a two hour supply for each flight crewmember on flight deck duty. The required two
hours supply is that quantity of oxygen necessary for a constant rate of descent from the airplane’s
maximum certificated operating altitude to 10,000 ft in ten minutes and followed by 110 minutes
at 10,000 ft. The oxygen required in the event of cabin pressurization failure may be included in
determining the supply required for flight crewmembers on flight deck duty.
3. Use of oxygen masks by flight crewmembers
a) When operating at flight altitudes above flight level 250, each flight crewmember on flight deck
duty must be provided with an oxygen mask so designed that it can be rapidly placed on his
face from its ready position, properly secured, sealed, and supplying oxygen upon demand; and
so designed that after being placed on the face it does not prevent immediate communication
between the flight crewmember and other crewmembers over the airplane intercommunication
system. When it is not being used at flight altitudes above flight level 250, the oxygen mask must
be kept in condition for ready use and located so as to be within the immediate reach of the flight
crewmember while at his duty station.
b) When operating at flight altitudes above flight level 250, one pilot at the controls of the airplane
shall at all times wear and use an oxygen mask secured, sealed, and supplying oxygen, except
that the one pilot need not wear and use an oxygen mask while at or below flight level 410 if
each flight crewmember on flight deck duty has a quick donning type of oxygen mask that the
certificate holder has shown can be placed on the face from its ready position, properly secured,
sealed, and supplying oxygen upon demand, with one hand and within five seconds.
The mask can be put on without disturbing eye glasses and without delaying the flight crewmember
from proceeding with his assigned emergency duties. The oxygen mask after being put on must
not prevent immediate communication between the flight crewmember and other crewmembers
over the airplane intercommunication system.
c) Notwithstanding Paragraph (3)(b) of this section, if for any reason at any time it is necessary for
one pilot to leave his station at the controls of the airplane when operating at flight altitudes above
flight level 250, the remaining pilot at the controls shall put on and use his oxygen mask until the
other pilot has returned to his duty station.
d) Before the takeoff of a flight, each flight crewmember shall personally preflight his oxygen
equipment to ensure that the oxygen mask is functioning, fitted properly, and connected to
appropriate supply terminals, and that the oxygen supply and pressure are adequate for use.
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4. Use of portable oxygen equipment by cabin crews
Each attendant shall, during flight above flight level 250 flight altitude, carry portable oxygen
equipment with at least a 15 minute supply of oxygen unless it is shown that enough portable
oxygen units with masks or spare outlets and masks are distributed throughout the cabin to ensure
immediate availability of oxygen to each cabin attendant, regardless of his location at the time of
cabin depressurization.
5. Passenger cabin occupants
When the airplane is operating at flight altitudes above 10,000 ft, the following supply of oxygen must
be provided for the use of passenger cabin occupants:
a) When an airplane certificated to operate at flight altitudes up to and including flight level 250,
can at any point along the route to be flown, descend safely to a flight altitude of 14,000 ft or less
within four minutes, oxygen must be available at the rate prescribed by this part for a 30 minute
period for at least 10 percent of the passenger cabin occupants.
b) When an airplane is operated at flight altitudes up to and including flight level 250 and cannot
descend safely to a flight altitude of 14,000 ft within four minutes, or when an airplane is operated
at flight altitudes above flight level 250, oxygen must be available at the rate prescribed by this
part for not less than 10 percent of the passenger cabin occupants for the entire flight after cabin
depressurization, at cabin pressure altitudes above 10,000 ft up to and including 14,000 ft and,
as applicable, except that there must be not less than a 10 minute supply for the passenger cabin
occupants.
c) For first aid treatment of occupants who for physiological reasons might require undiluted oxygen
following descent from cabin pressure altitudes above flight level 250, a supply of oxygen must
be provided for two (2) percent of the occupants for the entire flight after cabin depressurization
at cabin pressure altitudes above 8,000 ft, but in no case to less than one person. An appropriate
number of acceptable dispensing units, but in no case less than two, must be provided, with a
means for the cabin attendants to use this supply.
6. Passenger briefing
Before flight is conducted above flight level 250, a crewmember shall instruct the passengers on
the necessity of using oxygen in the event of cabin depressurization and shall point out to them the
location and demonstrate the use of the oxygen dispensing equipment.
8.8.1.2 Supplemental Oxygen for Sustenance

1. General
Citilink Indonesia shall equip the airplane with sustaining oxygen and dispensing equipment for use
as set forth in this section:
a) The amount of oxygen provided must be at least the quantity necessary to comply with Paragraphs
(b) and (c) of this section.
b) The amount of sustaining and first aid oxygen required for a particular operation to comply with
the rules in this part is determined on the basis of cabin pressure altitudes and flight duration,
consistent with the operating procedures established for each operation and route.
c) The requirements for airplanes with pressurized cabins are determined on the basis of cabin
pressure altitude and the assumption that a cabin pressurization failure will occur at the altitude
or point of flight that is most critical from the standpoint of oxygen need, and that after the
failure the airplane will descend in accordance with the emergency procedures specified in the
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Airplane Flight Manual, without exceeding its operating limitations, to a flight altitude that will
allow successful termination of the flight.
d) Following the failure, the cabin pressure altitude is considered to be the same as the flight altitude
unless it is shown that no probable failure of the cabin or pressurization equipment will result in
a cabin pressure altitude equal to the flight altitude. Under those circumstances, the maximum
cabin pressure altitude attained may be used as a basis for certification or determination of
oxygen supply, or both.
2. Crewmembers
Citilink Indonesia shall provide a supply of oxygen for crewmembers in accordance with the following:
a) At cabin pressure altitudes above 10,000 ft, up to and including 12,000 ft, oxygen must be
provided for and used by each member of the flight crew on flight deck duty and must be provided
for other crewmembers for that part of the flight at those altitudes that is of more than 30 minutes
duration.
b) At cabin pressure altitudes above 12,000 ft, oxygen must be provided for, and used by, each
member of the flight crew on flight deck duty, and must be provided for other crewmembers
during the entire flight at those altitudes.
c) When a flight crewmember is required to use oxygen, he must use it continuously except when
necessary to remove the oxygen mask or other dispenser in connection with his regular duties.
Standby crewmembers who are on call or are definitely going to have flight deck duty before
completing the flight must be provided with an amount of supplemental oxygen equal to that
provided for crewmembers on duty other than on flight duty. If a standby crewmember is not on
call and will not be on flight deck duty during the remainder of the flight, he is considered to be a
passenger for the purposes of supplemental oxygen requirements.
3. Passengers
Citilink Indonesia shall provide a supply of oxygen for passengers in accordance with the following:
a) For flights at cabin pressure altitudes above 10,000 ft, up to and including 14,000 ft, enough
oxygen for that part of the flight at those altitudes that is of more than 30 minutes duration, for 10
percent of the passengers.
b) For flights at cabin pressure altitudes above 14,000 ft, up to and including 15,000 ft, enough
oxygen for that part of the flight at those altitudes for 30 percent of the passengers.
c) For flights at cabin pressure altitudes above 15,000 ft, enough oxygen for each passenger carried
during the entire flight at those altitudes.
8.8.1.3 Crew Protective Breathing Equipment

An easily accessible quick donning type of breathing equipment for immediate use is required for each
cockpit crewmember.
A portable protective breathing equipment is required at each cabin crew station in galleys.
This equipment must protect the eyes, nose and mouth of each crewmember while on duty and provide
oxygen for a period of not less than 15 minutes.
The oxygen required for breathing protection can be included in the supplemental oxygen.
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Dangerous Goods and Weapons
Chapter 9
9.1 Dangerous Goods

9.1.1 General Philosophy
Dangerous goods are defined as articles or substances which are capable of posing a significant risk
to health, safety or to property and which are classified accordingly to Section 3 of the IATA Dangerous
Goods Regulations.
Many everyday items and substances can be dangerous when transported by air. Due to the variations in
temperature and pressure during a flight, some of these items may leak or break, generating toxic fumes
or possibly starting a fire.
The International Civil Aviation Organization (ICAO) and the International Air Transport Association
(IATA) provide guidance material for Operators who wish to develop their dangerous goods training
programs. The ICAO and IATA guidance material is updated annually and provides Operators with an
excellent source of information on dangerous goods.
The ICAO Technical Instructions (ICAO TI) contains all the detailed regulations necessary for the safe
transport of dangerous goods by air.
International Air Transport Association (IATA), is an organization that has worldwide airline and industry
body membership. It has developed a more useable and less technical document for the correct
preparation of dangerous goods for air transport.
The IATA Dangerous Goods Regulations (IATA DGR) contain all the requirements of the Technical
Instructions but include some additional requirements that are more restrictive than the technical
instructions. These reflect industry standard practices for operational considerations.
As a result of this similarity, the airline industry uses the IATA Dangerous Goods Regulations as the main
source for instructions. These reflect industry standard practices for operational considerations.
In Indonesia, the Directorate General of Civil Aviation (DGCA) uses the IATA Dangerous Goods
Regulations as the primary source of instruction for the transport of dangerous goods.
9.1.2 Limitation
Citilink Indonesia accept the transportation of all classes (with specific limitations which are described in
subchapter below) of dangerous goods to and from stations determined by the Company. The detailed
information regarding the transportation of dangerous goods can be found in Citilink Indonesia Dangerous
Goods Manual (DGHM).
Certain other dangerous goods are considered to be dangerous for transport by air in the normal course
of events. In exceptional circumstances and under exemption granted by the States concerned, these
dangerous goods may be carried provided that the details of the government exemption are complied
with in their entirety. Citilink Indonesia has complied with all the requirements and granted by DGCA as
a dangerous goods carrier.
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The Regulations permit very few dangerous goods to be carried by passengers and crew. To safely
transport dangerous goods by air, a number of essential requirements have to be met. There is more
than just knowing what the Regulations state. It is about complying without exception, to the Regulations
and establishing a chain of safeguards and checks.
Many daily items that are considered as dangerous goods and are required for practical reasons may,
subject to certain controls, be carried by passengers and crew, either on person, packed in checked bag
or carry on baggage but in controlled quantities.
These dangerous items have been exempted from the provisions of the Regulations when carried by
passengers and crew. But they are still subject to specific provisions and limitations.
The carriage of dangerous goods is strictly monitored and controlled by Citilink Indonesia and the DGCA
to ensure the safety of passengers, aircrew, ground staff and the aircraft.
9.1.2.1 Forbidden Dangerous Goods

9.1.2.1.1 Dangerous goods forbidden in aircraft under any circumstances
Any article or substance which, as presented for transport, is liable to explode, dangerously react,
produce a flame or dangerous evolution of heat or dangerous emission of toxic, corrosive or flammable
gases or vapours under conditions normally encountered in transport must not be carried on aircraft
under any circumstance.
9.1.2.1.2 Dangerous goods forbidden unless exempted

The dangerous goods described in subparagraphs (a) through (f) must not be carried on Citilink Indonesia
aircraft.
(a) Radioactive material
• In vented type B(M) packages
• In packages which require external cooling by an ancillary cooling system
• In packages subject to operational controls during transport
• Explosive
• A pyrophoric liquid
(b) Unless otherwise provided, articles and substances
(c) Infected live animals
(d) Liquids having a vapour inhalation toxicity which requires Packing Group I packaging
(e) Substances that are offered for transport in a liquid state at temperatures equal to or exceeding
100°C, or in a solid state at temperatures equal to or exceeding 240°C
(f) Any other articles or substance as specified by the appropriate national authority.
9.1.2.2 Hidden dangerous goods

Citilink Indonesia acceptance staff must be adequately trained to identify and detect dangerous goods
presented as general cargo.
Cargo declared under a general description may contain hazardous articles that are not apparent. Such
articles may also be found in baggage. With the aim of preventing undeclared dangerous goods from
being loaded on an aircraft and passengers from taking on board those dangerous goods which they are
not permitted to have in their baggage, cargo and passenger acceptance staff should seek confirmation
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from shippers and passengers about the contents of any item of cargo or baggage where there are
suspicions that it may contain dangerous goods.
Dangerous goods items that may be hidden, such as, but not limited to:
COMMODITY DANGEROUS GOODS MAY BE PRESENT

AIRCRAFT ON GROUND see AIRCRAFT SPARE PARTS/AIRCRAFT EQUIPMENT.
(AOG) SPARES
AIRCRAFT SPARE PARTS / may contain explosives (flares or other pyrotechnics), chemical oxygen
AIRCRAFT EQUIPMENT generators, unserviceable tire assemblies, cylinders of compressed gas
(oxygen, carbon dioxide, nitrogen or fire extinguishers), paint, adhesives,
aerosols, life-saving appliances, first aid kits, fuel in equipment, wet or lithium
batteries, matches, etc.
AUTOMOBILES, may contain ferro-magnetic material which may not meet the definition for
AUTOMOBILE PARTS / magnetized material but which may be subject to special stowage requirements
SUPPLIES — (car, motor, due to the possibility of affecting aircraft instruments. May also contain engines,
motorcycle) including fuel cell engines, carburetors or fuel tanks which contain or have
contained fuel, wet or lithium batteries, compressed gases in tire inflation
devices, fire extinguishers, shocks/struts with nitrogen, air bag inflators/air bag
modules, flammable adhesives, paints, sealants and solvents, etc.
BATTERY-POWERED may contain wet or lithium batteries.
DEVICES / EQUIPMENT
BREATHING APPARATUS may indicate cylinders of compressed air or oxygen, chemical oxygen generators
or refrigerated liquefied oxygen.
CAMPING EQUIPMENT may contain flammable gases (butane, propane, etc.), flammable liquids
(kerosene, gasoline, etc.), flammable solids (hexamine, matches, etc.) or other
dangerous goods.
CARS, CAR PARTS see AUTOMOBILES, etc.
CHEMICALS may contain items meeting any of the criteria for dangerous goods, particularly
flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or
corrosive substances.
COMAT (COMPANY such as aircraft parts, may contain dangerous goods as an integral part,
MATERIALS) e.g. chemical oxygen generators in a passenger service unit (PSU), various
compressed gases such as oxygen, carbon dioxide and nitrogen, gas lighters,
aerosols, fire extinguishers, flammable liquids such as fuels, paints and
adhesives, and corrosive material such as batteries. Other items such as flares,
first aid kits, life-saving appliances, matches, magnetized material, etc.
CONSOLIDATED may contain any of the defined classes of dangerous goods.
CONSIGNMENTS
(GROUPAGES)
CRYOGENIC (LIQUID) indicates refrigerated liquefied gases such as argon, helium, neon and nitrogen.
CYLINDERS may indicate compressed or liquefied gas.
DENTAL APPARATUS may contain flammable resins or solvents, compressed or liquefied gas, mercury
and radioactive material.
DIAGNOSTIC SPECIMENS may contain infectious substances.
DIVING EQUIPMENT may contain cylinders (such as scuba tanks, vest bottles, etc.) of compressed
gas (air, oxygen, etc.), high intensity diving lamps which can generate extremely
high heat when operated in air. In order to be carried safely, the bulb or battery
must be disconnected.
DRILLING AND MINING may contain explosive(s) and/or other dangerous goods.
EQUIPMENT
DRY SHIPPER (VAPOUR may contain free liquid nitrogen. Dry shippers are subject to these Regulations
SHIPPER) when they permit the release of any free liquid nitrogen irrespective of the
orientation of the packaging.
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ELECTRICAL EQUIPMENT / may contain magnetized materials or mercury in switch gear and electron tubes,
ELECTRONIC EQUIPMENT wet batteries, lithium batteries or fuel cells or fuel cell cartridges that contain or
have contained fuel.
ELECTRICALLY POWERED (wheel chairs, lawn mowers, golf carts, etc.) may contain wet batteries, lithium
APPARATUS batteries or fuel cells or fuel cell cartridges that contain or have contained fuel.
EXPEDITIONARY may contain explosives (flares), flammable liquids (gasoline), flammable gas
EQUIPMENT (propane, camping gas) or other dangerous goods.
FILM CREW OR MEDIA may contain explosive pyrotechnic devices, generators incorporating internal
EQUIPMENT combustion engines, wet batteries, lithium batteries, fuel, heat producing items,
etc.
FROZEN EMBRYOS may contain refrigerated liquefied gas or Carbon dioxide, solid (dry ice).
FROZEN FRUIT, may be packed in Carbon dioxide, solid (dry ice).
VEGETABLES, ETC.
FUELS may contain flammable liquids, flammable solids or flammable gases.
FUEL CONTROL UNITS may contain flammable liquids.
HOT AIR BALLOON may contain cylinders with flammable gas, fire extinguishers, engines internal
combustion, batteries, etc.
HOUSEHOLD GOODS may contain items meeting any of the criteria for dangerous goods including
flammable liquids such as solvent based paint, adhesives, polishes, aerosols
(for passengers, those not permitted under Subsection 2.3), bleach, corrosive
oven or drain cleaners, ammunition, matches, etc.
INSTRUMENTS may conceal barometers, manometers, mercury switches, rectifier tubes,
thermometers, etc. containing mercury.
LABORATORY / TESTING may contain items meeting any of the criteria for dangerous goods, particularly
EQUIPMENT flammable liquids, flammable solids, oxidizers, organic peroxides, toxic or
corrosive substances, lithium batteries, cylinders of compressed gas, etc.
MACHINERY PARTS may contain adhesives, paints, sealants, solvents, wet and lithium batteries,
mercury, cylinders of compressed or liquefied gas, etc.
MAGNETS AND OTHER may individually or cumulatively meet the definition of magnetized material (see
ITEMS OF SIMILAR 3.9.2.2).
MATERIAL
MEDICAL SUPPLIES / may contain items meeting any of the criteria for dangerous goods, particularly
EQUIPMENT flammable liquids, flammable solids, oxidizers, organic peroxides, toxic,
corrosive substances or lithium batteries.
METAL CONSTRUCTION may contain ferro-magnetic material, which may be subject to special stowage
MATERIAL, METAL requirements due to the possibility of affecting aircraft instruments (see 3.9.2.2).
FENCING, METAL PIPING
PARTS OF AUTOMOBILE may contain wet batteries, etc.
(CAR, MOTOR,
MOTORCYCLE)
PASSENGERS BAGGAGE may contain items meeting any of the criteria for dangerous goods. Examples
include fireworks, flammable household liquids, corrosive oven or drain
cleaners, flammable gas or liquid lighter refills or camping stove cylinders,
matches, ammunition, bleach, aerosols (those not permitted under Subsection
2.3), etc.
PHARMACEUTICALS may contain items meeting any of the criteria for dangerous goods, particularly
radioactive material, flammable liquids, flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances.
PHOTOGRAPHIC SUPPLIES may contain items meeting any of the criteria for dangerous goods, particularly
/ EQUIPMENT heat producing devices, flammable liquids, flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances or lithium batteries.
PROMOTIONAL MATERIAL see PASSENGER BAGGAGE.
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RACING CAR OR may contain engines, including fuel cell engines, carburettors or fuel tanks
MOTORCYCLE TEAM which contain fuel or residual fuel, flammable aerosols, cylinders of compressed
EQUIPMENT gases, nitromethane, other fuel additives, wet batteries, lithium batteries, etc.
REFRIGERATORS may contain liquefied gases or an ammonia solution.
REPAIR KITS may contain organic peroxides and flammable adhesives, solvent based paints,
resins, etc.
SAMPLES FOR TESTING may contain items meeting any of the criteria for dangerous goods, particularly
infectious substances, flammable liquids, flammable solids, oxidizers, organic
peroxides, toxic or corrosive substances.
SEMEN may be packed with Carbon dioxide, solid (dry ice) or refrigerated liquefied gas.
See also DRY SHIPPER.
SHIPS' SPARES may contain explosives (flares), cylinders of compressed gas (life rafts), paint,
lithium batteries (emergency locator transmitters), etc.
SHOW, MOTION PICTURE, may contain flammable substances, explosives or other dangerous goods.
STAGE AND SPECIAL
EFFECTS EQUIPMENT
SPORTING GOODS / may contain cylinders of compressed or liquefied gas (air, carbon dioxide, etc.),
SPORTS TEAM EQUIPMENT lithium batteries, propane torches, first aid kits, flammable adhesives, aerosols,
etc.
SWIMMING POOL may contain oxidizing or corrosive substances.
CHEMICALS
SWITCHES IN ELECTRICAL may contain mercury.
EQUIPMENT OR
INSTRUMENTS
TOOL BOXES may contain explosives (power rivets), compressed gases or aerosols,
flammable gases (butane cylinders or torches), flammable adhesives or paints,
corrosive liquids, lithium batteries, etc.
TORCHES micro torches and utility lighters may contain flammable gas and be equipped
with an electronic starter. Larger torches may consist of a torch head (often
with a self-igniting switch) attached to a container or cylinder of flammable gas.
UNACCOMPANIED may contain items meeting any of the criteria for dangerous goods, such as
PASSENGERS BAGGAGE / fireworks, flammable household liquids, corrosive oven or drain cleaners,
PERSONAL EFFECTS flammable gas or liquid lighter refills or camping stove cylinders, matches,
bleach, aerosols, etc. (those not permitted under Subsection 2.3).
VACCINES may be packed in Carbon dioxide, solid (dry ice).
Note:
Articles and substances which do not fall within the definitions of dangerous goods as shown in these
Regulations and which in the event of leakage may cause a serious clean-up problem or corrosion to aluminum
on a long term basis must be checked by the shipper to at least ensure that the packaging is adequate to
prevent leakage during transportation. These may include brine, powdered or liquid dyes, pickled foodstuffs, etc.
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9.1.2.3 Dangerous goods carried by passengers and crew
Dangerous goods, including excepted packages of radioactive material, must not be carried by
passengers or crew as or in checked baggage, as or in carry-on baggage or on their person, unless
otherwise specified in the table 2.3.A.
9.1.2.4 Transport of dangerous goods by post

Citilink Indonesia does not accept the transportation of dangerous goods by post.
9.1.2.5 Dangerous goods in operator’s property

9.1.2.5.1 Exceptions
(a) Aircraft equipment
Articles and substances which would otherwise be classified as dangerous goods but which are required
to be aboard the aircraft in accordance with pertinent air worthiness requirements and operating
regulations or that are authorized by the State of the operator to meet special requirements.
(b) Consumer goods
Aerosols, alcoholic beverages, perfumes, colognes, liquefied gas lighters and portable electronic devices
containing lithium ion or lithium metal cells or batteries provided that the lithium batteries carried aboard
an aircraft by the operator for use or sale on the aircraft during the flight, or series of flights, but excluding
non-refillable gas lighters and those lighters liable to leak when exposed to reduced pressure.
(c) Carbon Dioxide, Solid (Dry Ice)
Carbon dioxide solid, (dry ice) for use in food and beverage service aboard the aircraft.
(d) Battery-Powered Electronic equipment
Electronic devices such as electronic flight bags, personal Electronic devices such as electronic flight
bags, personal lithium metal or lithium ion cells or batteries and spare lithium batteries for such devices
carried aboard an aircraft by the operator for use on the aircraft during the flight or series of flights. Spare
lithium batteries must be individually protected so as to prevent short circuits when not in use. Conditions
for the carriage and use of these electronic devices and for the carriage of spare batteries must be
provided in the operations manual and/or other appropriate manuals as will enable flight crew, cabin crew
and other employees to carry out their responsibilities.
9.1.2.5.2 Aircraft spares

Unless otherwise authorized by the State of the operator, articles and substances intended as
replacements must be transported in accordance with the provisions of The IATA DGR.
9.1.2.6 Dangerous goods in excepted quantities

Small quantities of dangerous goods, other than articles, meeting the provisions of this subsection are not
subject to the other provisions of these Regulations except for training requirements, dangerous goods
in air mail, classification and packing group criteria, packing requirement, loading restriction, reporting of
dangerous goods accidents, incidents and other occurrences, the requirement of radioactive material in
excepted packages and definition (Appendix A of IATA DGR). Dangerous goods in excepted quantities
are not permitted in or as checked or carry-on baggage nor in the mail.
The applicability, limitations, classification, identification, packing, package test, marking, documentation,
handling, and de minimis quantities of dangerous goods in excepted quantities shall comply with IATA
DGR section 2.6 and Citilink Indonesia DGHM.
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9.1.2.7 Dangerous goods in limited quantities

Citilink Indonesia does not accept the transportation of dangerous goods in limited quantities.
9.1.2.8 State And Operator Variations

Operator variations are always verified when receiving Dangerous Goods (DG) from senders.
• DG combined into one (consolidated) are not acceptable for transport, the only consolidation allowed
is that one master air waybill.
• Except for ID 8000, Consumer commodities, limited quantities of DG / Limited Qty (“Y” Packing
Instruction) are not acceptable for transport.
• If there is any doubt about the classification or identification of the substance, the shipper shall
provide, upon request by Citilink Indonesia or its representative, Material Safety Data Sheet (MSDS)
for the material. The MSDS must include the UN Number, Packing Group if required, delivery name,
and other appropriate transportation information.
• Unlimited quantity of goods will not be accepted for transport.
• All combination packaging containing DG liquid in packs of Group I, II or III shall contain sufficient
absorbent material to absorb the entire contents of all inner packs.
• For transport of radioactive material to, from and through Indonesia by CITILINK INDONESIA must
obtain approval from Badan Pengawas Tenaga Nuklir (BAPETEN).
• Liquid DG packaged in a single pack are not acceptable except by overpack packaging by placing
packets on plastics, foams or wooden pallets of appropriate size to protect the bottom of the
packaging.
• Overpacks that completely cover the packaging inside the overpack are not acceptable for transport.
• The sender must provide a 24-hour emergency telephone number from someone who is
knowledgeable about the hazards, characteristics and actions to be taken in the event of an accident
or incident involving all air-transported DG. Phone numbers that include country code and area code
must be displayed in the Additional Handling Information box on the DG Declaration and on the
packaging.
• A 24-hour emergency phone number is not required for shipments that do not require the DG
declaration.
• The carriage of ammunition in checked baggage and cargo is not allowed to be transported on
Citilink Indonesia international flights.
• Salvage Packaging is not acceptable for transport.
9.1.3 Recognition of Undeclared Dangerous Goods

Cargo declared under a general description may contain hazardous articles that are not apparent. Such
articles may also be found in baggage. With the aim of preventing undeclared dangerous goods from
being loaded on an aircraft and passengers from taking on board those dangerous goods which they are
not permitted to have in their baggage or cargo. Passenger acceptance staff should seek confirmation
from the shippers and passengers about the contents of any items of cargo or baggage where there are
suspicious that it may contain dangerous goods.
9.1.4 Provision for Passenger and Crew

Except as goods accepted with Citilink Indonesia approval as check baggage only, carry on baggage
only, baggage only, goods acceptable without the Citilink Indonesia’s Approval. The provisions of these
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regulations do not apply to goods accepted as stated above when carried by passengers or crewmembers
or in baggage transported by Citilink Indonesia, which has been separated from its owner during transit.
Dangerous Goods Regulations
TABLE 2.3.A
Provisions for Dangerous Goods Carried by Passengers or Crew
(Subsection 2.3)
Dangerous goods must not be carried in or as passengers or crew, checked or carry-on baggage, except as otherwise
2 provided below. Dangerous goods permitted in carry-on baggage are also permitted “on one's person”, except where
otherwise specified.
2.3 The pilot-in-command must be informed of the location
Permitted in or as carry-on baggage
Permitted in or as checked baggage
The approval of the operator is required
Alcoholic beverages, when in retail packagings, containing more than 24% but not more than 70% NO YES YES NO
alcohol by volume, in receptacles not exceeding 5 L, with a total net quantity per person of 5 L.
Ammunition (cartridges for weapons), securely packaged (in Div. 1.4S, UN 0012 or UN 0014 YES YES NO NO
only), in quantities not exceeding 5 kg gross weight per person for that person's own use.
Allowances for more than one person must not be combined into one or more packages.
Avalanche rescue backpack, one (1) per person, containing a cartridge of compressed gas in YES YES YES NO
Div. 2.2. May also be equipped with a pyrotechnic trigger mechanism containing no more than
200 mg net of Div. 1.4S. The backpack must be packed in such a manner that it cannot be
accidentally activated. The airbags within the backpacks must be fitted with pressure relief valves.
Batteries, spare/loose, including lithium metal or lithium ion cells or batteries, for portable NO NO YES NO
electronic devices must be carried in carry-on baggage only. Articles which have the primary
purpose as a power source, e.g. power banks are considered as spare batteries. These batteries
must be individually protected to prevent short circuits.
Camping stoves and fuel containers that have contained a flammable liquid fuel, with empty YES YES NO NO
fuel tank and/or fuel container (see 2.3.2.5 for details).
Chemical Agent Monitoring Equipment, when carried by staff members of the Organization for YES YES YES NO
the Prohibition of Chemical Weapons on official travel (see 2.3.4.4).
Disabling devices such as mace, pepper spray, etc. containing an irritant or incapacitating FORBIDDEN
substance are forbidden on the person, in checked and carry-on baggage.
Dry ice (carbon dioxide, solid), in quantities not exceeding 2.5 kg per person when used to pack YES YES YES NO
perishables not subject to these Regulations in checked or carry-on baggage, provided the
baggage (package) permits the release of carbon dioxide gas. Checked baggage must be marked
“dry ice” or “carbon dioxide, solid” and with the net weight of dry ice or an indication that there is
2.5 kg or less dry ice.
e-cigarettes (including e-cigars, e-pipes, other personal vaporizers) containing batteries must be NO NO YES NO
individually protected to prevent accidental activation.
Electro shock weapons (e.g. Tasers) containing dangerous goods such as explosives, FORBIDDEN
compressed gases, lithium batteries, etc. are forbidden in carry-on baggage or checked baggage or
on the person.
Fuel cells containing fuel, powering portable electronic devices (e.g. cameras, cellular phones, NO NO YES NO
laptop computers and camcorders), see 2.3.5.10 for details.
Fuel cell cartridges, spare for portable electronic devices, see 2.3.5.10 for details. NO YES YES NO
Gas cartridges, small, non-flammable containing carbon dioxide or other suitable gas in YES YES YES NO
Division 2.2. Up to two (2) small cartridges fitted into a self-inflating safety device such as a life
jacket or vest. Not more than one (1) device per passenger and up to two (2) spare small cartridges
per person, not more than four (4) cartridges up to 50 mL water capacity for other devices
(see 2.3.4.2).
Gas cylinders, non-flammable, non-toxic worn for the operation of mechanical limbs. Also, NO YES YES NO
spare cylinders of a similar size if required to ensure an adequate supply for the duration of the
journey.
Hair curlers containing hydrocarbon gas, up to one (1) per passenger or crew-member, provided NO YES YES NO
that the safety cover is securely fitted over the heating element. These hair curlers must not be
used on board the aircraft at any time. Gas refills for such curlers are not permitted in checked or
carry-on baggage.
Heat producing articles such as underwater torches (diving lamps) and soldering irons YES YES YES NO
(See 2.3.4.6 for details).
Insulated packagings containing refrigerated liquid nitrogen (dry shipper), fully absorbed in a NO YES YES NO
porous material containing only non-dangerous goods.
Internal combustion or fuel cell engines, must meet A70 (see 2.3.5.15 for details). NO YES NO NO
Lamps, energy efficient when in retail packaging intended for personal or home use. NO YES YES NO
Lithium Batteries: Security-type equipment containing lithium batteries (see 2.3.2.6 for YES YES NO NO
details).
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Limitations
TABLE 2.3.A
Provisions for Dangerous Goods Carried by Passengers or Crew
(Subsection 2.3) (continued)
The pilot-in-command must be informed of the location
Permitted in or as carry-on baggage 2
Permitted in or as checked baggage
2.3
The approval of the operator is required
Lithium Batteries: Portable electronic devices containing lithium metal or lithium ion cells or NO YES YES NO
batteries, including medical devices such as portable oxygen concentrators (POC) and consumer
electronics such as cameras, mobile phones, laptops and tablets, when carried by passengers or
crew for personal use (see 2.3.5.9). For lithium metal batteries the lithium metal content must not
exceed 2 g and for lithium ion batteries the Watt-hour rating must not exceed 100 Wh.
Lithium batteries, spare/loose with a Watt-hour rating exceeding 100 Wh but not exceeding YES NO YES NO
160 Wh for consumer electronic devices and PMED or with a lithium metal content exceeding 2 g
but not exceeding 8 g for PMED only. Maximum of two spare batteries in carry-on baggage only.
These batteries must be individually protected to prevent short circuits.
Lithium battery-powered electronic devices. Lithium ion batteries for portable (including medical) YES YES YES NO
electronic devices, a Wh rating exceeding 100 Wh but not exceeding 160 Wh. For portable medical
electronic devices only, lithium metal batteries with a lithium metal content exceeding 2 g but not
exceeding 8 g.
Matches, safety (one small packet) or a small cigarette lighter that does not contain NO ON ONE'S NO
unabsorbed liquid fuel, other than liquefied gas, intended for use by an individual when carried on PERSON
the person. Lighter fuel and lighter refills are not permitted on one's person or in checked or
carry-on baggage.
Note: “Strike anywhere” matches, “Blue flame” or “Cigar” lighters are forbidden.
Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with non-spillable YES YES NO NO
wet batteries or with batteries which comply with Special Provision A123 or A199,
(see 2.3.2.2).
Mobility Aids: Battery-powered wheelchairs or other similar mobility devices with spillable YES YES NO YES
batteries or with lithium batteries (see 2.3.2.3 and 2.3.2.4 for details).
Mobility Aids: Battery-powered mobility aids with lithium ion batteries (collapsible), lithium-ion YES NO YES YES
battery must be removed and carried in the cabin (see 2.3.2.4(d) for details).
Non-radioactive medicinal or toiletry articles (including aerosols) such as hair sprays, perfumes, NO YES YES NO
colognes and medicines containing alcohol; and
Non-flammable, non-toxic aerosols in Division 2.2, with no subsidiary risk, for sporting or home NO YES NO NO
use.
The total net quantity of non-radioactive medicinal or toiletry articles and non-flammable, non-toxic
aerosols in Division 2.2 must not exceed 2 kg or 2 L and the net quantity of each single article must
not exceed 0.5 kg or 0.5 L. Release valves on aerosols must be protected by a cap or other
suitable means to prevent inadvertent release of the contents.
Oxygen or air, gaseous, cylinders required for medical use. The cylinder must not exceed 5 kg YES YES YES YES
gross weight.
Note: Liquid oxygen systems are forbidden for transport.
Permeation devices, must meet A41 (see 2.3.5.16 for details). NO YES NO NO
Portable electronic devices containing non-spillable batteries, batteries must meet A67 and NO YES YES NO
must be 12 V or less and 100 Wh or less. A maximum of 2 spare batteries may be carried
(see 2.3.5.13 for details).
Radioisotopic cardiac pacemakers or other devices, including those powered by lithium batteries, NO ON ONE'S NO
implanted into a person or fitted externally, or radiopharmaceuticals contained within the body of a PERSON
person as the result of medical treatment.
Security-type attaché cases, cash boxes, cash bags, etc. incorporating dangerous goods, such FORBIDDEN
as lithium batteries and/or pyrotechnic material, except as provided in 2.3.2.6 are totally forbidden.
See entry in 4.2–List of Dangerous Goods.
Specimens, non-infectious packed with small quantities of flammable liquid, must meet A180 NO YES YES NO
(see 2.3.5.14 for details).
Thermometer, medical or clinical, which contains mercury, one (1) per person for personal use, NO YES NO NO
when in its protective case.
Thermometer or barometer, mercury filled carried by a representative of a government weather YES NO YES YES
bureau or similar official agency (see 2.3.3.1 for details).
Note:
The provisions of 2.3 and Table 2.3.A may be limited by State or operator variations. Passengers should check with their
airline for the current provisions.
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9.1.5 Classification of Dangerous Goods
Dangerous goods are classified by type of hazard as follows:
Class 1 - Explosive
Division / Name Cargo Comments and/or
Hazard Label Description
IMP Code Example
Division 1.1
REX
Articles and substances
having a mass explosive
hazard.
Division 1.2
REX
having a projection
hazard.
Division 1.3
REX Articles and substances
RCX having a fire hazard and
either a minor blast or
RGX minor projection hazard
or both.
These explosive are
normally forbidden for
Division 1.4 carriage by air.
REX
which present no
significant hazard.
Division 1.5
REX
Very insensitive
substances which have a
mass explosion hazard.
Division 1.6
REX
Extremely insensitive
articles which do not have
a mass explosion hazard.
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Class 2 - Gases
IMP Code Example
Division 2.1
Flammable Gas RFG Any gas which, when
Butane, Hydrogen,
mixed with air in certain
Propane, Acetylene,
proportion, forms a
Lighters.
flammable mixture.
Division 2.2
Non-Flammable, Non- Carbon dioxide, Neon,
Toxic Gas Any non-flammable, non-
Fire Extinguisher,
RNG toxic gas or refrigerated
Liquefied Nitrogen of
liquefied gas.
Helium.
Division 2.3
Toxic Gas RPG Most toxic gases are
Gases known to be toxic
forbidden for carriage by
or corrosive to humans
air; Some are permitted,
and know to pose a health
e.g. aerosols of low
risk.
toxicity, tear gas devices.
Class 3 - Flammable Liquid

IMP Code Example
Class 3
Flammable Liquid Any liquid having a
Certain Paints, Varnishes,
RFL closed-cup flash point
Alcohols, some
of 60.5°C or below
Adhesives, Acetone,
(IATA DGR Appendix A);
Petrol, etc.
explosives
Class 4 - Flammable Solid

IMP Code Example
Division 4.1
Flammable Solid Any solid material, which
RFS is readily combustible, or Matches, Sulfur, Celluloid,
may cause or contribute Nitro naphthalene.
to fire through friction.
Division 4.2
Spontaneously Such substances are
Combustible liable to spontaneous White or Yellow
RSC heating or to heating up in phosphorus, Magnesium
contact with air and then dioxide.
liable to catch fire.
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IMP Code Example
Division 4.3
Substances, which by
Dangerous when Wet interaction with water
RFW are liable to become
Calcium carbide, Sodium.
spontaneously flammable
or give off flammable
gases.
Class 5 - Oxidizing Substance; Organic Peroxide

IMP Code Example
Division 5.1
Oxidizer A substance that yield
ROX Ammonium nitrate
oxygen readily to
fertilizer, Calcium chlorate,
stimulate the combustion
Bleaches.
of other material.
Division 5.2 An organic material (liquid

Organic Peroxide or solid) that can be
ROP ignited readily by external Tent-Butyl hydro peroxide,
flame and then burns listed in Appendix C of the
with an accelerating rate; IATA DGR.
some substances react
dangerous with others.
Class 6 – Toxic (Poisonous) Substance; Infectious Substance

IMP Code Example
Division 6.1
Arsenic, Nicotine,
Toxic Substance Liquids or solids, which Cyanide, Pesticides,
RPB are dangerous if inhaled, Strychnine.
swallowed or absorbed Note: Some are
through the skin. totally forbidden, e.g.
Bromoacetone.
Division 6.2
Substances which are
Infectious Substance Virus, Bacteria, such as
known or reasonably
RIS HIV (AIDS), Rabies, some
expected to contain
diagnostic specimens
pathogens and cause
and Medical and Clinical
disease in humans or in
waste.
animals.
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Class 7 – Radioactive Material

IMP Code Example
Class 7
Cat. I-White Radioactive
5 (0.5)
RRW
TI = 0
Class 7
Cat. II-Yellow Radioactive Radio nuclides or isotopes
5 (0.5) 500 (50) for medical or industrial
RRY
0 TI 1 purposes, such as Cobalt
60, Cesium 131 and
Ladino 132.
Class 7
Cat. III-Yellow Radioactive
500 (50) 2000 (200)
RRY
1 TI 10
Class 7 Criticality Safety Index

Radioactive Fissile labels must be used
in additional to the Fissile material:
Material
appropriate radioactive Uranium 233 and 235,
Criticality Safety Index
labels to provide control Plutonium 239 and 241.
over accumulation of
packages or overpacks
containing fissile material.
Class 8 – Corrosives
IMP Code Example
Class 8 A liquid or solid that will
Corrosive Material cause severe damage
when in contact with living Battery Acids, Sculptures
RCM
tissue or, in the case of and other Acids, Sodium
leakage will materially hydroxide, Potassium
damage or even destroy hydroxide, Mercury.
other goods or the means
of transport.
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Class 9 – Miscellaneous Dangerous Goods
IMP Code Example
Class 9
Miscellaneous Dangerous Any substances which
Goods presents a danger during
RMD air transportation that
is not covered by other
classes.
Class 9
Semi-processed polymeric
Polymeric beads RSB articles impregnated with
a flammable gas or liquid Asbestos, Garlic Oil,
as a blowing agent; may Life Rafts, Internal
evolve small quantities of Combustion Engines,
flammable gas. Vehicles.
Class 9 Carbon dioxide, solid/dry

Carbon dioxide Solid (Dry ice has a temperature of
Ice) -79°C.
ICE On sublimation it
produces a gas heavier
than air which in an
enclosed area and in
larger quantities can lead
to suffocation.
Class 9
Magnetized Material
These materials have
MAG relatively high magnetic
field strength.
Class 9 The term “lithium battery”

Lithium Battery refers to a family of
batteries with different
chemistries, comprising
many types of cathodes
and electrolytes. Lithium
batteries are classified in
class 9.
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9.1.6 Emergency Procedures

9.1.6.1 General
Dangerous goods are not permitted in the passenger cabin. Nevertheless, dangerous goods may be
carried into the cabin by passenger who are unaware of, or deliberately ignore, the requirements of the
technical instructions concerning passengers and their baggage
When assessing an appropriate course of action to take in the event of an incident involving dangerous
goods The ICAO Emergency Response Guidance for Aircraft Incidents involving Dangerous Goods
should be used.
9.1.6.2 Flight Crew Procedures

Emergency checklist for Flight Crew:
The ICAO Emergency Response Guide details them as:
• Follow aircraft emergency procedures for fire or smoke removal;
• No smoking” sign on;
• Consider landing as soon as possible;
• Consider turning off non-essential electrical power;
• Determine source of smoke/fumes/fire;
• For dangerous goods incidents in the passenger cabin, see cabin crew checklist (OM Part A - Chapter
9.1.6.3.1 Cabin Crew Checklist) and coordinate cockpit/cabin crew actions;
• Determine emergency response drill code (from NOTOC where available);
• Use guidance from aircraft emergency response drills chart to help with incident; and
• If the situation permits, notify ATC of the dangerous goods being carried. Wherever possible, this
information should include:
1. The PSN (Proper Shipping Name) and/or UN/ID number,
2. The class/division and for Class 1,
3. The compatibility group,
4. Any identified subsidiary risk(s),
5. The quantity and the location on board the aircraft,
6. A telephone number where a copy of the information to the PIC can be obtained.
After landing:
• Disembark passengers and crew before opening any cargo compartment doors;
• Inform ground personnel/emergency services of nature and location of dangerous goods; and
• Make appropriate entry in maintenance log.
Dangerous Goods in Cargo Holds:

Spillages or leakages from packages containing dangerous goods are unlikely to be detected during
flight unless they cause noticeable fumes in the passenger cabin or on the flight deck.
In the event of leakage, the air in the passenger cabin or on the flight deck may have become flammable,
irritating or toxic. Non-essential electrics should be turned off and smoking prohibited.
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Crew should also use full-face masks (100% oxygen) or smoke hoods. Wherever possible, passengers
should be provided with wet towels or cloths for use over the nose and mouth.
9.1.6.3 Cabin Crew Action

9.1.6.3.1 Cabin Crew Checklist
INITIAL ACTION
1. Notify The PIC
2. Identify the Item
(In case of fire)

Use standard procedure / check use of water
(Lithium Battery Fire)

1. Collect firefighting equipment and other useful items
2. Relocate passengers away from the device.
3. Handle the incident
4. If the device was previously plugged in, remove power to remaining electrical outlets.
5. Apply storage procedure
6. Regularly inspect the lavatory and monitor the item
(In Case of Spillage or Leakage)

1. Collect Dangerous Goods Kit (if installed) and other useful items
2. Relocate passengers away from the area and distribute wet towels or cloths
3. Don rubber gloves and Protective Breathing Equipment
6. Regularly inspect the scene and monitor the item
AFTER LANDING
1. Identify to ground personnel dangerous goods item and where stowed
2. Make appropriate entry in maintenance log
9.1.6.3.2 Amplified Cabin Crew Checklist for Dangerous Goods Incidents in The Passenger
Cabin During Flight
9.1.6.3.2.1 Initial Action
1. Notify The PIC
Any incident concerning dangerous goods should be notified immediately to the PIC who should
be kept informed of all actions taken and of their effect. It is essential that the cabin crew and the
flight crew coordinate their actions and that each be kept fully informed of the other’s actions and
infections.
2. Identify the Item
Ask the passenger concerned to identify the item and indicate its potential hazards. The passenger
may be able to give some guidance on the hazard(s) involved and how these could be dealt with. If
the passenger can identify the item, contact the PIC for the appropriate emergency response drill.
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9.1.6.3.2.2 In Case of Fire

Use standard procedure / check use of water
Standard emergency procedures must be used to deal with any fire. In general, water should not be used
on a spillage or when fumes are present since it may spread the spillage or increase the rate of fuming.
Consideration should also be given to the possible presence of electrical components when using water.
9.1.6.3.2.3 Lithium Battery Fire

In the case of PED or spare lithium battery fire in the cabin or when notified by the flight crew.
3. Collect firefighting equipment and other useful items
4. Relocate passengers away from the device.
If there are flames If there are no flames

1. Take firefighting equipment 1. Pour water or non-alcoholic liquid
Consider the use of PBE and fire gloves
2. Discharge halon
Use halon, halon replacement or water fire
extinguisher to prevent the spread of the fire to
adjacent battery cells and materials
3. When the flames are suppressed, pour water or
non-alcoholic liquid
WARNING
1. Do not attempt to pick up and move smoking or burning device.
2. Do not cover the device or use ice to cool the device.
3. Ice or other materials insulate the device increasing the likelihood that additional battery cells will ignite.
4. Do not use fire resistant burn bags to isolate burning lithium type batteries.
5. Transferring a burning appliance into a burn bag may be extremely hazardous.
4. If the device was previously plugged in, remove power to remaining electrical outlets.
When the PED or the spare battery can be safely moved:
a) Put on fire glove
b) Take receptacle
c) Consider the use of any suitable empty receptacle (e.g. standard unit or lavatory waste bin)
d) Fill receptacle with water or non-alcoholic liquid
e) Set the lavatory inoperative
6. Regularly inspect the lavatory and monitor the item
The affected lavatory must be regularly monitored for the remainder of the flight to ensure that the
device remains immersed.
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9.1.6.3.2.4 In Case of Spillage or Leakage
1. Collect Dangerous Goods Kit (if installed) and other useful items If no Dangerous Goods Kit is
available in the aircraft, Cabin Crew can use other objects to deal with incident or accident involving
dangerous goods. Those objects are, but not limited to:
To protect hands To absorb the DG To place the absorbed DG To tie the bag
1. Latex glove 1. Towel 1. Disposal (plastic) bag 1. Plastic seal
2. Fire glove covered 2. Newspaper 2. Catering / bar box
with plastic 3. Napkin
3. Etc. 4. Seat cushion covers
5. Headrest covers
2. Relocate passengers away from the area and distribute wet towels or cloths.
A wet towel o cloth aids in filtering and is more effective at doing this than a dry towel or cloth.
WARNING
The use of therapeutic masks with portable oxygen bottles or the passenger drop out oxygen system to
assist passengers in a smoke or fume filled passenger cabin should not be considered since considerable
quantities of fumes or smoke would be inhaled through the valves or holes in the masks.
3. Don rubber gloves and Protective Breathing Equipment

The hands should always be protected before touching suspicious packages or items. Fire-resistant
gloves or oven gloves covered by polyethylene bags are likely to give suitable protection.
If needed, don Protective Breathing Equipment when attending to an incident involving smoke,
fumes or fire.

With Dangerous Kit With No Dangerous Goods Kit
It is absolutely certain that the item will not create a 1. If there is a catering or bar box on board,
problem the decision may be made not to move it. empty any contents and place the box on the
In most circumstances, however, it will be better to floor, with the door upward.
move the item and this should be done as suggested 2. Place the bag(s) containing the item and any
below: soiled towels, etc., in the box and close the door.
1. Prepare two bags by rolling up the sides and Treat affected seat cushions/covers in the same
placing them on the floor manner as dangerous goods item.
2. Place the item inside the first bag with the Seat cushions, seat backs or other furnishings
closure of the item or the point from which it is that have been contaminated by a spillage
leaking from its container, at the top. should be removed from their fixtures and
3. Take off the rubber gloves whilst avoiding skin placed in a large bin bag or other polyethylene
contact with any contamination on them. bag, together with any bags used initially to
4. Place the rubber gloves in the second bag. cover them. They should be stowed away in
the same manner as the dangerous goods item
5. Close the first bag whilst squeezing out the
causing the incident.
excess air.
6. Twist the open end of the first bag and use a
bag tie to tie it sufficiently tight to be secure but
not so tight that pressure equalization cannot
take place.
7. Place the first bag (containing the item) in the
second bag, which already contains the rubber
gloves and secure the open end in the same
manner as that used for the first bag
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a) Use rear galley or toilet wherever possible, but do not place the box or bag(s) the pressure
bulkhead or fuselage wall. If a galley is used, the box or bag(s) can be stowed in an empty waste
container.
b) Prevent the box or bag(s) from moving and to keep the item upright. Ensure that the position of
the box or bag(s) will not impede disembarkation from the aircraft.
c) The toilet door should be locked from outside. Any fumes will be vented away from passengers.
6. Regularly inspect the scene and monitor the item.
a) Cover spillage on carpet / floor
b) Cover any spillage on the carpet or furnishings with a waste bag or other polyethylene bags, if
available.
Note: in the case of a spill of known or suspected dangerous goods in powder form:
1. Leave everything undisturbed;
2. Do not use fire agent or water;
3. Cover area with polyethylene or other plastic bags and blankets;
4. Keep area isolated until after landing.
9.1.6.3.2.5 After Landing

1. Identify to ground personnel dangerous goods item and where stowed
Upon arrival, take the necessary steps to identify to the ground staff where the item is stowed. Pass
in all information about the item.
2. Make appropriate entry in maintenance log
Make an entry in the aircraft maintenance log so that proper maintenance action is undertaken
and that the dangerous goods kit or any aircraft equipment used is replenished or replaced when
appropriate
9.1.7 Infectious Substances Detected In flight

The same procedure for Dangerous Goods should be used for handling spills of blood or body fluids in
the cabin. However, the following consideration should be given for clean up procedures.
9.1.7.1 Cabin Crew Action When Infectious Substances Detected In Flight

1. Place all soiled articles, such as seat covers in the yellow plastic bag marked CONTAMINATED
WASTE (if available) or an orange bag and mark with INFECTIOUS WASTE label (if available).
Waste bin bag may be used if those such plastic bags are not available.
2. Use the disposable cloth to wipe up the fluids. Wash with soap and water for approximately 3-5
minutes or flush affected skin area with water.
3. Wipe with disinfectant (mix 1 sachet of disinfectant to 1 litre of water) or mediswabs as carried (if
available).
4. Place all of the contaminated materials used in the clean up procedure (towels, gloves, apron, cabin
crew shield, etc) into the CONTAMINATED waste bags.
5. Tie the top of the bag.
6. Place the bag into the waste bin (emptied of refuse) in the aft toilet, lock and tag the toilet door.
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7. Wash hands thoroughly with soap and water.
8. Ensure the appropriate entry in Voluntary Safety Report (VSR).
Note: In the case of an incident in flight in the aircraft cabin, cabin crew may be advised of the appropriate procedures
to follow after the corresponding drill has been identified by the flight crew. After the substance and its inherent risk
have been positively identified, clean up/containment should be carried out.
9.2 Weapon and Ammunitions

9.2.1 Security Item
Citilink Indonesia does not allow passengers to bring firearms, bullets and sharp weapons into the cabin
or in passenger seat, including law enforcement officer or other authorized person and its own crew,
in accordance with DGCA Decreet SKEP/100/VII/2003 about “Technical Guidance for Passenger who
Firearms and Bullets and Security Procedures in Handling Prisoners / Person in Custody in Civil Aviaton”.
Security Item Container (SIC) Lock, using numeric padlock in all stations. Station Manager / Station
Quality Control is the authorized person who keep and control the availability of Padlock.
For details refer to Program Keamanan Penerbangan Citilink Indonesia (PKPCI).
9.2.2 Carriage of Firearms, Bullets and Weapons

Citilink Indonesia shall not allow any person to have, nor may any person have, on or about his or her
property, a deadly or dangerous weapon, either concealed or unconcealed, accessible to him or her
while on board an aircraft.
Citilink Indonesia has a policy to carry firearms, bullets or weapons. The limitations of carrying this item
are:
1. The maximum calibre is 9 mm
2. The maximum bullets to be carried is 12 bullets per passenger
3. The maximum bullets to be carried is 100 bullets per aircraft
Citilink Indonesia shall ensure that all firearms, bullets or weapons are treated as security items, and
during the acceptance shall be kept in approved sturdy box or Security Box in the cargo compartment
inaccessible by any passenger or the crew during flight.
Law enforcement officer may onboard, but strictly prohibited to carry weapon on board, his/their weapons
have to be collected to Citilink Indonesia security officer and kept on security box.
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10.1 Security Instruction And Guidance

10.1.1 Identification Cards
Each employee must wear the airline identification card (ID card) issued for the duration of his duty.
ID card must not be lent or disposed of in any manner. If the card is lost it must be immediately reported
to Administration Manager or Station Manager, as appropriate, and a replacement card obtained. The
identification card is to be worn in a visible position at all times when on duty or when entering areas
requiring the wearing of ID card.
10.1.2 Crew Baggage Security

All crew baggage should normally carry an identification label giving full name and rank of the crew
member.
Crew members must not leave their baggage unattended at any time.
Crew members must not accept for carriage sealed parcels from third parties. Any sealed package
belonging to a crew member shall at all times be carried by the crew member concerned onto the aircraft
personally and shall not be entrusted to any other crew members.
The individual crew member is responsible for the handling and security of his personal baggage.
Adherence to the following procedures is required:
1. Keep your bags locked when you are not using them.
2. Maintain security of all your carry-on bag.
3. Before leaving hotel, make sure all items in your bags belong to you and have not been tampered
with.
4. Keep your bags in view at all times in public areas such as lobbies, boarding lounges, restaurant,
restrooms, hotel or terminal buildings.
5. Never accept anything for carriage, including letters or envelopes, given by strangers, fellow
employees or acquaintances.
10.1.3 Securing The Flight Deck

10.1.3.1 Flight Crew Notification
The door must be locked and remain locked throughout the flight except when it is necessary for crew
to enter or exit the cockpit. Special care must be taken in such cases to ensure security of the cockpit
is maintained. Cabin Crew will need to find a way to discreetly notify the flight deck that a situation is
occurring in the cabin. Whether it is the use of code words, special chimes or a special combination on
the keypad of the door, the notification method shall be quick, easy to remember even under stressful
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situations and not changed too frequently to avoid confusion. Also, more than one method should be
available in the event that it is impossible to perform one.
The reinforced cockpit door shall be equipped with a Cockpit Door Locking System (CDLS). It will be
the decision of the PIC to decide if access to the cockpit is granted. The use of a decoy code to alert the
cockpit crew should be common practice.
10.1.3.2 Accessing and Exiting The Cockpit

The classes of persons authorized to access a flight deck are; Crew Member, DGCA Inspector and/
or any person who has permission from Pilot In Command in relation to Safety & Security reasons.
Despite this access to the flight deck shall be very limited to operational need only. Unauthorized access
is a risk at all times when the flight deck door is open. Cabin Crew should be vigilant and observe the
surroundings carefully before seeking permission to enter the cockpit.
When a flight crew member decides to exit the cockpit prior to unlocking the door, he/she shall:
1. Verify with Cabin Crew to make sure that any adjacent lavatory is not occupied by a passenger;
2. Determine if the circumstances outside the door are safe;
3. If required, confirm that cabin crew are positioned to block passenger access while the door is
unlocked.
Passengers shall be discouraged from wandering in the area in front of the cockpit unless it is to use the
lavatory. In the case of a passenger disturbance, every effort should be made to make this area including
the lavatory a “clear-zone”. When dealing with a Level 3 or Level 4 incident, the area should be cleared
and blocked off by carts and able-bodied persons (ABPs) if necessary.
10.1.3.3 Cabin Crew Responsibilities

Flight crew members shall be discouraged from leaving the flight deck in order to assess a safety or
security problem or to assist in resolving such problems. The responsibility to assess such situations
and respond lies with the Cabin Crew. In order to fulfill these responsibilities, cabin crew training needs
to be tailored to cover such circumstances. Cabin Crew need improved technical training as well as new
methods to communicate using non-verbal cues. This not only requires enhanced security knowledge
but better safety awareness as well.
10.1.3.4 Cockpit Seat Occupation

1. During all phases of flight, each member of the basic crew shall be at his cockpit station, except
when:
a) His/her absence is due to performance of duties in related with the operation of the flight.
b) His/her absence is for reasons of a personal nature and/or physical and mental fitness. In this
case, one crewmember may leave the cockpit during flight for as short a period as possible
(maximum 15 minutes).
c) Authorization of the PIC is required before any cockpit crew member leaves his station and 1
Cabin Crew shall be in the cockpit.
2. When one crewmember is absent, cross monitoring of flight and system panels by the remaining
crewmembers becomes even more essential. If, as a consequence of the absent of cockpit
crewmember, only one Pilot occupies his seat, he shall be in a position to take over manually without
delay.
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3. Below 10,000 ft no cockpit crew member shall vacate his seat and/or leave the cockpit, neither can
any seat change or pilot change take place below 10,000 feet.
4. The cabin crew should occupy the third or fourth occupant seat with seatbelt fastened.
10.1.4 Unruly Passengers

10.1.4.1 General
Individual passengers or groups of passengers with the potential to behave in a disorderly manner
generally fall into the following categories;
1. Apparently intoxicated or under the influence of drugs or alcohol to the extent of physical incompetence;
2. Engage in disorderly or offensive conduct to the discomfort or distress of other passengers and cabin
crews;
3. Are violent to the extent that there is a possibility of injuries to passengers or cabin crews or damage
to the aircraft;
4. Are apparently of unsound mind;
5. Are known or suspected of being in possession of firearms;
6. Fail to adhere to instructions by Company personnel
10.1.4.2 Airport Handling

Airport staff will prevent the boarding of any passengers or group of passengers whose behaviour
displays the above characteristics.
Flights attendants observing disorderly conduct, in accordance with the above characteristics, during
embarkation will immediately advise the appropriate airport staff and the PIC. If necessary, the offending
passenger(s) is to be disembarked.
Assistance from airport police or security staff should be enlisted, if required.
10.1.4.3 Inflight
The handling of disorderly passengers in flight is at the discretion of the PIC and in co-ordination with the
senior cabin crewmember.
This discretionary action could range from a member of the cockpit crew talking to the disorderly
passenger(s), the refusal of cabin crews to serve alcohol, or to the physical restraint of the passenger.
10.1.4.4 After Landing

In case of a serious incident with disorderly passenger(s) the PIC will request airport police, or security
staff, to meet the aircraft on arrival and, if necessary, charge the passenger(s) with an offence.
10.1.4.5 Reporting Procedure

In the situation where a passenger(s) is denied embarkation or behaves in a disorderly manner in flight, a
written report is to be submitted by the PIC. A report from an independent non-Company witness should
accompany the report.
Such report should be forwarded to the VP Flight Operations as soon as possible.
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10.1.5 Bomb or Sabotage Threats
10.1.5.1 General
It is important that all staff develop a “security conscious” approach with respect to the company aircraft
and other assets. All flight crewmembers should be vigilant in ensuring that unauthorised persons are
denied access to aircraft and areas where there is the potential for sabotage or damage.
10.1.5.2 Bomb and Other Sabotage Threats

Threats against an aircraft or a particular flight number are usually received by the local Civil Aviation
Authority, Company or handling agent/airline office. Bomb threat calls will be evaluated, by appropriate
personnel, as either genuine or hoax.
It is company policy that appropriate procedures be immediately implemented for bomb threats assessed
as genuine until it is assessed that the threat is in fact a hoax, or does not present any further danger.
Threats which may involve a number of flights, carriers, or other vague information, indicating a high
probability of the threat being a hoax, normally require no action.
The treatment of bomb or sabotage threats varies from country to country both with respect to the
handling of the aircraft after landing and in the subsequent investigation of the threat by local authorities.
The PIC of the aircraft will be advised of the receipt of any genuine threat against the aircraft. The
situation is to be treated as an emergency in accordance with the following.
10.1.5.2.1 Aircraft is On The Ground

1. Summon senior cabin crewmember to the cockpit and advise the nature of the threat against the
aircraft;
2. Make the following PA announcement:
“Ladies and gentlemen this is Captain...speaking. I regret to advise that there will be an interruption
to this flight. We have received a message that an explosive material may have been loaded on to
the aircraft. In the interest of your safety we are going to make a thorough search of the aircraft.
Instead of
taking off, we shall taxi the aircraft to a suitable area. The cabin crews will supervise your
disembarkation and accompany you to a safe position.
Arrangements for your comfort while the aircraft is being searched will be advised after disembarkation”;
3. Disembark the passengers either at the gate or at a suitable area nominated by ATC. If the aircraft
is away from the gate, disembarkation is to be via external/internal stairs rather than escape slides,
unless there is a reason to believe that an explosion and/or aircraft damage is imminent;
4. In a controlled disembarkation via stairs or a jetway, passengers and crew should take all cabin
baggage; this requirement should be reflected in a PA announcement by cabin crew member;
5. If an evaluation via the slides is required passengers and crew should leave all cabin baggage on
board the aircraft;
6. Cabin crews and ground personnel will be responsible for moving passengers to a safe location.
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10.1.5.2.2 Aircraft Is In Flight

1. Immediately proceed to the nearest suitable airport;
2. Summon the senior cabin crew member to the cockpit and advise the nature of the treat against the
aircraft;
3. Make the following PA announcement:
“Ladies and gentlemen this is Captain.....speaking we have been advised by Air Traffic Control that
the safety of the aircraft may have been compromised. In the interests of your safety we are returning
to.....airport (or diverting to.....airport) and I will give you more details after landing”;
4. After landing make the following PA announcements;
“Ladies and gentlemen this is Captain......speaking. I regret to advise that we have received a
message that an explosive material may have been loaded on to the aircraft. In the interest of your
safety we are going to make a thorough search of the aircraft. The cabin crews will supervise your
disembarkation and accompany you to a safe position. Arrangements for your comfort while the
aircraft is being searched will be advised after disembarkation”;
5. If an immediate evacuation appears warranted order an emergency evacuation immediately the
aircraft has been brought to a stop after landing;
6. In the event that an immediate evacuation is not considered necessary, disembark the passengers
either at a gate or at a suitable area nominated by ATC. If the aircraft is away from the gate,
disembarkation is to be via external/internal stairs rather than escape slides, unless there is every
reason to believe that an explosion and/or aircraft damage is imminent.
7. In a controlled disembarkation via stairs or an jetway, passengers and crew should take all cabin
baggage; this requirement should be reflected in a PA announcement by cabin crew;
8. If an evacuation via the slides is required passengers and crew should leave all cabin baggage on
board the aircraft;
9. Cabin crews and ground personnel will be responsible for moving passengers to a safe location.
10.1.5.2.3 Located Bomb Onboard

If a bomb is located in the aircraft, in complement of the previous procedures, the procedure “Bomb on
board” must be applied:
IF POSSIBLE, LAND AND EVACUATE THE AIRCRAFT IMMEDIATELY if it is not possible to land and
evacuate the aircraft within 30 minutes applied the following procedures:
10.1.5.2.3.1 Cockpit Procedures
Background
To avoid the activation of an altitude-sensitive bomb, the cabin altitude should not exceed the value at
which the bomb has been discovered.
To reduce the effects of the explosion, the aircraft should fly as long as possible with approximately 1 PSI
differential pressure, to help the blast go outwards. 1 PSI differential pressure corresponds to a 2,500 ft
difference between the aircraft and the cabin altitude.
These conditions are achieved by using the manual pressure control.
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Procedure
The following procedure assumes that it is initiated during climb or cruise:
1. First, maintain the cabin altitude.
2. While maintaining the cabin altitude, descend the aircraft to the cabin altitude + 2,500 ft and maintain
delta P at 1 PSI.
3. During further steps of descent, maintain delta P at 1 PSI.
4. For landing, reduce the differential pressure to zero, until the final approach.
If flight conditions are different, the crew should adapt the procedure, bearing in mind the above-
mentioned principles (background paragraph).
AIRCRAFT (if climbing) ........................................................................................................ LEVEL OFF

CABIN PRESS MODE SEL ....... ...................................................................................................... MAN
The purpose is to immediately prevent the cabin altitude from increasing, in order to avoid the activation
of an altitude-sensitive bomb.
CAB ALT ................................................................................................................................... MAINTAIN

Use MAN V/S CTL selector to maintain the cabin altitude at the value it had when the bomb was
discovered.
CABIN CREW .............................................................................................................................. NOTIFY

ATC/COMPANY OPERATIONS .................................................................................................. NOTIFY
To obtain expert advice from explosive specialists.
FUEL RESERVES ............................................................................................................... DETERMINE

Keep in mind that when flying at cabin altitude + 2,500 feet, fuel consumption in CONF 1, with landing
gear down, will be about 2.1 times that consumed in clean configuration.
NEXT SUITABLE AIRPORT ................................................................................................. DETERMINE

FCU/MCP SPEED SELECTION KNOB ....................................................................... PULL AND TURN
Select the most appropriate speed, taking into account the time to destination, the fuel consumption
and the fact that low speed could reduce the consequences of possible structural damage, if the bomb
explodes.
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DESCENT TO CAB ALT + 2,500 FT or MEA or minimum obstacle clearance altitude .............. INITIATE
Descending to 2,500 ft above the cabin altitude gives a cabin differential pressure of approximately 1
PSI, which helps to ensure that the blast goes outwards, if the bomb explodes.
AVOID SHARP MANEUVERS

Which might result in the bomb moving.
CAB ALT ................................................................................................................................... MAINTAIN

Use MAN V/S CTL selector to maintain the cabin altitude. Initially brief UP input should be required; but,
be careful not to increase the cabin altitude.
When at CAB ALT + 2,500 ft:

1 PSI DELTA P ......................................................................................................................... MAINTAIN
Use MAN V/S CTL selector to adjust delta P to 1 PSI. Brief DN input should be initially required to set 0
ft/min cabin vertical speed.
GALLEY ............................................................................................................................................. OFF

FLAPS (fuel permitting) ............................................................................................................ AT LEAST
CONF 1
LANDING GEAR (fuel permitting, except for flight over water) ................................................ DOWN
The detonation could damage the landing systems. Therefore, if fuel permits, configure the aircraft for
landing as soon as possible. Reducing the speed will minimize stress on the aircraft structure.
For any other steps of descent:

1 PSI DELTA P ......................................................................................................................... MAINTAIN
Use MAN V/S CTL selector to DN to adjust delta P to 1 PSI.
During approach:
CABIN PRESS MODE SEL ............................................................................................................. AUTO
This allows CPC to automatically control the cabin altitude to 0 during final approach.
When the aircraft is on ground and stopped in a remote area (if possible):
• If Evacuation required:
EVACUATION ............................................................................................................................. INITIATE
Make a short and precise announcement to order the emergency evacuation.
Avoid exiting on the same side as the bomb and near the bomb.
• If Evacuation not required:

CABIN CREW and PASSENGERS (PA) ..................................................................................... NOTIFY
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10.1.5.2.3.2 Cabin Procedures
If a suspect device is found in the cabin:
Do not cut or disconnect any wires and do not open or attempt to gain entry to internal
WARNING components of a closed or concealed suspect device. Any attempt may result in an explosion.
Booby trapped closed devices have been used on aircraft in the past.
Alternate locations must not be used without consulting with an aviation explosives security
WARNING
specialist. Never take a suspect device to the flight deck.
The least risk bomb location for the aircraft structure and systems is center of the RH aft cabin
CAUTION
door.
EOD (Explosive Ordnance Disposal) PERSONNEL ON BOARD ............................................... CHECK

Announce “Is there any EOD personnel on board?”. By using the initials, only persons familiar with EOD
will be made aware of the problem.
DO NOT OPEN THE BOMB

DO NOT CUT BOMB’S WIRES
SECURE BOMB AGAINST SLIPPING
PROTECT BOMB AGAINST SHOCKS
Secure in the attitude found and do not lift before having checked for an anti-lift ignition device.
PASSENGERS .............................................................................................. LEAD AWAY FROM BOMB

Move passengers at least 4 seat rows away from the bomb location. On full flights, it may be necessary
to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets.
All passengers must remain seated with seatbelts on and, if possible, head below the top of the head
rest. Seat backs and tray tables should be in their full upright position.
Service items may need to be collected in order to secure tray tables.
PORTABLE ELECTRONIC DEVICES ................................................................................ SWITCH OFF

The cabin crews must command passengers to switch off all portable electronic devices.
BOMB .................................................................................................... CHECK NO ANTI-LIFT DEVICE

To check for an anti-lift switch or lever, slide a string or stiff card, (such as the emergency information
card) under the bomb, without disturbing the bomb.
If the string or card cannot be slipped under the bomb, it may indicate that an anti-lift switch or lever is
present and that the bomb cannot be moved.
If a card is used and can be slid under the bomb, leave it under the bomb and move together with the
bomb.
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If it is not possible to move the bomb, then it should be surrounded with a single thin sheet of plastic (e.
g. trash bag), then with wetted materials, and other blast attenuation materials such as seat cushions and
soft carry-on baggage. Move personnel as far away from the bomb location as possible.
EMERGENCY EQUIPMENT ................................................................................. REMOVE AND STOW

Emergency equipment (PBE, fire extinguisher, ...) located close to the LRBL must be removed and
stowed in alternate location.
GALLEY / IFE POWER ...................................................................................................................... OFF

All galley and IFE equipment located close to the LRBL must be switched off.
If the bomb can be moved (ONLY BY EOD):

RH AFT CABIN DOOR SLIDE .................................................................................................... DISARM
LEAST RISK BOMB LOCATION (LRBL) ................................................................................. PREPARE
Build up a platform of solid baggage against the door up to about 25 cm (10 in) below the middle of the
door.
On top of this, build up at least 25 cm (10 in) of wetted material such as blankets and pillows.
Place a single thin sheet of plastic (e. g. trash bag) on top of the wetted materials. This prevents any
possible short circuit.
DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE COULD GET WET AND
CAUTION POSSIBLY SHORT CIRCUIT ELECTRONIC COMPONENTS CAUSING INADVERTENT DEVICE
ACTIVATION.
BOMB INDICATION LINE ........................................................................................................ POSITION

Note: A bomb location indicator line is a 6 to 8 ft (1.8 to 2.4 m) (e.g. neckties, headset cord, or belts connected
together) preferably of constrating color, that helps the responding bomb squad find the precise location of the
suspect device within the LRBL stack once constructed.
Position the bomb indication line from the location on the platform where you will place the suspect device,
EXTENDING outward into the aisle.
BOMB ............................................................................................................................. MOVE TO LRBL

Carefully carry in the attitude found and place on top of the wetted materials in the same attitude and as close to the
door structure as possible.
Ensure that the suspect device, when placed on the stack against the door, is above the slide pack
CAUTION
but not against the door handle, and if possible, avoid placement in the view port.
LEAST RISK BOMB LOCATION (LRBL) .............................................................................. COMPLETE

Place an additional single thin sheet of plastic over the bomb.
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DO NOT OMIT THE PLASTIC SHEETS, AS THE SUSPECT DEVICE COULD GET WET AND
CAUTION POSSIBLY SHORT CIRCUIT ELECTRONIC COMPONENTS CAUSING INADVERTENT DEVICE
ACTIVATION.
Build up at 25 cm (10 in) of wetted material around the sides and on top of the bomb.
DO NOT PLACE ANYTHING BETWEEN THE BOMB AND THE DOOR, AND MINIMIZE AIRSPACE
AROUND THE BOMB.
The idea is to build up a protective surrounding of the bomb so that the explosive force is directed in the
only unprotected area into the door structure.
Fill the area around the bomb with seat cushions and other soft materials such as hand luggage (saturated
with water or any other nonflammable liquid) up to the cabin ceiling, compressing as much as possible.
Secure the LRBL stack in place using belt, ties or other appropriate materials. The more material stacked
around the bomb, the less the damage will be.
USE ONLY SOFT MATERIAL. AVOID USING MATERIALS CONTAINING ANY INFLAMMABLE LIQUID
AND ANY METAL OBJECTS WHICH COULD BECOME DANGEROUS PROJECTILES.
LRBL STACK
PASSENGERS ................................................................................................................. MOVE/ADVISE

Move passengers at least 4 seat rows away from the least risk bomb location (RH aft cabin door). On full flights, it
may be necessary to double up passengers to achieve standoff from the suspect device.
Passengers near the bomb should protect their heads with pillows, blankets. All passengers must remain seated
with seatbelts on and, if possible, head below the top of the head rest.
Seat backs and tray tables must be in their full upright position.
CABIN CREW ................................................................................................. NOTIFY COCKPIT CREW

Cabin crew notify the flight crew that the bomb is secured at the LRBL.
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EVACUATION / DISEMBARKATION ....................................................................................... EXECUTE

Evacuate through normal and emergency exits on the opposite side of the “bomb” location. Do not use the door just
opposite the “bomb”.
Use all available airport facilities to disembark without delay.
10.1.6 Hijacking / Unlawful Seizure of An Aircraft

10.1.6.1 General
As the circumstances surrounding a hijacking/unlawful seizure of an aircraft are highly variable it is
not possible to provide specific information to flight crews. However, the safety of the aircraft and its
occupants must be the paramount consideration and any occurrence must be dealt with in accordance
with the PIC’s judgement of the prevailing circumstances.
Unlawful seizure or interference with an aircraft in service is a crime wherever it occurs and as such
will be dealt with by the police or security forces in the same manner as any crime of violence. PICs
should anticipate that the police or security forces who have the necessary powers of arrest and entry on
premises and property without warrant, will begin to exercise their powers and their authority to control
the future course of events as soon as the incident is reported. The responsibility of the PIC begins to
diminish at this point and he becomes subject to the instructions of the relevant authorities.
Until this point is reached, the PIC is solely in command and his actions should be conditioned by the
requirements of the hijacker in a manner which does not exacerbate the situation or increase risks to the
passengers and crew.
It is the PIC’s responsibility to adhere to the lawful instructions of the police or security forces to the
extent that he considers this to be consistent with the safety of the passengers and crew.
10.1.6.2 Hijacker Profile

Some hijackers may harbour a desire to die under spectacular circumstances. They may seem to be
confused. They may fail or refuse to name a destination or persist in ordering the flight to a destination
that it is impossible to reach. They may create highly unstable situations, changing orders as the flight
progresses.
The crew should attempt to determine the hijacker’s intended destination. A hijacker with no firm
destination or a clearly impossible destination in mind may be considering suicide. This person creates
a high-risk situation. A hijacker with a firm, reasonable destination in mind probably creates a situation
of less immediate risk.
10.1.6.3 Guidelines In Dealing With Hijackers

If the hijacker(s) requests are unreasonable and will place the flight in danger the consequences of such
actions should be explained in a manner which does not aggravate the situation.
Full account should be taken of the probability of the hijacker(s) being in a highly emotional state of mind.
Pilots are advised to refrain from unnecessary conversation or actions which may irritate the hijacker(s).
Crew members should not disagree with the hijacker(s); rather every endeavour should be made to
relieve his anxiety in order to maintain an effective dialogue.
It is important to try and establish that the hijacker(s) does in fact have a weapon.
Some hijacking have been attempted without a weapon.
Crew members should not attempt to use force unless it is certain that such action will be successful.
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10.1.6.4 Communication Procedures
Where possible an attempt should be made to transmit to ATC a description of the hijacking / unlawful
seizure of the aircraft. ATC will maintain normal responses to the aircraft without any reference to the
emergency and will immediately activate the appropriate emergency procedures.
When circumstances prevent clear and concise radio transmissions, if possible, the following discrete
communications message/procedure may be used.
1. VHF communication is set up as follows:
The captain:
a) ensure the captain’s speaker is off.
b) use his headset
c) monitor emergency frequency 121.5 on N°2 transceiver
The first officer:

a) monitor ATC on N°1 transceiver
b) place the first officer’s speaker ON to give the hijacker the impression that he is receiving all
communications.
2. Discrete code transponder is set as follows:

Situation Signal Cover Message
Aircraft being hijacked or subjected to Transponder to code 7500 “Transponder seven five zero zero”
unlawful interference.
In the air, when the situation is grave Transponder to code 7700 “Transponder seven seven zero zero”
and immediate ssistance is required.
A pilot, having selected Code 7500 and subsequently requested to confirm this code by ATC shall,
according to circumstances, either confirm this or not reply at all. The absence of a reply from the pilot
will be taken by ATC as an indication that the use of Code 7500 is not due to an inadvertent false code
selection.
Note: If the hijacker is entering the cockpit, activate the ATC emergency mode pushbutton (if installed). Code 7700
will be activated without any possibility to de-activate it in flight.
10.1.6.5 The 5 (Five) Basic Categories

1. Criminals
A person or group of people commits crime for the benefit of their own. Usually the hijacker’s demands
is to have money, a better life etc. It has no relation with politics.
2. Refugees
It is the most common types of hijacker. The refugees are usually amateurs, who see the aircraft as
a means of crossing frontiers. They may act as individual, in a small group or as whole families. The
demands of refugees are normally for diversion to the country of their choice.
3. Psychotic (Mental Depression)
A person or group of people commits crime because of mental disorder. Usually they hijack airplane
because of family or working problem. Many mentally abnormal hijackers suffer from a cornice
inferiority complex and their objective is to prove themselves by trying to achieve fame and publicity.
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4. Terrorist
A person or group of people commits because of political reason. Usually they hijack airplane to
free political detainee. Politically motivated terrorists are usually highly professional but can also be
fanatical and prepared to kill.
5. Others
A category with motivation other than mentioned above.
10.1.6.6 Cope and Survive

When threatening situation raises, act promptly and positively. Usually cabin crew is the first to deal
with the hijackers. The first and foremost rules are to REMAIN CALM, KEEP SAFE DISTANCE and BE
READY TO FIGHT FIRE. The critical phase of hijacking is the takeover period, usually the first 15 – 45
minutes. The basic concept is ABC (Aggression, Behavior and Communication).
1. Aggression
How to control the aggression?
a) Keep it off the plane.
- Every opened exit must be guarded / watched by cabin crew while on the ground.
- As soon as the danger arises, close the door / exit.
b) Keep it off the cockpit
- Perform sterile cockpit policy.
- Try to delay the hijacker’s demand to enter the cockpit.
If possible, keep them as far as possible from the cockpit. Once the hijacker(s) has made
his intentions known, the cabin crew should endeavor to keep him from entering the cockpit.
- The Cabin Crew In Charge (CIC) should immediately advise the PIC on the interphone
system of a hijacker(s) presence in the cabin by using the international hijack code words
“Captain I must come to the cockpit immediately” or by using the dedicated pushbutton (if
installed).
c) Keep it on ground
- The aircraft should be returned to the terminal.
- The crew will not attempt to evaluate or search suspicious persons. This will be done by
trained security personnel.
d) If hijacking occurs during flight
- Try to land at the nearest airport for any reason (fuel, weather, technical etc.), but make sure
that the hijackers are not familiar with the flight techniques.
- If it happens try to delay the flight on the ground.
- After landing the PIC should attempt to stall for time and try to negotiate the disembarkation
of the passengers and cabin crews.
e) If the hijacker is in the cockpit
- Endeavor to communicate the situation to ATC.
Generally, hijackers are aware of the need for communication although they may be
suspicious and demand that communications are monitored.
- Informed the hijacker that no resistance will be offered, although he should be instructed not
to touch any aircraft controls, systems or instruments.
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2. Behavior
How to behave?
a) Self-Control
- Keep calm
- Be yourself
Keep positive attitude, maintain your personal job and be persuasive to stay alive.
- Do not become a hero
Act non-threatening manner. Do not try to attack the hijacker unless it is certain that such
action will be successful.
- Protect yourselves
Eat, rest and exercise for your strength.
b) Passenger control
- Ask the passenger not to talk anything which may cause condition become worse
- Ask them not to be a hero and to trust the law
- Give them activities to keep calm
- Extra care of passengers with special needs
Try to assure the hijackers that these people may cause other difficulties so it is better to
release them.
- Provide food and non-alcoholic drink
c) Hijacker control
- Gather and pass information about the hijacker
- Calm and reduce hijacker’s anxiety
Explain your action and do not make sudden movement. Use eye contact without staring
and give body space. If possible, ask them to sit together. Position yourself in the aisle seat
- Do not challenge the hijacker
- Give them foods and drinks
Avoid giving coffee and or alcohol.
- Try to delay the demand and be alert
Delaying is a paramount tactic to make hijacker stress, fatigue, etc.
3. Communication
How to communicate?
a) With the hijackers
- Make social conversation
- Inform the hijacker that you have to do the procedures (E.g. periodic cabin and lavatory
check, Sales on Board, etc.)
- Be a good listener. Avoid interrupting
- Try to get someone who can talk in the hijacker’s language, if you cannot talk in his or her
language.
- Learn and confirm number of hijackers and type of weapons used by the hijacker.
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- Gather information as much as possible; Name and address, seat location, ticket etc.,
physical descriptions, nationality, sex, age, clothing, language and motive / demand of the
hijackers.
b) With the crewmember
- All crewmembers should be briefed on the situation and advice to cooperate with the hijackers
- Communicate openly rather than covertly.
- Use cockpit / cabin interphone when possible
- Do not argue among the crewmember especially in front of the hijackers
c) With passengers
- Keep passenger informed of non-strategic information
- Keep the passengers as quiet and as comfortable as possible
- Tell passengers to inform their movement
- Assist or give special attention to passengers with special needs
d) With ground
- Set 7500 on the transponder, and follow the security guidelines
- Report the information as much as possible and demands verbally
- Do not be a negotiator
- Use discreet and covert communication as appropriate
- Once on the ground, request toilet servicing replenishes of food and water supplies, and the
cabin should be kept clean
10.1.6.7 Post Hijacking

1. Crew requires debriefing
2. Avoid media. There will be exposure to the press, radio and television
3. It is imperative not to give any information, which will help hijackers in the future
10.1.6.8 Motto of Hijacking
“IF RELEASE IS OFFERED TAKE IT, IF ESCAPE IS POSSIBLE MAKE IT”
Experience shows that without crew, passengers are safer.
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Handling of Accidents and Occurences
Chapter 11
11.1 Terminology
11.1.1 Accident
An accident is an occurrence associated with the operation of an aircraft which takes place between
the time any person boards the aircraft with the intention of flight until such time as all persons have
disembarked, in which:
1. A person is fatally or seriously injured as a result of:
a) Being in the aircraft;
b) Direct contact with any part of the aircraft, including parts which have become detached from the
aircraft; or,
c) Direct exposure to jet blast;
except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or
when the injuries are to stowaways hiding outside the areas normally available to the passengers
and crew: or
2. The aircraft sustains damage or structural failure which adversely affects the structural strength,
performance or flight characteristics of the aircraft; and would normally require major repair or
replacement of the affected component; except for engine failure or damage, when the damage
is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips,
antennas, tyres, brakes, fairings, small dents or puncture holes in the aircraft skin: or
3. The aircraft is missing or is completely inaccessible.
11.1.2 Serious Incident

An Incident involving circumstances indicating that an accident nearly occurred
11.1.3 Incident
An incident is an occurrence, other than an accident, associated with the operation of an aircraft which
affects or could affect the safety of operation.
An incident includes occurrences that:
1. Has jeopardised the safety of the crew, passengers or aircraft but which has terminated without
serious injury or substantial damage;
2. Was caused by damage to, or failure of, any major component not resulting in substantial damage or
serious injury but which will require the replacement or repair of that component;
3. Has jeopardised the safety of the crew, passengers or aircraft and has avoided being an accident
only by exceptional handling of the aircraft or by good fortune;
4. Has serious potential technical or operational implications;
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5. Causes trauma to crew, passengers or third parties;
6. Could be of interest to the press and news media.
Examples include loss of engine cowlings, portions of flap or control surfaces, items of ancillary equipment
or fuselage panels; an altitude excursion; a minor taxiing accident; damage due to collision with ground
equipment
11.1.4 Serious Injury

‘Serious injury’ means an injury, which is sustained by a person in a reportable accident and which:
1. Requires that person’s stay in hospital for more than 48 hours commencing within seven days from
the date on which the injury was sustained, or
2. Results in the fracture of any bone, except simple fractures of fingers, toes or nose, or
3. Involves lacerations which cause nerve, muscle or tendon damage or severe haemorrhage, or
4. Involves injury to any internal organ, or
5. Involves second- or third-degree burns or any burns affecting more than five per cent of the body
surface, or
6. Involves verified exposure to infectious substances or injurious radiation.
11.2 Accident Procedures

11.2.1 PIC / Crew Post-Accident Procedures
Immediately after an accident and following the evacuation of any passengers from the aircraft the PIC,
a crewmember or a delegated person must carry out the following duties subject to safety considerations
and the prevailing situation:
1. The aircraft must be secured in a condition as safe as possible;
2. A headcount must be made to account for all persons on board the aircraft;
3. The needs of any injured persons must be attended to;
4. The remains of any deceased persons should be decently set apart and covered;
5. The distress beacon must be activated and pyrotechnics, if available, prepared for immediate use;
6. If people, dwellings or communications facilities are close to the accident site, efforts to obtain
assistance must be made, having regard to the local situation. The wreckage of the aircraft must be
preserved and unauthorised persons should not be allowed access to it. An authorised person is any
person nominated by the accident investigation authority or regulatory authority, and usually includes
police, fire and rescue services.
11.2.2 Preservation, Production and Use of Flight Data

Following an accident, Citilink Indonesia must attempt to preserve all DFDR and CVR data and make it
available to the investigating authority.
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11.3 Mandatory Occurences Reports

11.3.1 Accident and Serious Incident Reporting
A PIC shall notify Company of any accident or serious incident occurring while he was responsible for the
flight. In the event that the PIC is incapable of providing such notification, this task shall be undertaken by
any other member of the crew if they are able to do so, note being taken of the succession of command
specified by Citilink Indonesia.
Citilink Indonesia shall ensure that DGCA, and any other organization required by the State of the operator
to be informed, are notified by the quickest means available of any accident or serious incident and - in
the case of accidents only - at least before the aeroplane is moved unless exceptional circumstances
prevent this.
The PIC or Company shall submit a report to the DGCA within 72 hours of the time when the accident or
serious incident occurred.
The report must include the following information:
1. Aircraft model and registration;
2. Name of PIC and crew particulars;
3. Date, time (UTC) and location of the accident;
4. Number of persons on board at the time of the accident;
5. Number of persons killed or seriously injured;
6. The nature of the accident;
7. Brief particulars of aircraft or third party damage;
8. Details of any dangerous goods onboard.
In due course an Air Safety Report must be completed.
11.3.2 Flight Incident

Every crew member has a responsibility to report to the PIC:
1. Any fault, failure, malfunction or defect which he believes may affect the airworthiness or safe
operation of the aeroplane including emergency systems,
2. Any incident that endangered, or could have endangered, the safety of operation.
In addition to report to the PIC, the crew member can use the company occurrence reporting scheme to
inform the flight safety manager.
The PIC or Company shall submit a report to DGCA of any incident that endangers or could endanger
the safety of operation.
Reports must be despatched within 72 hours of the time when the incident was identified unless
exceptional circumstances prevent this.
A PIC shall ensure that all known or suspected technical defects and all exceedances of technical
limitations occurring while he was responsible for the flight are recorded in the aircraft technical log. If the
deficiency or exceedance of technical limitations endangers or could endanger the safety of operation,
the PIC must in addition initiate the submission of a report to the Authority in accordance with paragraph
above.
In the case of incidents reported in accordance with sub-paragraphs above, arising from, or relating
to, any failure, malfunction or defect in the aeroplane, its equipment or any item of ground support
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equipment, or which cause or might cause adverse effects on the continuing airworthiness of the
aeroplane, Company must also inform the organisation responsible for the design or the supplier or,
if applicable, the organization responsible for continued airworthiness, at the same time as a report is
submitted to the Authority.
11.3.3 Ground Incidents

When safety violations by ground service personnel occur (e.g. opening of cargo doors with engines
running, ramp manoeuvring traffic violations, misuse of ground support equipment, etc.) investigation
may be performed.
In order to instigate appropriate action, aircraft PIC are requested to:
1. Inform ATC if the incident is subject to Ground Movement Control;
2. Raise an Air Safety Report;
3. Inform Flight Operations as soon as possible by the most expeditious means (e.g. telephone or
datalink).
11.3.4 Air Traffic Incidents

A PIC shall without delay notify the air traffic service unit concerned of the incident and shall inform them
of his intention to submit an air traffic incident report after the flight has ended whenever an aircraft in
flight has been endangered by:
1. A near collision with any other flying device;
2. Faulty air traffic procedures or lack of compliance with applicable procedures by air traffic services or
by the flight crew;
3. Failure of air traffic services facilities.
In addition, the PIC shall notify the Authority of the incident.
11.3.5 Airborne Collision Avoidance System Resolution Advisory

A PIC shall notify the air traffic service unit concerned and submit an ACAS report to the Authority
whenever an aircraft in flight has manoeuvred in response to an ACAS Resolution Advisory.
11.3.6 Bird Hazards and Strikes

1. A PIC shall immediately inform the local air traffic service unit whenever a potential bird hazard is
observed.
2. If he is aware that a bird strike has occurred, a PIC shall submit a written bird strike report after
landing to DGCA whenever an aircraft for which he is responsible suffers a bird strike that results
in significant damage to the aircraft or the loss or malfunction of any essential service. If the bird
strike is discovered when the PIC is not available, Citilink Indonesia is responsible for submitting the
report.
11.3.7 Dangerous Goods Incidents and Accidents

Citilink Indonesia shall report dangerous goods incidents and accidents to the Authority and the appropriate
Authority in the State where the accident or incident occurred. The first report shall be despatched within
72 hours of the event unless exceptional circumstances prevent this and include the details that are
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known at that time. If necessary, a subsequent report must be made as soon as possible giving whatever
additional information has been established.
Citilink Indonesia shall ensure that any type of dangerous goods incident or accident is reported,
irrespective of whether the dangerous goods are contained in cargo, mail, passengers baggage or crew
baggage. The finding of undeclared or misdeclared dangerous goods in cargo, mail or baggage shall
also be reported.
Furthermore it is recommended that the accident and/or incident be also reported to the authority of the
country of the operator’s origin, of the country of flight departure and of the country of flight destination
(if not yet arrived).
11.3.8 Unlawful Interference

Following an act of unlawful interference onboard an aircraft, the PIC or, in his absence, Citilink Indonesia
shall submit a report as soon as practicable to the DGCA.
11.3.9 Encountering Potential Hazardous Conditions

A PIC shall notify the appropriate air traffic services unit as soon as practicable whenever a potentially
hazardous condition such as an irregularity in a ground or navigational facility, a meteorological
phenomenon or a volcanic ash cloud is encountered during flight.
11.4 Occurence Report Forms (ASR)

11.4.1 Reporting Procedure
All air safety occurrences are to be reported using the approved ASR Report form (as amended), supplies
of which are carried in the aircraft documents file.
An Air Safety Report may be raised by Flight Crew or Ground Crew as follows:
1. The originator will complete the ASR form as soon as possible after the incident. If the report is raised
by a flight crewmember and affecting an aircraft system or a component, the crewmember will enter
‘ASR RAISED’ in the aircraft technical log (this entry is the trigger for action).
2. The completed form must be transmitted to Flight Operations and the Flight Safety Department as
soon as possible after the incident so that action can be expedited.
The hand-written original must be returned to the Accident Prevention Adviser in the Company mail
system for retention.
11.4.2 Reporting Responsibility

Flight Crew responsibility for reporting commences with the acceptance of the aircraft for flight (i.e. the
signing of the Technical Log) and ceases on completion of the Technical Log at the end of consecutive
duty sectors. Ground Crew responsibility for reporting exists at all other times.
11.4.3 Handling of Air Safety Reports

On receipt of a report the VP SSQ will:
1. Assess the ASR commensurate with the regulatory authority’s mandatory reporting criteria and
decide whether it merits submission;
Note: The Company has 72 hours in which to submit the report to the Authority.
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2. Enter the report into the database, ensuring that follow-up action is requested from the appropriate
department(s);
3. File the original report.
If an ASR is submitted to the Authority the reporter must be advised accordingly.
11.5 Investigation
11.5.1 General
It is advisable for Citilink Indonesia to conduct an in-house investigation following an accident or incident
even though it may also be the subject of a Government investigation.
Whereas many incidents are not required to be reported to the state, they may be indicative of potentially
serious hazards.
Citilink Indonesia has to ascertain quickly whether any immediate corrective actions are needed. Also,
Citilink Indonesia may proceed for an in-house investigation to identify the origin of potential hazards and
to be able to put in place necessary corrective actions.
11.5.2 Policy
If a Company Investigation into an incident becomes necessary, an Investigating Board should be
convened on the direction of the VP Flight Operations or VP Engineering and Maintenance (as
appropriate). The Safety Manager may be appointed to act on their behalf.
The investigation should commence as soon as possible after the event.
11.5.3 Investigating Team’s Terms of Reference

The Board’s objective is to investigate and report on any aspect considered to be relevant to an
understanding of the incident. This is achieved by:
1. Examining the circumstances surrounding the incident to discover the likely cause;
2. Making recommendations to prevent recurrence.
Notes: It must be made clear that it is not the purpose of the investigation to apportion blame.
11.5.4 Preparation
All relevant documents should be gathered and made available for reference. This list is not exhaustive,
but will typically include, as appropriate:
1. The original report (Air Safety Report or Hazard Report or Trip Report);
2. Crew statements;
3. Crew licence details and training records;
4. Witness statements;
5. Photographs;
6. Flight documentation (navigation log, weight and balance information, etc);
7. Operating/maintenance manuals and checklists.
Obtain also, if appropriate:

1. All relevant DFDR printouts and CVR transcripts;
2. ATC voice tapes or transcripts.
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11.5.5 Reporting The Results of The Investigation

The Investigating Board’s findings should be written up under the following suggested headings:
1. Summary of the Incident
A brief account of events compiled from the initial report, including the aircraft type and registration,
date and time, place, nature of event, etc;
2. History of the Flight
A detailed account of the incident, including:
a) The time the crew reported for duty;
b) The composition of the crew (including cabin crew);
c) Expected duty to be carried out;
d) Details of the previous rest and duty periods up to the time of the incident;
e) Departure time;
f) Aircraft weight, fuel load and payload;
g) Action taken at the time of the incident and its effects.
3. Investigation of circumstances
a) Injuries to persons (with medical evidence appended);
b) Damage to aircraft (with photographs/sketches and engineering or strip examination reports
appended);
c) Damage to third party equipment or installations;
d) Crew information (assigned position - PF/PM/relief crew -, license details, qualifications, total
hours flown, total hours on type; for Pilot-In-Command, total hours in command; cabin crew);
e) Aircraft information (any permitted limiting serviceabilities);
(f) Meteorological information (forecasts and METARS, prevailing conditions at the time of the
incident);
g) Aids to navigation (serviceability of navigational aids and any relevant NOTAMS);
h) Communications (list service in use at the time of the incident and append any relevant ATC tape
transcripts)
i) Airfield and ground facilities (airport conditions; emergency services cover and its effectiveness);
j) Flight recorders (DFDR/CVR evidence);
k) Wreckage (list the type and location of any wreckage and components; append maps showing the
position of any parts of the aircraft which migrated in flight; include an account of any operation to
salvage or remove an aircraft from the runway;
l) Survival aspects (list safety equipment and drills used; highlight any deficiencies found);
m) Tests and research (summarise technical evaluations of component defects and append the
results of any equipment strip examination; list simulator checks conducted in the course of the
investigation);
n) Other information (items to be included under a non-specific heading such as
CRM aspects and the effects of decisions made in handling the incident).
4. Analysis and conclusions
All evidence, supporting documents, data and references should be collated and the incident
summarised commensurate with the circumstances.
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Only the professional opinion of the Board should be stated. If there is any matter of conjecture it
must be stated as such.
State the findings and cause (an open conclusion may be declared).
5. Recommendations
Recommendations, if any, must be made in relation to the Investigating Team’s Terms of Reference.
The report should be signed by all members of the Investigating Board then submitted to the Flight
Operations Manager or Engineering Director for their consideration.
It is not the Board’s duty to take further actions.
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Rule of The Air
Aircraft in flight or operating on the maneuvering area of an aerodrome shall comply with the general
flight rules applicable to the operation of aircraft.
Additionally, aircraft in flight shall comply with the instrument flight rules (IFR) or the visual flight rules
(VFR) an aircraft operating between the hours of sunset and sunrise, irrespective of weather conditions,
shall comply with IFR requirements or, it in control zone during these hours shall require special
authorization from ATC.
Aircraft operating within controlled airspace shall comply with any request, clearance of instruction issued
by ATC, or shall immediately advise ATC if unable to comply.
12.1 Operations in Foreign Country

Citilink Indonesia shall, while operating an airplane within a foreign country, comply with the air traffic
rules of the country concerned and the local airport rules, except where any rule of this part is more
restrictive and may be followed without violating the rules of that country.
12.2 Right of Way Rules

1. General
When weather conditions permit, regardless of whether an operation is conducted under instrument
flight rules or visual flight rules, vigilance shall be maintained by each person operating an aircraft so
as to see and avoid other aircraft. When a rule gives another aircraft the right of way, the pilot shall
give way to that aircraft and may not pass over, under, or ahead of it unless well clear.
2. In Distress
An aircraft in distress has the right of way over all other air traffic.
3. Converging
When aircraft of the same category are converging at approximately the same altitude (except head-
on, or nearly so), the aircraft to the other’s right has the right of way. If the aircraft are of different
categories:
a) A balloon has the right of way over any other category of aircraft;
b) A glider has the right of way over an airship, airplane, or rotorcraft; and
c) An airship has the right of way over an airplane or rotorcraft. However, an aircraft towing or
refueling other aircraft has the right of way over all other engine driven aircraft.
4. Approaching Head-On
When aircraft are approaching each other head-on, or nearly so, each pilot of each aircraft shall alter
course to the right.
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5. Overtaking
Each aircraft that is being overtaken has the right of way and each pilot of an overtaking aircraft shall
alter course to the right to pass well clear.
6. Landing
Aircraft, while on final approach to land or while landing, have the right of way over other aircraft in
flight or operating on the surface, except that they shall not take advantage of this rule to force an
aircraft off the runway surface which has already landed and is attempting to make way for an aircraft
on final approach. When two or more aircraft are approaching an airport for the purpose of landing,
the aircraft at the lower altitude has the right of way, but it shall not take advantage of this rule to cut
in front of another which is on final approach to land or to overtake that aircraft.
12.3 Compliance With The Rules of The Air

Pursuant to Annex 2, aircraft operation, either in flight or in the maneuvering area, shall be in compliance
with the General Rules and, in addition, when in flight, either with:
1. The Visual Flight Rules, or
2. The Instrument Flight Rules,
12.4 Separation
Adequate separation shall be applied to avoid collisions, for the purpose of detecting potential collisions,
it is important to be vigilance in flight.
1. Separation with unknown traffic
See and be seen is the only means to provide for separation with traffic unknown to the flight crew
and/or ATS.
It must be noticed that traffic known to ATS may, due to error or misunderstanding, affect separation
minima. This implies in all circumstances that vigilance shall be applied to see and avoid other traffic.
To prevent such errors of misunderstanding strict adherence to the recommended procedures and
practices for air navigation and communications is essential.
2. Separation with known traffic
Adequate separation may be assumed to exist when the applied separation is equal to or better than
the appropriate minima as published by ICAO (PANS-RAC).
Worldwide ATS practices are based on the application of these minima. Additional instructions on
separation by visual reference an on wake turbulence separation is given in sub-paragraphs below.
12.4.1 Separation with Visual Reference

Subject to further published local restrictions, visual reference as a means to reduce Separation minima
is restricted to circumstances and conditions as specified under point a) and b) below:
1. Maintaining own separation while in visual meteorological conditions
When effective radar service is not available and excessive fuel consumption or abnormal delay
should be avoided, ‘Maintain own separation while in VMC may be considered for limited portions of
climb, descent pr approach. This requires:
a) Daylight,
b) Uninterrupted VMC,
c) Information on essential traffic to be judged by the PIC in relation to his own flight,
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d) Specification to ATS of the portion of flight during which own separation will be maintained.
Notes:
- No effective radar service available means that ATS is unable to provide for radar separation
- Essential traffic is that traffic of which the provision of separation is applicable, but which, in particular flight,
is not separated there from by specified minima.
2. In the vicinity of aerodrome

When under approach or aerodrome control, acceptance to maintain own separation with specified
traffic visual may be considered provided the specific traffic has been positively identified and can be
kept in sight until it is no longer a factor.
Notes: Positive identification means:

- Traffic which can positively be identified by the pilot
- Traffic which has been pointed out by ATC and which, without any doubt, has been spotted by pilots (PF and
PM)
CAUTION
As other traffic, known or unknown by ATC, might distract the attention from the traffic pointed out by ATS, it
must be emphasized that confirmation of visual traffic identification shall be exercised with great caution.
12.5 Interception of Civil Aircraft

The interception of civil airplanes is taken as a last resort, and is done to:
1. Determine the identity of the airplane
2. To guide it to its planned track
3. Direct it outside the boundary of the nation’s airspace
4. Direct it away from a restricted or prohibited or dangerous area
5. Instruct it to land at a designated aerodrome
Once radio contact is established with the airplane, the interceptor shall provide navigational guidance to
the intercepted airplane, and if required, guide it to a suitable airport for the type of airplane.
An intercepted airplane shall:
1. Follow the instructions given by the intercepting aircraft, acknowledging the visual and radio signals,
as given in below
2. Notify the Air Traffic Control
3. Attempt to establish communications on 121.5 MHz
4 Select 7700 on the transponder
Note: The word “interception” in this context does not include intercept and escort service provided, on request, to
an aircraft in distress, in accordance with Volumes II and III of the International Aeronautical and Maritime Search
and Rescue Manual (Doc 9731).
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12.5.1 Signal For Use In The Event of Interception
Signals Initiated by Intercepting Aircraft and Responses by Intercepted Aircraft

Series Intercepting Airplane Signals Meaning Intercepted Airplane Meaning
Responds
1. DAY or NIGHT – Rocking aircraft and You have DAY or NIGHT – Understood, will
flashing navigational light at irregular been Rocking aircraft, flashing comply.
intervals (and landing lights in case of intercepted. navigational lights at
a helicopter) from a position slightly Follow me irregular intervals and
above and ahead of, and normally following.
to the left of the intercepted aircraft
(or to the right if the intercepted
aircraft is a helicopter) and, after
acknowledgement, a slow level turn,
normally to the left, (or to the right in
case of a helicopter) on the desired
heading.
Note 1. – Meteorological conditions
or terrain may require the intercepting
aircraft to reverse the position and
direction to turn given above the Series
1.
Note 2._ If the intercepted aircraft is not
able to keep pace with the intercepting
aircraft, the latter is expected to fly a
series of race –track patterns and to
rock the aircraft each time it passes
the intercepting aircraft
2. DAY or NIGHT – An abrupt breakaway You may DAY or NIGHT - Rocking Understood, will
maneuver from the intercepted aircraft proceed the aircraft comply.
consisting of a climbing turn of 90
degrees or more without crossing the
line of flight of the intercepted aircraft.
3. DAY or NIGHT – Lowering the landing Land at this DAY or NIGHT – Understood, will
gear (if fitted), showing steady landing aerodrome Lowering the landing comply.
lights and overflying runway in use gear (if fitted), showing
steady landing lights and
following the intercepting
aircraft and if, after
overflying the runway in
use landing is considered
safe, proceeding to land.
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Signals Initiated by Intercepted Aircraft and Responses by Intercepting Aircraft

Series Intercepted Airplane Signals Meaning Intercepting Airplane Meaning
Responds
1. DAY or NIGHT – Lowering the landing Aerodrome DAY or NIGHT – If Understood,
gear (if fitted), showing steady landing you have it is desired that the follow me.
lights while passing over runway in use designated is intercepted aircraft
or helicopter landing area at a height inadequate following the intercepting
exceeding 300 m (1000 ft) but not aircraft to an alternate
exceeding 600 m (2000 ft) (in the case aerodrome, the
of an helicopter, at a height exceeding intercepting aircraft
50 m (170 ft) but not exceeding 100 m raises the landing gear (if
(330 ft) above the aerodrome level and fitted) and uses Series 1
continuing to circle runway in use. signals prescribed for the
intercepting aircraft.
If unable to flash landing lights, flash - If it is decided to
any other light available. release the intercepted
aircraft, the intercepting
aircraft uses Series 2
Understood, you
signals prescribed for
may proceed.
2. DAY or NIGHT - Regular switching on Cannot DAY or NIGHT – Use Understood
and off all available lights but in such a comply Series 2 signals
manner as to be distinct from flashing prescribed for
lights. intercepting aircraft.
3. DAY or NIGHT – Irregular flashing all In distress DAY or NIGHT – Use Understood
available lights. Series 2 signals
prescribed for
12.6 Visual Signals Used to Warn and/or About To Enter a Restricted,

Prohibited or Danger Area
By day and by night, a series of projectiles discharged from the ground at intervals of 10 seconds, each
showing, on bursting, red and green lights or stars will indicate to an unauthorized aircraft that it is flying
in or about to enter a restricted, prohibited or danger area, and that the aircraft is to take such remedial
action as may be necessary.
12.7 Light and Pyrotechnic Signals

12.7.1 Instructions
Light signals are directed from Aerodrome Control to aircraft concerned.
LIGHT SIGNAL AIRCRAFT IN FLIGHT AIRCRAFT ON THE GROUND
Steady green Cleared to land Cleared for take-off
Steady red Give way to other aircraft and continue circling Stop
Series of green flashes Return for landing* Cleared to taxi
Series of red flashes Aerodrome unsafe, do not land Taxi clear of landing area in use
Series of white flashes Land at this aerodrome and proceed to apron* Return to starting point on the
aerodrome
Red pyrotechnic Notwithstanding any previous instructions do
not land for the time being
*Clearances to land and to taxi will be given in due course.
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12.7.2 Acknowledgment by An Aircraft
1. When in flight:
a) During the hours of daylight:
– by rocking the aircraft’s wings;
Note: This signal should not be expected on the base and final legs of the approach.
b) During the hours of darkness:

– by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on
and off twice its navigation lights.
2. When on the ground:
a) during the hours of daylight:
– by moving the aircraft’s ailerons or rudder;
b) during the hours of darkness:
– by flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on
and off twice its navigation lights.
12.8 Ground / Air Visual Code For Survivor

Ground / air signal have been internationally agreed upon and may serve as a means of contact between
the ground and rescue planes when no radio contact is available.
As far as possible, the following instructions shall be adhered to:
1. Form symbols by any available means,
Note: Some of the methods usually available are: using strips of fabric, pieces of wood, Stones or such like
material, marking the surface by tramping or staining with oil, Etc.
2. Make symbols not less than 2,5 meters (8 feet),
3. Take care to layout symbols as depicted to avoid confusion with other symbols,
4. Provide as much color contrast as possible between material and the background,
5. Make every effort to attract attention by other means such as radio, flares, smoke or reflected light.
Ground / Air Visual Signal Code for Use By Survivors
V X N Y
Require Require No Yes Proceeding
Assistance Medical Assistance or or In this Direction
Negative Affirmative
Ground / Air Visual Signal Code for Use By Rescue Unit
LLL LL ++ XX ---->----> NN
Operation We have We have We are Have divided Information Nothing
Completed. found all found not able to into two received that found. Will
Personnel. only some continue. groups. Each aircraft is in continue to
personnel. Returning to proceeding this direction search.
base. in direction
Indicated.
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12.9 Distress and Urgency Signal

12.9.1 Distress Signal
An aircraft is in distress condition, when it is threatened by serious and/or imminent danger and requires
immediate assistance. The R/T distress signal is the word “MAYDAY” spoken three times; it shall be
transmitted on the air/ground frequency in use.
Circumstances and time permitting, the message shall consist of as many of the following elements as
required, if possible in the order indicated below:
1. Name of station addressed
2. Identification of aircraft
3. Nature of distress condition
4. Intentions of person in command
5. Present position, level and heading
Distress communications have absolute priority over all other radio traffic, other stations shall not
transmit on the frequency-concerned unit the distress communication is ended or transferred to another
frequency, unless a station has to render assistance.
As soon as the distress condition is ended, the aircraft inform the controlling station, the controlling
station shall then cancel the distress phase.
Other ways of indicating a distress conditions are:
1. The activation of the appropriate SSR mode and code, i.e. mode A or B and code 7700.
2. Transmitting the distress message on the emergency frequency 121.5 MHz.
12.9.2 Urgency Signal

This type of communication concerns the safety of an aircraft of an aircraft or other vehicle, or of a person
on board or in sight, not requiring immediate assistance.
The R/T urgency signal is “PAN” preferably spoken three times with each word PAN pronounced as the
French word PANNE. The massage shall be transmitted on the air/ground frequency in use.
The message shall consist of as many of the following element as required, if possible in the order
indicated below:
1. Name of station addressed
2. Identification of aircraft
3. Nature of urgency condition
4. Present position, level and heading
5. Any other useful information
Urgency communication have priority over all other communications, except distress communication,
other station shall not interfere with the transmission of urgency traffic.
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12.10 Route Requirement
Citilink Indonesia route must:
1. Conduct satisfactorily scheduled operations between each airport over that route or route segment;
and
2. That the facilities and services required are available and adequate for the proposed operation.
The Director approves a route outside of controlled airspace if he determines that traffic density is such
that and adequate level of safety can be assured.
This does not require actual flight over a route or route segment if Citilink Indonesia shows that the flight
is not essential to safety, considering the availability and adequacy of airports, lighting, maintenance,
communication, navigation, fuelling, ground, and airplane radio facilities, and the ability of the personnel
to be used in the proposed operation.
12.10.1 Route Width

Approved routes and route segments over Indonesian airways or foreign airways (and advisory routes
in the case of flag air carriers) have a width equal to the designated width of those airways or routes.
Whenever the Director finds it necessary to determine the width of other approved routes, he considers
the following:
1. Terrain clearance
2. Minimum enroute altitudes
3. Ground and airborne navigation aids
4. Air traffic density
5. ATC procedures
Any route widths of other approved routes determined by the Director are specified in the air carrier’s
operations specifications.
12.11 Aircraft Speed

1. Unless otherwise authorized by the Director (or by ATC in the case of operations in Class A or Class
B airspace), no pilot may operate an aircraft below 10,000 ft MSL at an indicated airspeed of more
than 250 knots.
2. Unless otherwise authorized or required by ATC, no pilot may operate an aircraft at or below 2,500 ft
above the surface within 4 NM of the primary airport of a Class C or Class D airport at an indicated
airspeed of more than 200 knots.
3. No pilot may operate an aircraft in the airspace underlying a Class B airspace area designated for
an airport or in a VFR corridor designated through such a Class B airspace area, at an indicated
airspeed of more than 200 knots.
4. If the minimum safe airspeed for any particular operation is greater than the maximum speed
prescribed in this section, the aircraft may be operated at that minimum speed.
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12.12 Flight Within Control Airspace

Separation is based on:
1. Estimated or actual times over position reporting points;
2. Reports of maintaining on certain radial / leaving of certain navigational aids;
3. Reports of visual sighting;
4. Radar identification, and
5. Position information.
Note: As position reports are most commonly used it is important for estimate to be revised and modified to ATC unit
if more than 3 minutes error:
12.12.1 Communications and Radio Navigation Requirements

Equipped with appropriate all aircraft operating under IFR or VFR within controller airspace shall be
communication and navigations equipment enabling them:
1. To maintain two-way communication with the appropriate ATC unit. The minimum requirement is
VHF RTF equipment suitable for communicating on ATC frequencies.
2. To maintain track within lateral limits of the airway and to navigate in accordance with ATC instructions.
The minimum requirement is one radio compass.
The Pilot shall a continuous listening watch on the appropriate air / ground frequency.
12.12.2 Air Traffic Clearance

An air traffic clearance is an authorization for an aircraft to proceed under specified conditions within
controlled airspace. If for any reason an air clearance is not acceptable to the pilot, he may request
an alternative clearance. The pilot shall obtain an air traffic clearance prior to operating in a controlled
airspace.
An air traffics clearance will certain the following items:
1. Clearances limit and route instruction
2. Level assignment
3. Departure instruction and procedure
4. STAR and approach instruction
5. Any special instruction and information
12.13 Air Traffic Advisory Service

Air traffic advisory service will be provided to aircraft operating along the Advisory ATS Route. Radar
Advisory service may be provided to aircraft operating controller airspace.
Provision of Air traffic Advisory Service along the Advisory ATS Route will include:
1. Estimated position of essential traffic
2. Suggestion of level to be maintained
3. Information of weather
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Radar advisory service includes:
1. Position information to assist in the navigation to aircraft
2. Radar vectoring
3. Information on observed weather
4. Assistance to aircraft in emergency
5. Warning and position information on other aircraft
6. Assistance to aircraft crossing controlled airspace
Radar advisory services officer advice and suggestions to assist the PIC to avoid collision with other
aircraft. It does not provide for provide for terrain clearance which is the responsibility of the Pilot in
Command.
The word “advice” or “suggest” will be used in advisory message passed to pilots the decision whether
or not to comply with the advice or suggestion rests the Pilot in Command. The pilot shall indicate his
intention without delay.
12.14 Flight Information Service

Flight information service is provided to all flights.
Flight information service includes:
1. SIGMET information concerning tropical revolving storm, active thunderstorm areas, serve line
squall, heavy hail, severe turbulence, severe icing and marked mountain waves, volcanoes activity.
2. Special air reports, when available.
3. Landing forecast (trend type) for main airport.
4. METAR.
5. Upper – air information forecast of enroute upper winds and temperature, available on requests only.
6. Traffic information.
7. And any other essential information useful for the safety operation of the aircraft.
All aircraft on VFR flights and aircraft on IFR flight outside controlled airspace shall maintain watch on the
frequency by used the unit providing flight information service.
12.15 Traffic Information Broadcast by Aircraft (TIBA) – if applicable

12.15.1 Introduction
Due to staff shortages, Air Traffic Control Service over certain airways and parts of Australia may be
interrupted. Please refer to NOTAMs carefully for details of interruptions which change daily. There may
also be periods where full ATS services remain unaffected.
During the periods of interruption, Australian Traffic Information Broadcast by Aircraft (TIBA) will apply.
Pilots shall familiarize themselves with the TIBA procedures before departure. Be prepared to be quizzed
on TIBA procedures by CASA officials on arrival at destination.
TIBA procedures are detailed in the Approved Company Route Guide in the EN-ROUTE tab in Australia
pages 8 to 10. For convenience these procedures are summarized below.
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12.15.2 TIBA Procedures

TIBA procedures are intended to permit reports and relevant supplementary information of an advisory
nature to be transmitted by pilots for the information of pilots of other aircraft in the vicinity.
12.15.3 Frequency
Aircraft must maintain a listening watch on the appropriate TIBA frequency. Where VHF is used for air-
ground communications with ATC and an aircraft has two serviceable VHF sets, one must be tuned to the
appropriate ATC frequency and the other to the TIBA frequency. The appropriate TIBA frequencies are:
1. At or above FL 200, 128.95
2. Below FL 200
a) In Class G airspace, other than in oceanic areas, the FIA frequency
b) Otherwise 126.35
12.15.4 Listening Watch

A listening watch shall be maintained on the TIBA frequency from 10 minutes before entering the
designated airspace until leaving this airspace. For an aircraft taking-off from an aerodrome located
within 10 minutes flying time of that airspace, listening watch shall start as soon as practicable after
takeoff.
12.15.5 Time of Broadcasts

Broadcast shall be made:
1. 10 minutes before entering the designated airspace or, for an aircraft taking-off from an aerodrome
located within 10 minutes flying time of the airspace, as soon as practicable after takeoff.
2. 10 minutes prior to crossing a reporting point
3. 10 minutes prior to crossing or joining an ATS contingency route
4. At 20 minute intervals between distant reporting points
5. 2 to 5 minutes, where possible, before a change in Flight Level
6. At the time of a change in Flight Level
7. At any other time considered necessary by the pilot.
12.15.6 Acknowledgement of Broadcasts

Broadcast should not be acknowledged unless a potential collision risk exists.
12.15.7 Changes of Cruising Level

Cruising level changes should not be made within the designated airspace unless considered necessary
by pilots to avoid traffic conflicts, for weather avoidance or for other valid operational reasons.
When changes to cruising level are unavoidable, all available lighting which would improve the visual
detection of the aircraft shall be displayed while changing levels.
When a change of level is anticipated or initiated, a change of level report must be made. When the new
level is reached, a report advising that the aircraft is maintaining the new level shall be made.
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12.15.8 Collision Avoidance
If, on receipt of traffic information broadcast from another aircraft, a pilot decides that immediate action is
necessary to avoid an imminent collision risk to the aircraft, and this cannot be achieved in accordance
with the right of way provisions or TCAS resolution, the pilot should:
1. Unless an alternative maneuver appears more appropriate, immediately descend 1,000 feet if above
FL410 or descend 500 ft if at or below FL410
2. Display all available aircraft lighting to improve the visual detection of the aircraft
3. As soon as possible reply to the broadcast, advising action being taken
4. Notify the action taken on the appropriate TIBA frequency and
5. As soon as practicable, resume normal flight level, notifying the action on the appropriate TIBA
frequency.
12.15.9 Position Reporting

Normal position reporting procedures must be continued at all times regardless of any action taken to
initiate or acknowledge a traffic information broadcast.
A position report must be made on the next CTA/FIA frequency 15 minutes prior to leaving airspace in
which TIBA procedures apply, to obtain a clearance or to re-establish SARWATCH* on the appropriate
ATC frequency.
* SARWATCH is a search and rescue watch. In controlled airspace, an aircraft reports to ATC its estimate
for the next position. If the aircraft does not report again 3 minutes after the next position estimate, the
SARWATCH process is triggered to initiate a search for the aircraft. In uncontrolled airspace, there is no
SARWATCH. After exiting from uncontrolled airspace, SARWATCH is re-established
12.16 Aerodrome Control Service

Aerodrome Control Tower (TWR) provides aerodrome control service for aircraft operating on maneuvering
area and Aerodrome Traffic Zone (ATZ) in VMC.
Approach Control Office (APP) or Aerodrome Control tower (TWR) for aircraft operating within Control
Zone provides approach control service In VMC control of traffic on runway in use and in the air is shared
between Aerodrome Control and Approach Control. Normally, departing aircraft is the responsibility of
Approach Control when airborne, whilst arriving aircraft comes under aerodrome control when property
sequenced for approach to land or the pilot has reported visual contact.
Control of traffic on other parts of the maneuvering area, with the exception of the marshalling area, is
the responsibility of aerodrome control.
12.16.1 Procedure
Holding, instrument approach, arrival and departure procedures are specified in MAP.
Radio communication shall be established with the appropriate aerodrome / approach control unit:
1. Before starting engine, prior to taxing for departure.
2. When intending to operate in ATZ, CTR or TMA.
For IFR or VFR operation in a CTR, aircraft shall be equipped with appropriate two ways VHF radio
equipment, plus a radio compass. The appropriate controlling authority may grant exemptions.
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Aircraft shall call aerodrome / approach control on VHF approximately 15 minutes 15 minutes before ETA
at the Aerodrome Traffic Zone boundary, Control Zone boundary or Terminal Control Area boundary. A
Pilot under IFR or VFR about to enter, cross or operate within an ATZ, CTR or TMA shall:
a) Notify aerodrome / approach control on the appropriate radio frequency of the aircraft position, level
and track.
b) Estimated time of crossing the ATZ, CTR or TMA boundary.
c) Maintain a continuous listening watch on that frequency while the aircraft is within the ATZ, CTR or
TMA.
d) Navigate in accordance with the flight plan and ATC clearance.
e) Carry out any instructions received from aerodrome / approach control.
12.16.2 Air Traffic Clearance

All flight within a TMA, CTR or ATZ irrespective of weather condition requires air traffic clearance.
12.16.3 Start-up Procedures

The Pilot shall listen in on the appropriate or surface movement control frequency as early as possible
prior to starting engines in anticipation of an instruction or message that come from ATC.
Airways clearance should be received 10 minutes prior to start or by local authority. For aircraft operating
at main aerodrome control services and or surface movement control services are provided the prescribed
procedures below shall apply.
If the parking stand number is available, the pilot shall transmit his stand number when requesting a
clearance to start-up or pushback. ATC may impose a clearance expiry-time due to possible conflicting
aircraft movements. If the aircraft is unable to commence pushback the specified time, the clearance will
be invalid unless extended by ATC.
12.17 Route Selection

1. All fight shall be planned and operated within airspace for which adequate air traffic services (ATS)
are provided.
2. In Principle flight shall be operated within controlled airspace. If in an area no air traffic control is
established, due consideration shall be given to the adequacy of other air traffic services as well as
to the economic consequences involved, should another route be practicable.
3. The adequacy of the other air traffic services is determined by considering the traffic density in the
area in relation to the effectiveness of ATS, in combination with other means available to the captain
to ensure adequate traffic separation, obtain flight information and notify appropriate organizations
when in need of search and rescue aid.
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12.18 Communication Procedure
12.18.1 Listening Watch
12.18.1.1 Use of Headset
Headsets are flight crew equipment to obtain a clear reception of the radio traffic and to felicitate easy
transmission. They are not devices to ‘record’ on the CVR, and must not be used for that sole purpose.
Headsets shall be worn:
1. From the time of Engine Start phase until the Top Of Climb phase
2. From Top Of Descent phase until aircraft is parked
3. When communications are open on more than one frequency
4. When the other pilot is on the public address system
5. When only one pilot is in the cockpit
6. At the discretion of the PIC
When not using headsets, care must be exercised to ensure that the speaker’s volume control is set to
allow sufficient volume, and yet is not too loud to block out any audible warnings.
12.18.1.2 During Start-Up

Once an aircrafts is part of ATC traffic, i.e. when ready to push back or taxi, a continuous listening watch
is required. Until such a time, listening out, although highly desirable, can adversely affect coordination
and concentration required during crew activities such as engine starting at the gate. In that case,
consideration should be given to switching off the Comm selector concerned for as short a period as is
feasible.
12.18.1.3 During Flight

During flight the aircraft station shall operate and maintain continuous listening watch on the radio
frequency of the appropriate ATC unit. The aircraft station shall not cease listening watch, except for
reasons of safety, without informing the control radio station.
In all situations for which international standards for radio-telephony (R/T) phraseology is specified, it
shall be used:
1. In view of ICAO standards and in order to avoid misunderstandings or possible mistakes it is
necessary to acknowledge receipt of important air traffic control (ATC) messages or parts they’re of
by reading them back and terminating the read back with the call sign.
2. All ATC messages and clearances must be received correctly and fully understood, prior to acceptance
and acknowledging receipt. An airplane should acknowledge receipt of important air traffic control
messages or parts thereof by reading them back and terminating the read back by its radio call sign.
3. If any one of the flight crew member has any doubt regarding the content and/or intent of an ATC
clearance, clarification shall immediately be sought from issuing ATC unit.
The following clearances / instructions must always be read back:

1. ATC route clearances unless otherwise authorized by the appropriate authority.
2. Takeoff and landing clearances.
3. Instructions to enter cross and back track on the runway-in-use.
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4. Instructions to hold short of the runway-in-use.

5. Instructions to hold short of the runway-in-use.
6. Transponder codes and other SSR operating instructions.
7. Heading and speed instructions
8. Altimeter settings
9. Altitude and flight level instructions
10. Frequency change
Additionally:
1. Both pilots must confirm to each other, all ATC clearances in areas of high terrain and those clearances
involving frequency changes, route / waypoint changes and runway hold-short instructions (only one
pilot shall read back the clearance to the ATC).
2. Whenever ATC issues changes to the heading, speed, altitude or vertical speed, the new instruction
should be noted on a paper or in other means before being read back to ATC.
3. The read back of ATC messages should preferably be in the same order or sequence as transmitted.
4. Time and level of passing reporting points shall be reported as soon as possible to the appropriate
ATC unit, together with any other required information, unless exempted to do so by ATC. In the
absence of reporting points, position reports shall be made at intervals specified by the state or ATC
unit concerned.
5. When communication has to be suspended for meteorological or technical reasons, inform if possible
the control station, specifying the estimated time at which communication is expected to be resumed.
If this time cannot be realized, a new estimate shall be transmitted at or near the time first specified,
when re-establishment of radio contact is possible, the control station shall be informed.
6. An aircraft station, using R/T in direct communication with an aeronautical station need not maintain
a communication log.
12.18.1.4 Appendices to Numeral Values

The values of Flight Level, Airspeed and Heading are appended in R/T instruction and read back, as
follows, to avoid any errors in their understanding and use:
1. Altitude: Flight Level …... or …… feet; ….. meters.
2. Speed: Mach …... knots (Assumed Indicated Airspeed unless specified True Airspeed / Ground
speed).
3. Heading: …. Degrees (Assumed magnetic, except in polar areas, when True may be specified).
4. ROC/ROD: …… feet per minute.
12.18.1.5 Violation of An ATC Clearance

An ATC clearance must be respected and complied with unless the pilot believes that its compliance
could jeopardize safety.
Some examples when the ATC clearance must not be followed are given below:
1. Clearances that require a descent below the Minimum Radar Vectoring altitude, when under radar
control
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2. Clearances that would cause the airplane to fly into or in the proximity of severe weather
3. Speed assignments that would cause the airplane to be too slow or too fast for safe operation.
4. ATC clearances those are counter to the TCAS / T2CAS / GPWS / EGPWS or similar system
instructions.
When an ATC clearance is not being followed, then the ATC must be informed as soon as possible.
12.18.2 SELCAL Watch

SELCAL or a similar automatic signaling device normally satisfies the requirement to maintain listening
watch. Before reverting to SELCAL watch, a check of the SELCAL system has to be made. Where on
the basis of regional air navigation agreement, SELCAL watch is not satisfactory aircraft will also need
to maintain an aural guard.
12.18.3 Emergency Frequency

The international VHF emergency frequency is 121.5 MHz.
On intercontinental flights, long over-water flights or flights over large unpopulated areas, 121.5 MHz
shall continuously be guarded; except for the period that communications are do not permit simultaneous
guarding of two channels.
On flight other than specified in the paragraph above, 121.5 MHz should be guarded only when practicable.
12.18.4 Communication Failure

12.18.4.1 General Rules
A Citilink Indonesia aircraft operated as a controlled flight shall maintain continuous air-ground
voice communication watch on the appropriate communication channel of, and establish two-way
communication as necessary with, the appropriate air traffic control unit, except as may be prescribed
by the appropriate ATS authority in respect of aircraft forming part of aerodrome traffic at a controlled
aerodrome.
When an aircraft fails to establish contact with ATC on the designated frequency, it shall attempt to
establish contact on another frequency appropriate to the route. If this attempt fails, the aircraft shall
attempt to establish communication with other aircraft or other ATC on frequencies appropriate to the
route. In addition, an aircraft operating within a network shall monitor the appropriate VHF frequency for
calls from nearby aircraft.
If the attempts specified on the paragraph above are fail, the aircraft shall transmit its message twice
on the designated frequency(ies), preceded by the phrase “TRANSMITTING BLIND” and, if necessary,
include the addressee(s) for which the message is intended.
Procedures for Air Navigation Services (PANS) Recommendation — In network operation, a message
which is transmitted blind should be transmitted twice on both primary and secondary frequencies. Before
changing frequency, the aircraft station should announce the frequency to which it is changing.
Note:
- SELCAL or similar automatic signalling devices satisfy the requirement to maintain a listening watch.
- The requirement for an aircraft to maintain an air-ground voice communication watch remains in affect after
PDLC has been established.
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If a communication failure precludes compliance with paragraf above, the aircraft shall comply with the
communication failure procedures below, and with such of the following procedures as are appropriate.
The aircraft shall attempt to establish communications with the appropriate air traffic control unit using all
other available means. In addition, the aircraft, when forming part of the aerodrome traffic at a controlled
aerodrome, shall keep a watch for such instructions as may be issued by visual signals.
12.18.4.2 Visual Meteorological Conditions

If in visual meteorological conditions, the aircraft shall:
1. Continue to fly in visual meteorological conditions;
2. Land at the nearest suitable aerodrome; and
3. Report its arrival by the most expeditious means to the appropriate air traffic control unit.
12.18.4.3 Instrument Meteorological Conditions

If in instrument meteorological conditions or when the pilot of an IFR flight considers it inadvisable to
complete the flight in accordance with paragraph above, the aircraft shall:
1. Unless otherwise prescribed on the basis of regional air navigation agreement, in airspace where
radar is not used in the provision of air traffic control, maintain the last assigned speed and level, or
minimum flight altitude if higher, for a period of 20 minutes following the aircraft’s failure to report its
position over a compulsory reporting point and thereafter adjust level and speed in accordance with
the filed flight plan;
2. In airspace where radar is used in the provision of air traffic control, maintain the last assigned speed
and level, or minimum flight altitude if higher, for a period of 7 minutes following:
a) The time the last assigned level or minimum flight altitude is reached; or
b) The time the transponder is set to Code 7600; or
c) The aircraft’s failure to report its position over a compulsory reporting point;
whichever is later, and thereafter adjust level and speed in accordance with the filed flight plan;
3. When being radar vectored or having been directed by ATC to proceed offset using RNAV without a
specified limit, rejoin the current flight plan route no later than the next significant point, taking into
consideration the applicable minimum flight altitude;
4. Proceed according to the current flight plan route to the appropriate designated navigation aid or fix
serving the destination aerodrome and, when required to ensure compliance with point 5) below, hold
over this aid or fix until commencement of descent;
5. Commence descent from the navigation aid or fix specified in point 4) at, or as close as possible
to, the expected approach time last received and acknowledged; or, if no expected approach time
has been received and acknowledged, at, or as close as possible to, the estimated time of arrival
resulting from the current flight plan;
6. Complete a normal instrument approach procedure as specified for the designated navigation aid or
fix; and
7. Land, if possible, within 30 minutes after the estimated time of arrival specified in point 5) or the last
acknowledged expected approach time, whichever is later. If unable to land, proceed to nominated
alternate.
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MANUAL A
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Rule of The Air
OPERATION
MANUAL A
Note:
- The provision of air traffic control service to other flights operating in the airspace concerned will be based on the
assumption that an aircraft experiencing radio failure will comply with the rules in OM Part A - Chapter 12.21.4.3
- Respect to specified airport communication failure procedures if available
12.18.5 Receiver Failure
When an aircraft is unable to establish communication due to receiver failure, it shall transmit reports at
the scheduled times, or positions, on the frequency in use, preceded by the phrase “TRANSMITTING
BLIND DUE TO RECEIVER FAILURE”. The aircraft shall transmit the intended message, following this
by a complete repetition. During this procedure, the aircraft shall also advise the time of its next intended
transmission.
An aircraft which is provided with air traffic control or advisory service shall, in addition to complying with
paragraph above, transmit information regarding the intention of PIC with respect to the continuation of
the flight of the aircraft.
When an aircraft is unable to establish communication due to airborne equipment failure it shall, when so
equipped, select the appropriate SSR code to indicate radio failure.
12.18.6 Transponder Procedures

Situation Code
Unlawfull interference 7500
Communication Failure 7600
Emergency 7700
OPERATION
MANUAL A Chapter 12
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MANUAL A GENERAL
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Chapter 13
Company Forms
Issue 02 - Rev. 00
Feb 10th, 2016
Chapter 13
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.1 Manual Load and Trim Sheet
13.1.1 Manual Load Sheet (All Company Aircraft Type)
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MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
13.1.2 Manual Trim Sheet

13.1.2.1 Airbus A320-232 Manual Trim Sheet
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Company Forms
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MANUAL A
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MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
A320-251N TRIMSHEET
LTS QG-OFD1-17-03R, PK-......
SEATING CONDITIONS
OA OB OC
PAX IU PAX IU PAX IU PAX IU PAX IU PAX IU
1 0 35-36 83 1-9 0 1-2 1 32-33 18 - -
2-3 99 37-38 82 10-28 1 3-4 2 34 19
4-5 98 39-40 81 29-46 2 5-6 3 35-36 20
6-7 97 41-42 80 47-60 3 7-8 4 37-38 21
8-9 96 43-44 79 9 5 39-40 22
10-11 95 45-46 78 10-11 6 41-42 23
12-13 94 47-48 77 12-13 7 43 24
14-15 93 49-50 76 14-15 8 44-45 25
16-17 92 51-52 75 16-17 9 46-47 26
18-19 91 53-54 74 18 10 48-49 27
20-21 90 55-57 73 19-20 11 50-51 28
22-23 89 58-59 72 21-22 12 52 29 COMPT.1 MAX 3402 KGS COMPT.3 MAX 2426 KGS
24-25 88 60 71 23-24 13 53-54 30 COMPT.4 MAX 2110 KGS
26-27 87 25 14 55-56 31 COMPT.5 MAX 1497 KGS
28-30 86 26-27 15 57-58 32
31-32 85 28-29 16 59-60 33 180 ECONOMY PASSENGER
33-34 84 30-31 17
INDEX CALCULATION INITIAL CORRECTION LOADING COMPARTMENT INDEX

TABLE INDEX INDEX FWD COMPT. AFT COMPT. TOTAL FUEL
DOI = 1 3 4 5
WGT IU WGT IU WGT IU WGT IU WGT IU WGT IU
100 99 100 0 100 1 100 1 1500 3 11400 98
COMP.1 +
200 99 200 1 200 1 200 2 2500 2 11800 98
300 98 300 1 300 2 300 3 2800 2 12100 * 98
COMP.3 +
400 97 400 2 400 3 400 4 3000 2 12400 98
500 97 500 2 500 4 500 5 3300 1 12700 98
COMP.4 +
600 96 600 2 600 4 600 6 3600 1 13000 98
700 96 700 3 700 5 700 7 3900 1 13300 97
COMP.5 +
800 95 800 3 800 6 800 8 4200 0 13700 97
900 94 900 4 900 7 900 9 4600 0 14000 96
DLI =
1000 94 1000 4 1000 7 1000 10 4900 0 14300 96
E
1100 93 1100 4 1100 8 1100 12 5200 99 14600 95
OA +
1200 92 1200 5 1200 9 1200 13 5500 99 14900 95
1300 92 1300 5 1300 10 1300 14 5800 99 15200 94
OB +
1400 91 1400 6 1400 10 1400 15 6100 99 15500 94
1500 90 1500 6 1500 11 1497 16 6400 98 15900 93
OC +
1600 90 1600 6 1600 12 6800 98 16200 93
LOADED INDEX ZFW
TAKE OFF FUEL INDEX

PL =
+
1700
1800
1900
2000
89
88
88
87
1700
1800
1900
2000
7
7
8
8
1700
1800
1900
2000
13
13
14
15
7100
7400
7700
8000
98
98
98
97
16500
16800
17100
17400
92
92
92
91
2100 87 2100 8 2110 16 8300 97 17700 91
LOADED INDEX TOW =
2200 86 2200 9 8600 97 18100 90
2300 85 2300 9 8900 97 18400 90
LOADED INDEX ZFW =
2400 85 2400 10 9300 97 18700 ** 89
2500 84 2426 10 9600 97
REST FUEL INDEX +
2600 83 9900 97
2700 83 10200 97
LOADED INDEX LW =
2800 82 10500 97
2900 81 10800 97
M
3000 81 11100 97
INDEX FORMULA : 3100 80
BASIC APL INDEX =50+ WT (ARM-18.85)/1000 ARM IN METERS 3200 79 * Wing Tanks Full
LOAD ITEM INDEX = WT (ARM-18.85)/1000 WT=WEIGHT IN KGS 3300 79 ** All Tanks Full
3402 78
SA
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.1.2.4 B 737 – 300 Trim Sheet
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MANUAL A Chapter 13
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MANUAL A GENERAL
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13.1.2.5 B 737 – 500 Trim Sheet
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.2 Electronic Load and Trim Sheet
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Remarks:
1. General Infromations
Show loadsheet record number, weight unit, name of the load sheeter, and name of the PIC. The
loadsheeter and PIC must write their signature beside their name.
OPERATION
MANUAL A Chapter 13
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MANUAL A GENERAL
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2. Flight Informations
Show route, flight number, aircraft registration, aircraft type/version, crew composition, and date of
flight. The “TIME” shows first printing time of the computerized load sheet. Subsequent printing time
will not change the “TIME”.
3. Load Informations
First row shows total weight of cargo and baggage and its distribution in each cargo holds/
compartments (compartment 1, 3, 4, and 5). Second row shows total passenger composition (adult,
child, and infant) and its distribution in each cabin zone (zone OA, OB, and OC). The last row shows
total soul on board (total passenger and crew).
4. Weight Informations
a) 1st column.
• Total weight of traffic load/payload (passenger, baggage, and cargo).
• Details of actual weight for Dry Operating Weight, fuel on board/block fuel, taxi fuel, take off
fuel, Zero Fuel Weight, Take-Off Weight, trip fuel, and Landing Weight.
• Information of limiting weight for the current load sheet (Zero Fuel Weight, Take-Off Weight,
or Landing Weight).
b) 2nd column. Structural limitation for Zero Fuel Weight and Landing Weight. For Take-Off Weight,
it can be structural or performance limitation.
c) 3rd column. Column for the loadsheeter to write adjusted Zero Fuel Weight, adjusted Take-Off
Weight, and adjusted Landing Weight if there is an LMC.
5. Index and MAC Informations
a) Index of the Dry Operating Weight, Zero Fuel Weight and Take-Off Weight.
b) Percent of Mean Aerodynamic Chord (MAC) of the Zero Fuel Weight and Take-Off Weight.
c) Stabilizers trim setting for the flight.
6. LMC Informations
a) Under load (load that can be added with the current actual weights) before LMC.
b) The column for the loadsheeter to write details of the LMC, such as its destination, position (in
which cargo compartment or cabin zone), and weight (plus or minus).
c) The column for the loadsheeter to write the total of the LMC.
7. NOTOC information for the flight. “Nil” if there is no NOTOC.
8. Information to correct aircraft performance if the CG is lower than 27% MAC.
9. Document number for computerized load sheet.
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.3 Weight and Balance
WEIGHT AND BALANCE DATA
No. 052/OFD1/II+C230/2016
AIRBUS A320‐200
Page : 1 of 5
1. PK‐GLA 2. PK‐GLC
SELLCALL ‐ JQ‐AP SELLCALL ‐ JK‐EM
DESCRIPTION KGS DATA DESCRIPTION KGS DATA
MTOW 77000 TYPE : A320‐232 MTOW 77000 TYPE : A320‐232
MLDW 64500 MSN : 1635 MLDW 64500 MSN : 0892
MZW 61000 ENGINE : IAE V2527‐A5 MZW 61000 ENGINE : IAE V2527‐A5
DOW 42949 CREW, PAX : 2/4 Y : 180 DOW 43191 CREW, PAX : 2/4 Y : 180
DOI 54,37 WR No. : A2/95‐30‐0003 DOI 52,27 WR No. : A2/95‐40‐0002
MAX PAYLOAD 18246 REMARKS : 12 AUG2015 MAX PAYLOAD 18213 REMARKS : 4 Nov 2015
LTS TYPE A320 TRIMSHEET QG‐OS‐11‐01R LTS TYPE A320 TRIMSHEET QG‐OS‐11‐01R
3. PK‐GLD 4. PK‐GLE
SELLCALL ‐ JQ‐CD SELLCALL ‐ CF‐QR
MLDW 64500 MSN : 0839 MLDW 66000 MSN :2598
MZW 61000 ENGINE : IAE V2527‐A5 MZW 62500 ENGINE : IAE V2527‐A5
DOI 53,54 WR No. : A2/95‐40‐0001 DOI 52,29 WR No. : 10000096901/000/00
MAX PAYLOAD
LTS TYPE
LTS TYPE E 18213 REMARKS : 14 Sep 2015
A320 TRIMSHEET QG OS 11 01R
A320 TRIMSHEET QG‐OS‐11‐01R
MAX PAYLOAD
LTS TYPE
LTS TYPE
18795 REMARKS 26‐January ‐2016
A320 TRIMSHEET QG OS 11 02R
A320 TRIMSHEET QG‐OS‐11‐02R
PL
5. PK‐GLF 6. PK‐GLG
SELLCALL ‐ CK‐EM SELLCALL ‐ HK‐DM
MLDW 66000 MSN : 2692 MLDW 64500 MSN : 3861
MZW 62500 ENGINE : IAE V2527‐A5 MZW 61000 ENGINE : CFM56‐5B4
M
DOI 49,61 WR No. : 10000096651/000/00 DOI 53,38 WR No. : 10000096813/000/01

MAX PAYLOAD 20197 REMARKS : 15‐Jan‐2016 MAX PAYLOAD 18351 REMARKS : 26 January 2016
7. PK‐GLH 8. PK‐GLI
SA
SELLCALL ‐ GK‐DF SELLCALL ‐ DR‐GP
DESCRIPTION LBS DATA DESCRIPTION LBS DATA
MLDW 145505 MSN : 3147 MLDW 145505 MSN : 3148
MZW 137789 ENGINE : CFM56‐5B4 MZW 137789 ENGINE : CFM56‐5B4
DOI 51,13 WR No. : A2/95‐40‐0025 DOI 54,02 WR No. :10000096999/000/00
MAX PAYLOAD 43868 REMARKS 14‐Agust‐12 MAX PAYLOAD 44391 REMARKS 02‐Feb‐16
7. PK‐GLH 8. PK‐GLI
SELLCALL ‐ GK‐DF SELLCALL ‐ DR‐GP
MLDW 66000 MSN : 3147 MLDW 66000 MSN : 3148
DOI ,
51,13 WR No. /
: A2/95‐40‐0025 DOI ,
54,02 WR No. / /
:10000096999/000/00
MAX PAYLOAD 19898 REMARKS 14‐Agust‐12 MAX PAYLOAD 20135 REMARKS 02‐Feb‐16
OPERATION
MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
WEIGHT AND BALANCE DATA
No. 052/OFD1/II+C230/2016
AIRBUS A320‐200
Page : 4 of 5
29 PK‐GQE 30 PK‐GQF
SELLCALL ‐ LQ‐BE SELLCALL ‐ LM‐PR
MLDW 64500 MSN : 6270 MLDW 64500 MSN : 6322
DOI 55,46 LWI No. : 10000031677 DOI 55,05 LWI No. : 10000034700
MAX PAYLOAD 18673 REMARKS : 15 Sep 2014 MAX PAYLOAD 18569 REMARKS : 31 Oct 2014
31 PK‐GQG 32 PK‐GQH
SELLCALL ‐ KS‐FG SELLCALL ‐ KR‐HQ
MLDW 64500 MSN : 6333 MLDW 64500 MSN : 6408
MAX PAYLOAD 18545 REMARKS : 09 Nov 2014 MAX PAYLOAD 18694 REMARKS : 18 Des 2014
33
E PK‐GQI 34 PK‐GQJ
PL
SELLCALL ‐ AJ‐FP SELLCALL ‐ BC‐JQ
MLDW 64500 MSN : 6434 MLDW 64500 MSN : 6503
MAX PAYLOAD 18636 REMARKS : 26 Jan 2015 MAX PAYLOAD 18573 REMARKS : 12 Mar 2015
M
35 PK‐GQK 36 PK‐GQL
SA
SELLCALL ‐ CF‐JM SELLCALL ‐ CL‐PR
MLDW 64500 MSN : 6596 MLDW 64500 MSN : 6753
MAX PAYLOAD 18693 REMARKS : 12 May 2015 MAX PAYLOAD 18481 REMARKS : 21 Sept 2015
Jakarta, 04 February 2016
Prepared by, Approved by,
A. Budi Setia Deni Sanusi, SE
Foo. Lic. No. 1283 Foo. Lic. No. 1052
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Chapter 13
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.4 Loading Instruction Report
13.4.1 Manual Airbus A 320 Loading Instruction Report
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MANUAL A Chapter 13
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MANUAL A GENERAL
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13.4.2 Manual B 737 – 300 Loading Instruction Report
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Chapter 13
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.4.3 Manual B737 – 500 Loading Instruction Report
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MANUAL A Chapter 13
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MANUAL A GENERAL
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13.4.4 Electronic Loading Instruction Report
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Remarks:
1. Compartments Capacity Informations

Show maximum load capacity for each cargo compartment in kgs. Below cargo compartment no.3
and no.4 column is the total load capacity for both compartments (compartment no. 4 can only be
accessed from compartment no.3 cargo door).
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
2. Compartment Sections Capacity Informations
Show maximum load capacity for each cargo compartment sections in kgs.
3. Compartments Loading Plan Informations
The first row shows the load plan in each sections of cargo compartment. The second row shows the
total baggage weight plan in each cargo compartments. The third row shows the total cargo weight
plan in each cargo compartments. The fourth row shows the total baggage and cargo weight plan in
each cargo compartments.
4. Actual Compartments Loading Informations
Row for the Load Master to write actual total baggage and cargo weight and collie in each cargo
compartments.
5. Passengers Informations
The first row shows maximum passenger’s capacity for each cabin zone. The second row shows the
total passengers plan and its distribution in each cabin zone. The third row is for the Load Master or
Ramp Coordinator to write actual total passengers in each cabin zone. The last row shows plan of
total passenger compositions (adult, child, and infant).
6. Flight Informations
Show date, route, flight number and aircraft registration for the flight. The last two columns are for
load sheeter and load master to write their signatures.
7. Reminder to change the computerized load plans if there are 1,000 kgs difference between planning
and actual.
8. Special Information (SI) for PIC and Load Master if there is cargo that needs special handling.
9. Document number for computerized load plan.
OPERATION
MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
13.5 Preliminary Certificate of Death
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Aug 1st, 2017
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MANUAL A
GENERAL
Company Forms
OPERATION
MANUAL A
13.6 Voluntary Safety Report
Ref. No :
VOLUNTARY SAFETY
REPORT Date :
( For Internal Use Only )
This form must be submitted to the Safety Department after completion.
FILING INSTRUCTION
FAX IMMEDIATELY TO NO 62 21 55913539 / Email : safety@citilink.co.id
SEND ORIGINAL TO SAFETY DEPT. AT CITILINK OFFICE, GMF MANAGEMENT BUILDING 1ST FLOOR.
(1) Which group of profesional are you in ?
Flight Crew Flight Attendant License AME F.O.O Others ………………………
(2) If the report was related to human performance or critical/ sensitive issue, please check the box.
Request Confidentiality
(3) Name / ID Number and Signature: (4) Date of event: (5) Location of Event (if applicable):
( Not Mandatory)
(6) Aircraft type: (7) Aircraft Registration Number:
……………………………………..
(8) Operational Phase: (Underline phase affected)

All - Parked - Pushback - Taxi-out - Take-off - Initial Climb - Climb - Cruise - Holding - Descent - Approach - Landing - Taxi-in
Towing - Maintenance – In Hangar – Other …………………….
(9) Reportable Occurrence (Check All That Apply):

Cabin operations:  NOTOC
 Use of Illegal Drugs/ Alcohol Abuse  Procedure
 Access/Egress Issues  System IT Down
 Animal Presence  Human Performance Problem (man power, fatigue, etc.)
 Cabin Equipment/Condition  Security Performance (screening, security control, etc.)
 Cabin Crew Performance  Undecalred DG
 Schedules Exceeding or Close to Duty Time Limitation  Other: …….
 Cabin Safety Equipment
Communications/PA/Interphone Flight Operation:
E

 Death on Board  Use of Illegal Drugs/ Alcohol Abuse
 Door  Aircraft Document
 Fire/Smoke (Cabin/ Galley)  Airport Mgmt (Airside) (airbridge, FOD, marking, surface, etc.)
PL
 Food Safety /Passenger Meal  Air Traffic Service (communication, navaid, near collision, etc.)
 Inadvertant Slide Deployment  Configuration Warnings
 Inappropriate Seat Allocation  Crew Schedule
 Intoxicated  Diversion (medical, closed airport, other)
 Lack of Cabin Crew  Doors (operations, condition, etc.)
 Medical/ Pax/Crew Illness/ Injuries  Emergency Declaration
 Pax. Behaviour (carry on baggage, smoking, etc.)  Environment (animal strike, volcanic ash, smoke, laser, etc.)
M
 Pax. Manifest  Fire/Sparks/Smoke/Fumes

 Pax. with Special Attention (deportee, custody, etc.)  Flight Management (collision, unstable approach, fuel management, crew
 Prohibited/ Suspicious Article rest, etc.)
 Seating and Restraints (allocation, seat belt, etc.)  Go Around/ Missed Approach/ Overshoot
 Security Kit  Human Performance Problem (fatigue, work schedule, etc)
SA
 Unauthorised Personnel  Take Off/ Landing (hard landing, tail strike, etc.)
 Other: …….  Overspeed/exceedance
 Safety/Emergency Equipment
Cargo Operation:  Suspected Electronic Interference
 Use of illegal drugs/ Alcohol abuse  Technical Malfunction
 Cargo Damage  Transit Time
 Missing Cargo  Weather
 Missing Document  Other: …….
 Undelivered Cargo
 Mislabelled Ground Operation:
 Improper packaging  Use of illegal drugs/ Alcohol abuse
 Improper Handling (storing, offload, etc.)  Access equipment
 Facility (lighting, safety equipment, storage location, etc.) ….. Aerobridge incident (Next Page)
Form No. QG-AV-0104 R1 Page 1 of 2
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MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
 Aerobridge incident (No damage)  Mobile phone used in vicinity of fuelling

 Airbridge (uncomanded movement, position, etc.)  Passenger boarded (live animal, boarding pass, wrong flight)
 Aircraft brakes released without clearan  Passenger injured
 Aircraft Damage Discovered  Passenger offloaded
 Aircraft Refuelling Procedure – Error  Person smoking on ramp
 Aircraft Halted To Avoid Obstruction  Poor security procedures (Screening)
 Aircraft Left Unguarded  Procedure error
 Airport Hazard  Prohibit article
 Breach of Equipment Limit Line  Pushback Deficiency
 Door Opened/ Left Opened Without Ground Equipment  Security item
 Cargo/Baggage Offloaded  Security procedural error
 Catering (deployed slide, unsafe act, door operation, etc.)  Spillage (on ramp, in aircraft, make up/ breakdown area, etc.)
 Cleaner (deployed slide, unsafe act, door operation, etc.)  Aircraft struck
 Collision on Ground  Unauthorised person boarded aircraft/ on ramp
 Communication failure  Undeclared dangerous goods in shipment
 Cones (defective, positioning, obstruction, etc.)  Unescorted passenger on ramp
 Discrepancy in Passenger Numbers  Unreconciled bag on aircraft
E
 Fire Extinguisher  Unsecured (baggage, cargo, item in pax cabin, etc.)
 Flight crew not advised of deportee  Other: ….
 Foreign object damage (FOD)
 Fuelling procedural error Maintenance:







PL
GSE Condition/ Operation (ASU, ACU, GTC, stair, chock, etc.)
Ground vehicle/equipment accident
Inappropriate ramp activity
Inappropriate seat allocation
Item found in cabin after security check
Jet blast
Lack of Ground Engineer







Use of illegal drugs/ Alcohol abuse
Aircraft Damage (FOD, hangar/ ramp equipment, towing, etc.)
Aircraft Deterioration (burning, corrosion, contanimnation, crack, etc.)
Compliance – Documentation (AD/ SB, IPC, MEL, ect.)
Compliance – Overrun (planned maintenance, life control, etc.)
Engineer left cabin floor hatch open
Lack of Ground Engineer
M
 Lack of qualified personnel  Parts lost during Flight
 Late close-out procedure - Radio Loadsheet  Significant Process Issue
 Loading Deficiency  Significant Spares Issue
 Loadsheet discrepancy  Significant Technical Issue
 Marshalling (incorrect, not available, etc.) Task Error
SA

 Other: ….
(10) Description
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MANUAL A
GENERAL
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OPERATION
MANUAL A
13.7 Airbus Vibration Reporting Sheet
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MANUAL A Chapter 13
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MANUAL A GENERAL
Company Forms
13.8 Air Safety Report
Ref. No :
AIR SAFETY Date :
( For Internal Use Only )
REPORT
AFL No:
Submit the original form to Safety, Security & Quality Department within 72 hours of the event.
FAX IMMEDIATELY TO NO 62 21 55913539 / Email : safety@citilink.co.id

SEND ORIGINAL TO SAFETY DEPT. AT CITILINK OFFICE, GMF MANAGEMENT BUILDING 1ST FLOOR.
Aircraft Registration: Aircraft Type: Flight Number: Sector (three letter code):
FROM: TO:
Location of Event/ Geog. post : Date of Event : Approx.UTC/ Loc. Time of Event: PIC/ Pers. ID No:
Number of injuries and fatal: Fatal Serious Minor POB

(fill additional trip report for detail description) Crew
Passenger
Altitude: ALT Setting: IAS: Heading:
Nearest reporting point (NRP): Distance and bearing from NRP: NM
E
Actual Weather Wind: / VIS: Cloud: Temp: °C
QNH:  IFR  VFR  VMC  IMC
Light condition:  Dawn  Day  Dust  Night
Significant Weather: Severe Turbulence / Moderate / Volcanic ash / Rain / Snow / Icing / Fog / Wind shear
PL
Runway used : Runway State : Dry / Wet / Standing water / Ice / Snow / Slush
Flight phase ( )  Parked  Push back  Taxi out
 Take off  Climb  Cruise
 Descent  Holding  Approach
 Landing  Taxi in  Towing
Configuration
On Off Yes No Ret Ext Ret Ext
M
Auto Pilot   Auto Land   Slat   Spoiler  

Auto Throttle   Flap   Gear  
Effect on flight  Nil  Aborted take off  Emergency/ precautionary landing
 Flight delayed/ cancel  Failure to get airborne  Emergency/ precautionary descent
 Return to base  Go-around/ miss approach  Overweight landing
SA
 Diversion  Abnormal approach  Significant loss of control/ performance

 Avoiding action  Engine shutdown  Other (specify)
 Runway excursion  Abnormal landing
Type of Occurrence
Accident/ Incident  Fuel/ fluids spilt out  Invalid warning/ alert system  Smoking at prohibited area
 Fire/explosion/fume  Valid warning/ alert system  Flight crew illness/ incapacitation
 Airframe failure  Failure of system/ procedure  Refusal stop consuming alcohol
 Emergency declaration  Escape slide deployment  Disruptive/ unruly passenger
 Collision/ strike object  Failures of emergency equip.  Breach in safety procedures
 Loss of control an A/C  Injuries to persons  Breach in Aviation sec procedures
 Engine power loss  Death on board  Endangering the safety of an aircraft
 Damage to aircraft  Problem enforcing CASR or passenger
 Evacuation  Bomb threat/ hijacking  Interference air crew on duties
 Significant turbulence  Intoxicated passenger  Jeopardize the good order & discipline
 Other (specify)
Air miss/ ATC  Near collision  Breach of other clearance  Clearance/ instruction deficiency
 Loss of separation  Flight information deficiency  Flight planning deficiency
 TCAS Alert  RA Intruder relative Alt in feet: Relative position:……o’clock, ……NM
Type of A/C: Call sign: Color/ marking:
Was ATC informed:  Yes  No
Aerodrome  Physical obstruction  Physical surface deficiency  Apron management deficiency
 Wildlife incursion  Surface marking deficiency  Equipment/ installation deficiency
 Public protection deficiency  Other (specify)
Dangerous Goods  Spillage/ leakage  Fumes/ gas/ smoke/ fire  Miss/ non declaration
 Other (specify)
Bird strike  Strike  Near strike Species :  Small  Medium  Large
Number seen :  1  2-10  11-100  100+ Number hit:  1
✔  2-10  11-100  100+
Was Pilot warned of birds by ATC/ NOTAM :  Yes  No Used of exterior light:  Yes  No
Form No. QG-AV-0103

Form No. QG-AV-0103 R1
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For disruptive passenger incident (two witnesses are required)
Passenger(s) Involved  Yes  No Witness(1)  Yes  No
Name  M  F Name  M  F
Address Address
Pasport No Pasport No
City/State/ Zip City/State/ Zip
Phone ( ) Phone ( )
Witness(2)  Yes  No Witness(3)  Yes  No
Name  M  F Name  M  F
Address Address
Pasport No Pasport No
City/State/ Zip City/State/ Zip
Phone ( ) Phone ( )
Factual description of event
E
PL
M
SA
PILOT IN COMMAND  FA1  SQC  GHA  Other Personnel

Name/ ID No Name/ ID No
Signature Signature
Tel/ email Tel/ email
Box No Box No
For Internal Use Only

Closing Action by : Completion Date : Ref. Investigation File No:
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13.10 Law Statement for Disruptive / Unruly Passenger
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13.11 A320 Aircraft Search Procedure Checklist
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13.13 Aircraft Flight Log (AFL)
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Description
Aircraft Flight Log
Aircraft Flight Log must always be onboard and is for the official recording of flight data associated to
the aircraft.
It is the responsibility of Line Maintenance personnel to keep the Aircraft Flight Log available for
continuous use.
Data recorded on this manual should be written using blue or black ink pen only and is the responsibility
of Cockpit Crew (Pilot In Command / First Officer)
The Aircraft Flight Log consists of 100 pages. Each page is given a serial number and each serial
number consists of 4 colored copies.
Notes:
a) The engineer on duty collects the logbook from the cockpit crew
b) Errors during data entry are to be crossed out and signed on the top and re-written on available space. Erasing
of data is not permitted.
c) If a page is cancelled due to wrong data entry or an error is found, the responsible person should make a two
cross line on the affected number page and write between the lines the word “VOID” and sign.
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Description
Aircraft Maintenance Log
Aircraft Maintenance Log must always be onboard and is for the official recording of performance data
during flight and all maintenance related activities associated to the aircraft.
It is the responsibility of Line Maintenance personnel to keep the Aircraft Maintenance Log available for
continuous use.
Data recorded on this manual should be written using blue or black ink pen only and is the responsibility
of:
1. Cockpit Crew (Pilot In Command / First Officer)
2. Authorized Maintenance Personnel
The Aircraft Maintenance Log consists of 50 pages. Each page is given a serial number and each serial
number consists of 4 copies.
Notes:
a) The engineer on duty collects the logbook from the cockpit crew
b) Upon arrival and checks for generated remarks. Unless otherwise stated by the MEL should discrepancies
exists maintenance actions must be performed before the aircraft is released for next scheduled.
c) Errors during data entry are to be crossed out and signed on the top and re-written on available space. Erasing
of data is not permitted.
d) If a page is cancelled due to wrong data entry or an error is found, the responsible person should make a two
cross line on the affected number page and write between the lines the word “VOID” and sign.
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Citilink Indonesia - Standard Operating Procedures (SOP)
Appendix A
A.1 Introduction
In general Citilink Indonesia - Standard Operating Procedure (SOP) are laid down in Airbus FCOM PRO-
NOR-SOP or Boeing FCOM NP and Citilink Indonesia strictly follows these procedures.
Any differences and additional in these (FCOM) procedures shall be laid down in OM Part A - Appendix
A (Citilink Indonesia - Standard Operating Procedure).
A.2 Crew Document and Equipment to Carry

1. Valid License or Flight Attendant Certificate with appropriate rating
2. Company Identification Card
3. Identification card or driving license
4. Airport Identification Card (if applicable)
5. Valid Passport* (with validity at least 6 months)
6. Corrective lenses or include spare for Aircrew having limitation in his/her Certificate of Medical
7. Personal flash light in good working order and battery spare(s)
8. Wrist watch, in a good working order (and a wrist watch as spare for Cabin Crew)
* Except when passport is in renewal process and/or Visa application. The crew then must inform Chief Pilot or Chief
Cabin Crew and Operation Control Center personnel for this issue.
A.2.1 Corrective Lenses Policy

All crew member who have an entry in his/her medical certificate (issued for their license) stating his/
her has to wear corrective lenses, shall use a set of optimum corrective lenses. A spare set of optimum
corrective lenses shall be carried at all times.
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A.3 Crew Resource Management (CRM)
A.3.1 Human and Organzational Error Management
In a complex organization such as our airline, there are various defenses that protect an aircraft, and its
crew from an incident or accident. In the diagram above these defenses are represented by the Slices
of Cheese.
The threats to safety are represented by the Holes in the slices; they range from a management decision
taken sometime ago, to the extreme example of a crew deliberately deviating from standard operating
procedures followed by a lack of communication, leading to a loss of situational awareness coupled with
a non-assertive behaviour causing an incident or accident. All the threats or “holes in our safety” are
human errors within our safety system. Human beings make mistakes, to error is only human as error is
an integral part of human behaviour.
A.3.1.1 Error Management Principles

Errors are a normal component of human behavior. Thus errors will always be possible and cannot be
totally eradicated but can be detected, managed and prevented from threatening safety. Even if most
errors do not lead to accidents, even so most accidents involve errors. So pilots must not let errors
combine and put the situation at risk. Errors consequences must be monitored and the error chain must
be broken as soon as possible.
Pilots must develop and implement error detection strategies, individually and as a crew. Interface and
systems design must be adapted; on-board assistance systems aimed at testing situation coherence
must be developed; procedures, briefings and checklists are strong defenses against error propagation.
A.3.2 Culture
Culture influences nearly everything we do. As much as we try to be independent thinkers and actors,
those around us profoundly influence us especially in a multi-cultural organization. We must develop
tolerance, respect and acceptance of cultural differences as cultural differences have always played an
adverse part in flight safety.
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Where culture leads to vertical management rather than “TEAMWORK”. An important rule to remember
is “WHO IS RIGHT DOES NOT MATTER, BUT WHAT IS RIGHT DOES”.
A.3.2.1 Decision Making
The first step in decision making is to identify the problem. Here situational awareness is essential to not
only identify what the problem is but to be aware that a problem exists.
Step two in the decision making process is to gather information. It’s characteristic of human behavior
that we tend to look for evidence that confirms our diagnosis rather than disconfirms it. Therefore, at the
information gathering stage it is essential to keep and open mind and gather all available information and
not to be selective about what information we gather.
Next we must work out the available options. Often our options have been defined in checklists and
procedures. If however there is no procedure then there is a danger that the options identified may not be
complete. Here the term decision making become far more effective since more options will be produced
if more people are involved, then the best option is selected.
The next stage is putting the selected option into effect and then evaluating the result to see if we are
solving the problem. Again situation awareness is essential.
If we are not fully aware of the problem then we will not be sure that we are solving it. If our diagnosis was
faulty at the initial stage then again is likely that our solution will not work. Also be aware that although
we may have solved our original problem another may have arisen as a result of our initial solution.
Therefore the reviewing of performance is a crucial stage of the cycle.
Due to the dynamic nature of aviation the decision making must be timely. A decision made now may no
longer be feasible a minute later.
A.3.3 Situation Awareness, Workload Management and Stress

A.3.3.1 Situation Awareness
Situation Awareness is maintaining an accurate mental model or 3 dimensional picture of the environment,
in other words having appreciation of what is going on around you at all times so that the many signs
available are utilized to remain ahead of the game.
Situation awareness is enhanced by:
1. Experience – past experience of what we have read.
2. Expectations – the more we are prepared the greater the chance of handling the situation.
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3. Briefing – this prepares and focuses our minds. It provides the shared mental model that we need for
effective communication.
4. Proper communication between crew members plays a large part in effective situation awareness.
5. Vigilance and active monitoring of instruments.
6. ATC
7. Crew
A.3.3.2 Workload Management

Instantaneous workload can be defined as a proportion of attentional resources devoted to the action
which plays an important part with regard to our behavior and our performance in the cockpit.
Many factors affect our performance and consequently our ability to manage our workload, such as:
1. Training.
2. Experience.
3. Fatigue.
4. Adhering to company SOPs and regulations.
5. The operational demands of the phase of the flight.
A.3.3.3 Stress
We should have an understanding of the elements which affects our physical and mental function as
crew. One of the main detractors from performing to the best of our ability is Stress.
Recognizing the signs of stress in oneself is an important step in keeping control. Managing stress is
defined as the efforts to prevent, control, reduce, or learn to tolerate the threats that lead to stress.
Guidelines for cockpit stress management:

1. Keep it simple and basic: fly the aircraft (Fly – Navigate - Communicate).
2. Maintain proficiency in your aircraft: proficiency builds confidence.
3. Know and respect your own personal limits.
4. Use all resources external and onboard.
5. Never give up: there is always a suitable option.
6. Assess and assign priorities to the needs. If the demand of the task is adding to your stress rearrange
task sharing.
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The relationship between arousal and performance is moderated by task demand. As the demand of
given task is increased due to its complexity, the mental resources required to handle the task is utilized.
Improper workload management and lack of planning may lead to depletion of mental resources, thus
the pilot who is required to perform the task could be operating beyond his personal limitation depicted
in the graph above by the envelope of personal capability.
A.3.4 Company Safety Culture and SOP’s

Experience has shown that adherence to SOP’s helps to enhance the crews situation awareness and
allows a higher performance level to be attained. One of the objectives of SOP’s is to have standards
to be agreed upon prior to the flight and then adhered to so that maximum crew performance can be
achieved. It is important to always ensure that checklist and SOP’s are fully actioned.
SOP’s are also a quick and convenient method of problem solving where, if the correct procedure is
followed, any disagreement is speedily resolved.
Further advantages of SOP’s are:
1. A logical sequence of action, covering all items which is easily continued following an interruption.
2. Workload sharing improved.
3. Teamwork is enhanced
4. Guidelines set
5. Workload priorities.
6. Situation awareness improved.
7. Safety margins established leading to an overall improvement in safety.
Something to remember when working together is that you should be working together effectively.
In the event of a problem remember the 5 x R’s:
1. Remember the briefing.
2. Remember who is responsible for what – where do ‘your’ responsibilities lie.
3. Remember and use the checklist – Don’t wind each other up with possible could be’s, making.
4. Remember your SOP’s
5. Remember to work together.
SOP’s also reflect company policy with regard to Flight Operations and must be followed by all crews;
there no room for pilots to impose their own operating procedures although there may be an occasion
where it is expedient to do so. In the event, the PIC must make his intention clear to the crew together
with the reasons for deviation.
A.3.5 Communication
A.3.5.1 Communicate
Keep everybody in the loop, keeping the information flowing reduces the level of uncertainty. Finally,
having a sound technical knowledge of both systems and procedures gives you added confidence in
difficult situations. And equally important is the ability to transfer this knowledge to team members is
essential to safe efficient Flight Operations.
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A.3.5.2 Language
Citilink Indonesia declares English and Indonesian as its standard and common language. Thus, the
English language shall be used for:
1. All line operations, including training and evaluations
2. All training processes and documents
3. All operational documentation
Note: In case of any doubts regarding the comprehension of the terms used in the Operations Manual, they must
seek clarification from their superiors.
A.4 Crew Briefing

PIC shall make a briefing to his/her crew before the beginning of their duty. The main purpose of this
briefing is to review and emphasize the necessary procedures according to the flight.
PIC has to ensure that crew briefing is attended by all crew.
Briefing objectives are:

1. Ensure that all crew are fit to fly (by medical personnel and/or by other methods)
2. Ensure that all crew carry and show valid license with appropriate rating, certificates and personal
equipment.
3. Rehearse and review procedures during Normal, Abnormal & Emergency situation
4. Share common objectives and situation awareness
5. Technical flight status i.e. aircraft status, weather, NOTAM, passenger profiling etc.
6. CRM and Crew Task Sharing
7. Build favorable atmosphere and respect among the crew
8. Sharing the information
A.5 Normal Operation

A.5.1 On Ground
A.5.1.1 Exterior Walkaround
This is carried out by PM after completing the preliminary cockpit preparation. A personal torch MUST
be used during night operations. Aircraft torches are not to be used for this purpose. FCOM outlines the
various elements that the flight crew must review in greater detail. Crews must wear the High Visibility
Vest.
Refer to Airbus FCOM PRO-NOR-SOP and Boeing FCOM NP 21.6
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A.5.1.2 Cockpit Preparation

A.5.1.2.1 For Boeing Fleet (refer to Boeing FCOM NP)
A.5.1.2.2 For Airbus Fleet
After cockpit preparation procedure and MCDU preparation completed and has been cross-checked by
PM, PF then perform FCU, PFD and ND cross checked with “challenge and response”.
CM1 CM2
ATC Communication
Read Normal, Abnormal and Emergency Check List
and Procedures
Beacon Light .................................…..........……… ON
Engine ....................……..............................…….. Start
Taxi Light ......................……...........................….… ON
Runway Turn-off Lights ........................................... ON
Taxi Out ........................................................... Perform
Cockpit and Cabin Communication
Landing Lights ........................................................ ON
Strobe Lights ...........................................................ON
Cabin Advice for takeoff

CM1 CM2
Taxi In .............................................................. Perform ATC Communication
Landing Lights ...................................................... OFF
Strobe Lights ........................................................ OFF
Taxi Light ………….............................……………. OFF
Runway Turn-off Lights ........................................ OFF
Engine ..…………....................….....……… Shut Down (For One Engine Taxi In, Engine No 2 Shutdown with
CM1 confirmation)
Beacon Light ...……….........................………..….. OFF
Seat Belt Sign ....….…….........................………… OFF
Note:
a) CM2 is not allowed to perform the taxi. In case of Pilot Incapacitation and/or Left Hand Side Nose Wheel
Steering Fault, after completion of the related procedures and the problem still exist, CM2 may taxi the aircraft
to vacate the runway to safe area and shall request assistance to tow the aircraft.
b) Communication on ground to ATC performed by CM2. In case of malfunction, refer to Normal Task Sharing.
c) All checklists and procedures read by CM2.
d) Engine start processes (Normal and Abnormal) performed by CM1, including Manual Engine Start Push Button.
e) At a convenient stage, before or during taxi, and before arming the autobrake, the flight control check shall be
performed. If this check is carried out during taxiing, it is essential that the CM1 remains head-up throughout the
procedure.
f) Communication between Cockpit Crew and Cabin Crew should be done by PIC and Cabin Crew In Charge
(CIC). The PIC may delegate to Co-Pilot or RHS Captain.
g) Strobe Lights “ON” when entering (backtracking and/or crossing) runway.
h) Beacon Lights “OFF” after N1 < 5% or “double amber cross” at N1 indicator.
i) Seat Belt Sign “OFF” after the aerobridge and or the stairs are properly secured AT the aircraft.
j) Parking Brake “OFF” after Chock ON and establish communication with Ground Engineer via interphone.
k) On the ground, the CM1 may ask the CM2 to set the exterior lights.
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l) Radio Management Panel
ATSU/ACARS applicable:
- VHF 1 set for ATC,
- VHF 2 set for 121.5 MHz if RVSM is applicable and Company Frequency,
- VHF 3 set for “data” .
ATSU/ACARS not applicable:
- VHF 1 is set for ATC,
- VHF 2 is set for Company Frequency and ATIS
- VHF 3 is set for 121.5 MHz if RVSM is applicable
m) Flight Crew shall monitor frequency of 121.5 MHz in RVSM Airspace.
A.5.2 Inflight
EVENT PM PF
Takeoff Preparation Preliminary Cockpit Preparation ATIS, Cockpit Preparation
“CABIN CREW BE SEATED FOR
Entering RWY
TAKEOFF”
Takeoff Performs
Approach Preparation ATIS Approach Preparation
Trans. Level and Below 10,000 ft AGL Approach Checklist
“RADIO ALTIMETER ALIVE”
2,500 ft RA*
“CHECKED”
“CABIN CREW BE SEATED FOR
Final Approach
LANDING”
“ONE THOUSAND”
1,000 ft AFE (Above Field Elevation)* “STABILIZE”
“CHECKED”
“FIVE HUNDRED”
500 ft AFE (Above Field Elevation)*
“CLEARED/NOT CLEARED”
“ONE HUNDRED ABOVE”
100 ft above MDA*
“CHECKED”
“MINIMUM”
MDA*
“CONTINUE”
Landing Performs
Note:
a) * If “Automatic Call-Out” is not available (“TWO THOUSAND FIVE HUNDRED”, “ONE THOUSAND”, “FIVE
HUNDRED”, “ONE HUNDRED ABOVE” and “MINIMUM”), PM shall perform the call out.
b) The “ONE THOUSAND” call:
If the aircraft is NOT stabilized in IMC: “GO AROUND FLAPS”
c) The “FIVE HUNDRED” call:
1) If NO landing clearance: OBTAIN landing clearance
2) If the aircraft is NOT stabilized in VMC: “GO AROUND FLAPS”
d) The “MINIMUM” call:
1) If Runway Visual Reference is obtained: “CONTINUE”.
2) If Runway Visual Reference is not obtained: “GO AROUND FLAPS”
For Boeing fleet refer to Boeing FCOM Chapter NP and Boeing FCTM Chapter 1.
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A.5.3 Briefings
1. Takeoff
a) Takeoff Prep. & Briefing refer to Airbus FCTM PR-NP-SOP PRE START or Boeing FCTM Chapter
2.
b) RVSM and PBN Checklist if applicable
c) Observer Briefing if applicable
2. Approach
a) Approach Preparation and Briefing refer to Airbus FCTM PR-NP-SOP-160 DESCENT
PREPARATION or Boeing FCTM Chapter 5.
b) ALAR Checklist reading after Approach Briefing
A.5.4 Crew - Company Message

A.5.4.1 Departure Message
PM shall make a departure message to company VHF or HF frequency or via ATSU/ACARS after “After
Takeoff Checklist” completed, consist of:
1. Pushback Time
2. Airborne Time
3. Estimate Time Arrival
4. Delay Code if occured
A.5.4.2 Arrival Message

PM shall make an arrival message to company VHF or HF frequency or via ATSU/ACARS before
“Approach Checklist”, consist of:
1. Estimate Time Arrival
2. Special Handling Passenger (wheel chair, pregnant mother, sick passenger, etc.) if exist
3. Any Aircraft Special Handling required
4. Request Estimate Parking Stand
A.5.4.3 ACARS/ATSU
Flight crew may request any information to support the safety and operation of the flight via ACARS/
ATSU which may consist of but not limited to:
1. Destination weather; and/or
2. Alternates weather; and/or
3. Enroute weather; and/or
4. NOTAMs; and/or
5. Any other operation support informations
A.5.5 Automation Policy

Use of Flight Director, Autopilot and Autothrust are strongly recommended. Pilots are NOT ALLOWED
to perform a flight with Autothrust OFF and/or Autopilot OFF and/or Flight Directors OFF on purpose,
except for Automation Procedures in FCOM, MEL requirements and training purpose with Instructor.
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A.5.5.1 Minimum Altitude for Use of Autopilot
1. Takeoff
Refer to Airbus FCOM LIM-AFS or Boeing FCOM LIMITATION.
2. Enroute Operations
No person may use an autopilot enroute, including climb and descent, at an altitude above the
terrain that is less than twice the maximum altitude loss specified in the Airplane Flight Manual for a
malfunction of the autopilot under cruise conditions, or less than 500ft, whichever is higher.
3. Approaches
Autopilot shall be disconnected not later than the applicable MDA/DA on an instrument approach
facility.
A.5.5.2 Side Stick and Takeover Control (Airbus Fleet)

When the PF makes an input on the sidestick, an order (an electrical signal) is sent to the fly-by-wire
computer. If the PM also acts on the stick, then both signals / orders are added.
Therefore, as on any other aircraft type, PF and PM must not act on their sidesticks at the same time. If
the PM needs to takeover, the PM must press the sidestick takeover pushbutton, and announce: “I HAVE
CONTROL”. The takeover control decision shall consider the control adjusment time.
If a flight crewmember falls on a sidestick, or a mechanical failure leads to a jammed stick (there is no
associate ECAM caution), the “failed” sidestick order is added to the “non failed” sidestick order.
In this case, the other not affected flight crewmember must press the sidestick takeover pushbutton for
at least 40 s, in order to deactivate the “failed” sidestick.
A pilot can at any time reactivate a deactivated stick by momentarily pressing the takeover pushbutton
on either stick.
In case of a “SIDE STICK FAULT” ECAM warning, due to an electrical failure, the affected sidestick order
(sent to the computer) is forced to zero. This automatically deactivates the affected sidestick.
This explains why there is no procedure associated with this warning.
Refer to Airbus FCTM AOP-10-30-20.
A.5.5.3 Hand Over Control

Takeoff Task Sharing
EVENT CM1 PF PM
“YOU HAVE CONTROL”
Aircraft on takeoff position (if CM2 is PF)
and cleared for takeoff
“I HAVE CONTROL”
Takeoff Performs
Landing Task Sharing

EVENT CM1 PF PM
Landing Performs
Below 70 knots or as (if CM2 is PF)
required “YOU HAVE CONTROL”
(if CM2 is PF)
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A.5.6 Computer or C/B Reset

The normal purpose of a circuit breaker (C/B) is to protect wiring against short circuits, and to isolate
equipment for maintenance.
Another C/B function involves digital computers : The reset function. When a digital computer behaves
abnormally due to an electrical transient, for example, the abnormal behavior can be stopped by briefly
interrupting the power supply to its processor.
The flight crew can reset most of this aircraft’s computers with a normal cockpit control (selector or
pushbutton). However, for some systems, the only way to cut off electrical power is to pull the associated
C/B.
CAUTION
For the computer reset, flight crew must strictly follow the table in Airbus QRH ABN-02-02A Computer Reset
Table.
A.5.7 Cockpit Gesture and Etiquette

A.5.7.1 Cockpit Gesture Procedures
Hand-on Side Stick (for Airbus fleet)
1. During takeoff rolling Pilots shall put hand-on Side Stick from the beginning of takeoff until 2,500 ft
AAL.
2. During approach Pilots shall put hand-on Side Stick begin from 2,500 ft AAL.
3. During go around up to 2,500 ft AAL (Auto Pilot Engaged).
4. As long as manual flight (Auto Pilot Disconnect).
Feet On Rudder Pedals

1. During taxi Pilots shall put feet on rudder pedals until after lift-off up to 2,500 ft AAL
2. During approach Pilots shall put feet on rudder pedals begin from 2,500 ft AAL
3. During Go-Around up to 2,500 ft AAL (Auto Pilot Engaged)
4. As long as manual flight (Auto Pilot Disconnect)
Hand On Thrust Levers

1. During takeoff rolling the PIC shall put hand on thrust levers from the beginning of takeoff roll until V1.
2. During approach PF shall put hand on thrust levers begin from 2,500 ft AAL until landing roll.
3. As long as thrust adjustment necessary (during manual thrust operation).
MCDU (Airbus) / CDU (Boeing) Modification Below 10,000 Feet AGL

Below 10,000 ft AGL, MCDU (Airbus) / CDU (Boeing) modifications shall be done by PM.
Sun Visors and Sun Blind (for Airbus fleet)

Sun visors and sun blind shall be stowed properly during ground movement until 2,500 ft AGL.
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A.5.7.2 Flight Deck Etiquette
The nature of Citilink Indonesia operation means that flight crew spend long periods of time in the flight
deck during a duty. To increase comfort, and to maintain a high quality and standard of the aircraft and
equipment, the following should be abided by;
1. Sensitive subjects (Religion, Race, Gender etc) shall be carried wisely to avoid unnecessary conflict.
2. Screens are not to be touched with fingers or pens etc. and should be cleaned only with specialised
materials not containing alcohol or abrasives.
3. Metal clipboards are not allowed under any circumstances.
4. Nothing is to be placed on top of the Glareshield unless that is supposed to, i.e. AFL
5. Liquids must be passed behind the pilot, not over the centre console.
6. Recommended method of seat adjustment is electrical.
7. Pushbutton switches are to be handled in a gentle but deliberate manner. ‘Stabbing’ can result in no,
or false, selection and can damage the button.
8. Smoking is strictly forbidden in the aircraft at all times.
9. All charts, manuals and documentation must be replaced and secured in the correct location or folder
before vacating the flight deck.
10. Pilots must not mark, annotate or highlight any chart.
11. Passengers or off-duty crew members/staff are not allowed to visit the flight deck in flight.
12. Both pilots must remain in the flight deck throughout the flight except to attend to physiological
needs. Pilots are not permitted to use the aft lavatories unless the forward lavatory is unserviceable.
13. Both pilots must maintain a listening watch on the active ATC frequency.
A.5.8 Standard Callouts - Announcements / Communication

Standard phraseology is essential to ensure effective crew communication. The phraseology should be
concise and exact. These standard callouts are also designed to promote situational awareness, and to
ensure crew understanding of systems and their use in line operation.
For more detail please refer to Airbus FCOM PRO-NOR-SOP-90 or Boeing FCTM Chapter 1.16
A.5.8.1 Cockpit – Ground Crew Communication

A.5.8.1.1 Remove Ground Equipment Procedures
EVENT PIC GROUND ENGINEER
Initial ground contact “COCKPIT (from) GROUND”
“GROUND (from) COCKPIT”
External__disconnection “REMOVE EXTERNAL__”
“EXTERNAL__REMOVED”
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A.5.8.1.2 Pushback and Engine Start Procedures

EVENT CM1 GROUND ENGINEER
When all doors closed, flushed and “GROUND (from) COCKPIT,
locked. CONFIRM GROUND CHECK
COMPLETED?”
“COCKPIT (from) GROUND, ALL
DOORS CLOSED, FLUSHED AND
LOCKED, READY FOR PUSH”
“ROGER AND STANDBY”
When Ready for pushback, and “GROUND (from) COCKPIT,
pushback clearance received from CLEARED FOR PUSH HEADING
ATC TO__ (or pushback procedure if
applicable), TIME CHECK__UTC”
“COCKPIT (from) GROUND,
RELEASE BRAKES”
Start of push “BRAKES RELEASED READY TO
PUSH”
When ready to start engines “CLEAR TO START?
“CLEAR TO START”
START ENG(s) NO__”
When pushback completed “SET BRAKES”
“BRAKES SET”
When ready to disconnect (after all “CLEAR TO DISCONNECT” (hand
engines started, and parameters signals on left/right)
are stabilized)
“DISCONNECTING” (hand signals
on left/right)
Confirm hand signals obtain
Note : This procedures may be adjusted depends on the situation and condition (i.e. manual engine start, engine
start with external power, cross-bleed start etc.)
A.5.8.1.3 Parking and Refueling Process

EVENT CM1 GROUND ENGINEER
When aircraft stopped and parking “COCKPIT (from) GROUND,
brake set. CHOCKS ARE IN PLACE,
PARKING BRAKE___ (CONSIDER
HEAVY RAIN)”
“ROGER, PARKING BRAKE__
(CONSIDER HEAVY RAIN). TIME
CHECK__UTC”
When refueling during embarkation “GROUND (from)
/ disembarkation is perfomed. COCKPIT, REFUELING
DURING EMBARKATION
/ DISEMBARKATION IS
PERFORMED”
“COCKPIT (from) GROUND,
ROGER MONITOR”
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A.5.8.2 Cockpit - Cockpit Communications
A.5.8.2.1 Normal Duty Transfer Procedures
EVENT PF PM
“YOU HAVE CONTROL”
“FCU CHANNEL (SPEED_, HEADING_,
To give control ALTITUDE_), RADIO FREQUENCY, ATS
SERVICE”
“CHECKED”
(Before assuming PF duties)
“YOU HAVE CONTROL, FCU CHANNEL
(SPEED_, HEADING_, ALTITUDE_),
To take control RADIO FREQUENCY, ATS SERVICE”
“CHECKED”
(Before assuming PF duties)
A.5.8.3 Cockpit – Cabin Crew Communication

A.5.8.3.1 Normal Operation Procedure
FROM TO METHOD REMARKS
CM1 via PA: “CABIN CREW When CM1 gives this command in preparation for
CLOSE DOORS, ARM SLIDES departure, Cabin Crew shall “CLOSE” the doors, “ARM”
Cockpit Cabin
AND CROSS CHECK”. the slide and “CROSS CHECK” the opposite door and
slide also correctly CLOSED and ARMED.
CIC via interphone: “ALL 1. Cabin Crew In Charge (CIC) reports and cross
DOORS CLOSED, SLIDES check that doors are closed and slides are armed
Cabin Cockpit ARMED AND CROSS to PIC via interphone.
CHECKED”. 2. CM1 checks the ECAM DOOR page to confirm (for
Airbus fleet).
CIC Via interphone: “CABIN Cabin Crew in Charge (CIC) may only report to the
Cabin Cockpit READY FOR TAKEOFF“ CM1 if all cabin crews are already seated in their
respective CAS.
CM2 via PA : “CABIN CREW, All cabin crews shall take their brace position.
Cockpit Cabin
BE SEATED FOR TAKEOFF“
Fasten Seat Belt sign turned 1. Cabin Crew announces that the seat belt sign is
OFF after takeoff OFF and remind passenger to keep their seat belt
Cockpit Cabin fastened whenever they are seated.
2. Cabin Crew may begin duties at this time.
PM via PA: “CABIN CREW 1. Cabin Crew should aware that descent has begun.
AND PASSENGER, AIRCRAFT 2. Cabin Crew should begin compliance checks and
Cockpit Cabin ON DESCENT“ report any cabin discrepancies to PIC.
3. Cabin Crew should perform debarrasser
Fasten Seat Belt sign turned Cabin Crew shall make before landing announcement,
ON prior to landing. and other Cabin Crew shall check seat belt fastened
Cockpit Cabin on each passenger in their work area to ensure safety
PM via PA: “CABIN CREW,
PREPARE FOR LANDING”. compliance.
CIC via Interphone: “CABIN Cabin Crew In Charge (CIC) shall report to CM1 that
READY FOR LANDING” and cabin is secured and ready for landing.
Cabin Cockpit
push “Cabin Ready” button on
FAP (if applicable).
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PM via PA: “CABIN CREW, BE When Flight Crew give this command, Cabin Crew
Cockpit Cabin SEATED FOR LANDING“ shall be seated with seat belt and shoulder harnesses
fastened.
CM1 via PA: “CABIN CREW, When CM1 gives this command, Cabin Crew shall
DISARM SLIDES AND CROSS “DISARMED” the slide that is under their control, and
Cockpit Cabin
CHECK”. subsequently “CROSS CHECK” that the opposite
SLIDE also correctly DISARMED.
CIC via Interphone: “ALL 1. Cabin Crew In Charge (CIC) shall report to CM1.
Cabin Cockpit SLIDES DISARMED AND 2. CM1 checks the ECAM DOOR page to confirm (for
CROSS CHECKED”. Airbus fleet).
CM1 via PA: “CABIN CREW, When CM1 gives this command, Cabin Crew may open
Cockpit Cabin
DOORS MAY BE OPENED” the doors.
A.5.8.3.1.1 Opening Door and/or Armed / Disarmed Slide Other Than Embarking /
Disembarking Procedures
Via Interphone: “CAPTAIN, When Cabin Crew In Charge (CIC)
Cabin Crew In REQUEST OPEN DOOR(S)__L/R requested to open specific door for
CM1
Charge (CIC) FOR____(PURPOSE)”. other purpose (i.e. by Ground Crew
Request).
Via Interphone: “DISARMED
Cabin Crew In
CM1 SLIDE DOOR(S)__L/R AND
Charge (CIC)
CROSSCHECK”.
Cabin Crew In Via Interphone: “CAPTAIN, When Door(s)__L/R Slide(s)
CM1
Charge (CIC) DOOR(S)__L/R DISARMED SLIDE”. Disarmed.
Via Interphone: “CROSSCHECK CM1 check the ECAM Door Page
Cabin Crew In
CM1 AND DOOR(S)__L/R MAY BE (for Airbus fleet).
Charge (CIC)
OPEN”
A.5.8.3.1.2 Refueling Procedures

CM1 via PA : “CABIN CREW, When flight crew announces for refueling in progress,
REFUELING IN PROGRESS”. Cabin Crew shall make the refueling passenger
CM1 Cabin
announcement and aware for any hazardous situations
according to the refueling.
CM1 via PA: “CABIN CREW,
CM1 Cabin
REFUELING COMPLETED”.
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A.5.8.3.2 Emergency Operation Procedures
COMMAND/ NORMAL ALTERNATE
FROM TO REMARKS
CONDITION METHOD METHOD
Given when emergency occurs
CM1 via PA: in flight and/or preparation for
CM1 Via EMER emergency landing is to be made
Cockpit Cabin “CIC REPORT CALL p/b and Cabin Crew In Charge (CIC)
TO COCKPIT” shall proceed to the cockpit
immediately.
1. Via EMER
EMERGENCY CALL p/b
CALL (Airbus)
2. Cabin Crew
CIC personally Given when emergency occurs
Cabin Cockpit In Charge
report to cockpit in the cabin and Flight Crew shall
(CIC)
reply
personally
report to
the cockpit
(Boeing)
Cabin Crew In
“CABIN Via Interphone Charge (CIC) Given after all cabin preparation
Cabin Cockpit
READY” report to CM1 personally report for emergency is completed.
to the cockpit.
1. Given as soon as the landing
3x Flashing gear is selected.
“EMERGENCY
Cockpit Cabin CM1 via PA Fasten Seat Belt 2. Given in approximately 2
STATION” sign (two) minutes before impact.
3. As per emergency checklist.
“BRACE FOR 3x Flashing No Given in approximately 1 (one)
IMPACT” Cockpit Cabin CM1 via PA Smoking or Exit minute before impact.
(Repeated 2x) sign As per emergency checklist.
1. Given after rejected takeoff
or emergency landing and
aircraft fully stopped.
2. Cabin Crew standby for
“ATTENTION,
further command and
CREW AT Cockpit Cabin CM1 via PA
proceed to or remain at their
STATION”
station.
3. Cabin Crew In Charge (CIC)
checks to the cockpit, 30
seconds after aircraft stop.
“CREW AND Given when the evacuation is not
3x Flashing
PASSENGER
Cockpit Cabin CM1 via PA Fasten Seat Belt required.
REMAIN
sign
SEATED”
1. Given when the evacuation
CM1 via PA is required and evacuation
“EVACUATE
and evacuation paper checklist completed.
EVACUATE Cockpit Cabin
push button (for
EVACUATE” 2. Cabin Crew performs the
Airbus fleet)
evacuation
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A.5.8.3.2.1 Pressurization Failure / Decompression

CONDITION FROM TO METHOD REMARKS
Cabin Crew stop serving passengers,
stowing and securing all galleys and
service equipments, ensuring:
1. The lavatories are vacant and doors
are closed and locked.
2. Seat belts fastened and seat-back
CM2 via PA: upright position.
When cabin altitude
Cockpit Cabin “AIRCRAFT 3. Tray tables stowed and locked.
increases to 10,000 ft
DECOMPRESSION”
4. All stowage compartments secured.
5. No cabin baggage or trash in
unauthorized receptacles.
6. Secure galley doors, place curtains
and dividers in open position.
7. To take them in safe position.
When Flight Crew 1. Flight Crew make announcement
succeed to control related to the aircraft condition.
situation and cabin CM2 Via PA: 2. Cabin Crew keeps alert and aware
altitude maintain below Cockpit Cabin “PRESSURIZATION the situation.
14,000 ft without UNDER CONTROL” 3. Cabin Crew In Charge (CIC) report
passenger oxygen to PIC about the nature of injuries
masks drop and the cabin damage.
Cabin Crews shall:
1. Don the nearest oxygen mask.
Sit down and fasten seat belt. If
vacant seat is not available, stabilize
When cabin altitude yourself where ever you are.
CM2 Via PA:
rapidly increases up to
Cockpit Cabin “EMERGENCY 2. Shout “TARIK MASKER -
14,000 ft and passenger
DESCENT” KENAKAN”, “PULL THE MASK -
oxygen masks dropped
PUT IT ON”.
3. Be aware some passengers may
have difficulty donning masks.
4. Ensure no passenger in lavatory
Cabin Crews shall do and check:
1. Don portable oxygen bottle.
2. Check fellow Cabin Crews.
3. Check for cabin fires, or other
potential dangers.
The aircraft reached the
safe level and the Flight 4. Check lavatories for passengers.
CM2 via PA: “MASK 5. Administer first aid to any injured
Crew has stated safe for Cockpit Cabin
OFF” passengers or crewmembers.
Cabin Crews to move
the oxygen mask 6. Have passengers place used
oxygen masks in their seat pockets,
if possible.
7. Cabin Crew In Charge (CIC) report
to PIC about the nature of injuries
and the cabin damage.
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A.5.8.3.2.2 Turbulence
Cabin Crew procedures:
1. Cabin Crew makes a turbulence
announcement.
2. Seat belt compliance:
a) Cabin Crews visually check that
passengers are seated with seat
Fasten Seatbelt belt fastened and hand baggage
Light Turbulence Cockpit Cabin stowed
Sign ON
b) Infants must be removed from
the bassinets (if applicable) and
secure with an infant belt on
their guardian’s laps
3. Cart and galley
Ensure carts and galley equipment
not in use are properly secured
Cabin Crew procedures:
1. Cabin Crew makes a turbulence
announcement.
2. Seat belt compliance:
Cabin Crews will not attempt to
ensure passenger compliant. It
PM Via PA:
is imperative that Cabin Crews
“CREW AND take the nearest available seat
Moderate / Severe / PASSENGERS, and fasten seatbelt and harness
Cockpit Cabin
Extreme Turbulence FASTEN YOUR (passenger seats included).
SEATBELT
3. Cart and galley:
IMMEDIATELY”.
a) Stop serving immediately
b) Stow trolley as quickly as
possible and secure galley
equipment.
c) Place all beverages in empty
trolley garage or on the floor
A.5.8.3.2.3 Suspicious Activity or A Security Breach

1. Cabin Crew In Charge (CIC) inform
the PIC for the suspicious condition
in the cabin
Suspicious activity or a 2. All Cabin Crew shall be as alert as
Via Emergency Call possible
security breach in the Cabin Cockpit
Push Button
cabin 3. Cabin Crew handling the case with
its procedures
4. Keep informs the situation to the
Flight Crew.
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A.5.8.4 Crew-Assigned Duties For Evacuation

A.5.8.4.1 Cockpit Crew-Assigned Duties For Evacuation
If it is NOT POSSIBLE to reach the passenger cabin:
1. The cockpit crew should evacuate the aircraft via the cockpit clearview windows, by using the escape
ropes.
2. On ground, each crewmember must help passengers, and direct them away from the aircraft.
If it is POSSIBLE to reach the passenger cabin:

1. Is the last person to leave the cockpit: Proceeds to the cabin, and helps with passenger
evacuation, as necessary
2. Is the last person to leave the aircraft: Checks that all persons have evacuated the aircraft and
PIC takes the emergency equipment (flashlight)
3. Evacuates the aircraft, via the rear door, or any other available exit, if he/she cannot reach the
rear door.
4. On ground, he/she takes command of operations until rescue units arrive.
Co Pilot/ 1. Proceeds to the cabin, and takes the emergency equipment (crash axe and flashlight).
RHS 2. Evacuates the aircraft, using any available exit.
Captain 3. Helps passengers on ground, and directs them away from the aircraft.
A.5.8.5 Cockpit - ATC Communication

A.5.8.5.1 Standard Phraseology
Standard phraseology Cockpit - ATC Communication shall be used.
A.5.8.5.2 Fly In Metric Altimetry

Before beginning a flight from, to or over regions where metric altimetry is used, the PIC must ensure that
feet/meter conversion means are available to the flight crew.
ATC Clearance PF PM REMARKS
Approaching the change over point (FIR
boundary), the PF will inform the PM that
all altitude calls will now read in meters
and adjust the aircraft cruising level to
correspond to the metric FL obtained from
ATC.
“DESCENT “DESCENT 2,100
Check to meter conversion table
2,100 METERS” METERS”
“2,100 METERS
CROSSCHECK
6,890 FEET”
Verify
Set 6,890 (6,900) on FCU
Read FMA “6,900 BLUE” “CHECK”
When exiting the area (FIR boundary) and
reverting to altitude reporting in feet as per
ATC instruction, adjust the FL in feet. The
PF will inform the PM that all altitude call
are revert back to feet.
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A.5.8.6 Passenger Announcement
Passenger Announcement should be made by PF when needed and/or in convenient time.
Refer to Cockpit Announcement Handbook.
A.5.9 Flight Deck Door Operation

Citilink Indonesia uses for entry to Flight Deck Procedure prescribed in OM Part A - Chapter “8.4.13
Flight Deck / Cockpit Door Policy”.
The PIC of the flight has to get the codes for Normal and Emergency Access for Citilink Indonesia Aircraft
from Safety, Security and Quality (SSQ) Division. On regular basis, Citilink Indonesia will change the
codes.
The PIC is responsible for the introduction of the respective procedure to his/her crew.
On ground during preflight preparation, turnaround or in maintenance immediately prior to a flight, when
passengers are not onboard, the position of the flight deck door is at the PIC’s, or Engineer’s discretion.
From the time of starting passenger boarding until their disembarkation at the next destination, the flight
deck door shall be closed and locked. Except when necessary to permit access or egress to authorized
persons.
For the “Closed Flight Deck Door” Operation, there should be a phrase used as code to inform the
Cockpit from Cabin via Interphone about an actual or suspected breach of security in the cabin.
A.5.10 Secured and Clean Cockpit Policy

Objects not stored in their dedicated area in the cockpit may fall and cause hazards such as damage the
equipment or accidentally operate controls or pushbuttons. Citilink Indonesia highly recommends that
the flight crews put and store all objects in their dedicated area in the cockpit:
1. Cups in the cup holders
2. Tablets, books and paper, if any, in the lateral stowage
3. Trash in the waste bin in the lateral console
4. Meal trays on the floor behind the flight crew. The cabin crews should collect the meal trays as soon
as possible
5. Personal equipment (including crew luggage) properly secured in the various stowage area.
A.5.11 ALAR Risk Assessment Checklist

The ALAR checklist must be used in approach briefing to assess the risk associated with the approach
and landing. This will improve awareness of the factors that can increase the risk of an accident.
A.5.11.1 ALAR Philosophy

Flight crews should make operational use of the ALAR checklist as a risk-assessment tool to help identify
approach and landing threats. Appropriate measures should be implemented to reduce the risks.
Research found that:
1. The risk of Approach and Landing Accidents (ALAs) during non-precision approaches is five times
greater than the risk of ALAs during precision approaches (ILS);
2. The risk of ALAs in the absence of terminal approach radar is three times greater than the risk of
ALAs with terminal approach radar available;
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3. The risk of ALAs is higher in operations conducted in low light and poor visibility, on wet or contaminated
runways, and with the presence of visual or physiological illusions;
4. Failure to recognise the need for a missed approach and to execute a missed approach is a major
cause of ALAs. Factors in Unstabilised Approaches and Missed Approaches were:
a) 42% involved “press-on-itis” / hurry syndrome;
b) 36% were low and/or slow on approach;
c) 30% were high and/or fast on approach;
d) Only 17% of crews initiated go-arounds when they should.
Refer to ALAR Tool Kit.
A.5.11.2 Use of ALAR Checklist

The ALAR checklist allocates a number of asterisks/stars to each item. An item with three asterisks/stars
presents three times the risk of an item with only one asterisk/star. Crew should use the total number of
asterisks/stars associated with the approach to assess the increased risk based.
The number of asterisks/stars associated with an increase in category is variable for each individual and
crew. It is not correct to allocate ‘greater than (X) number of asterisks/stars is medium risk’. Crew must
use the asterisks/stars as a guide, raising their own awareness to the issues and problems that may be
associated with the approach and landing, allowing the crew to increase their defences and as such help
mitigate the risk.
For example, to mitigate against the risk of mountainous/high ground, PM would ensure ‘TERR on ND’
be utilised for the approach.
A.5.12 Quick Operational References (QOR)

QOR is a quick guidance for flight crew which contains of particular normal procedures, checklist, crew
task sharing and delay code. All contents in QOR are extract from FCOM and Operation Manual.
QOR should be stored in central pedestal stowage.
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A.6 Abnormal and Emergency
A.6.1 General
Abnormal
During abnormal situations, PIC call Cabin Crew In Charge (CIC) via interphone if time permits. He/
she explains the situation and communicates his/her intentions and coordinates a possible passenger
announcement (NECAD).
Emergency
During Emergency situations the PIC call via PA “CIC REPORT TO COCKPIT” or via Emergency Call
Push Button. Cabin Crew In Charge (CIC) reports immediately to the cockpit for further information and
coordination for the emergency situation (NECAD).
A.6.2 ECAM Management and Crew Task Sharing

A.6.2.1 ECAM Management (for Airbus fleet)
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Synthesis
A.6.2.2 CRM Guidance During Abnormal and Emergency Situation

1. Decision Making Process
CLEAR Concept
C – Clarify the Problem (Understand and Confirm)
L – Look for Options (How urgent is diversion, limitations and performance calculation)
E – Evaluate Situations (Obtain weather, nearest suitable airport and requirements)
A – Actions (Initiate diversion base on weather and performance aspects)
R – Review Actions
2. Coordination
a) Cockpit Crew (Aware and in the loop)
b) Air Traffic Controller (Understands situation and aware of the problem)
c) Company (Notified through ATC or company frequency)
d) Crew Coordination
NECAD Concept
N – Nature (reason and intention) of Emergency
E – Estimate times available
C – Condition of cockpit Public Address System
A – Any special instructions (i.e. crash landing or ditching, evacuation necessary, signal to
brace, etc)
D – Delegates to Cabin Crew In Charge (CIC) to make the initial announcement to passengers
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3. Approach Preparation
4. Checklists Reminder
For Airbus fleet:
1. A - Approach Checklist completed?
2. S - Straight-in / Circling Approach with One Engine Inoperative Checklist required?
3. O - Overweight Landing Checklist required?
4. L - Landing With Flaps / Slats Jammed required?
5. L - Landing Gear Gravity Extention required?
6. L - Landing Checklist completed?
For Boeing fleet: Refer to Boeing QRH.
A.6.2.3 During Rejected Takeoff and Emergency Descent

Event CM 1 CM 2
Rejected Takeoff Perform FO Duty
Emergency Descent Perform PM Duty
Note:
a) Rejected Takeoff decision by PIC and performed by CM 1. CM 2 does PM duty.
b) Emergency Descent shall be performed by CM 1. CM 2 does PM duty.
A.6.3 One Engine Inoperative

A.6.3.1 One Engine Inoperative After Takeoff
The engine-out acceleration height, which must be at least 400 ft AGL, however Citilink Indonesia has
set 1,500 ft AGL as default on MCDU (Airbus) / CDU (Boeing). The acceleration altitude maybe higher
due to obstacle clearance requirements, or it may be lower due to the maximum acceleration altitude
limitation.
The acceleration heights to be concern are:
1. Circling Minima;
2. Minimum Safe Altitude;
3. Other Obstacle Clearance Altitude requirements.
The maximum acceleration altitude is limited by the 10 minutes Takeoff Thrust (TOGA / FLEX for Airbus
fleet) limitation. At some airfields this limits the engine-out acceleration altitude to lower than 1,500 ft
AAL. In this case the maximum acceleration is presented and should be used.
Respect of Engine Out SID (if available).
Refer to OM Part A - Chapter “8.4.1.8.1.2 Engine Failure After V1”.
A.6.3.2 APU Start During One Engine Inoperative
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During One Engine Inoperative, starting APU should be done when reviewing electrical page (ELEC
PAGE at Lower ECAM) in secondary failures (for Airbus fleet) or refer to Boeing QRH (for Boeing fleet).
A.7 Citilink Indonesia Green Operating Procedures (for Airbus fleet)

This section describes the available fuel-reduction procedures during the different flight phases.
A.7.1 Dispatch
A.7.1.1 Fuel Quantity
The flight crew must determine and monitor the necessary fuel quantity at departure, from accurate and
consistent data (aircraft status, weather, NOTAM, performance factor, optimum flight level, average wind
condition, etc).
The weight of any extra fuel increase fuel consumption.
A.7.1.2 Takeoff Configuration

Fuel reduction is not a factor for the selection of a takeoff configuration.
The takeoff performance and best takeoff configuration depend on several operational and environmental
factors. Select the takeoff configuration that:
1. Optimizes takeoff performance (takeoff weight, etc.)
2. If possible, increases flexible temperature
3. Reduces takeoff speed (higher configuration for a given flexible temperature).
A more extended slats and flaps configuration slightly increases fuel consumption, but with a higher
flexible temperature increases cost reduction.
A.7.1.3 Takeoff Thrust

When performance permits, use the highest flexible temperature for takeoff.
Takeoff with Flexible Thrust increases fuel consumption compared to takeoff with TOGA thrust, due to
the longer takeoff phase. But the use of flexible thrust reduces engine wear and reduces general costs.
A.7.2 Cockpit Preparation

A.7.2.1 Cost Index
Optimize speed in accordance with the Cost Index 30 and current flight condition. The flight crew should
not modify the CI inflight except weather and/or ATC requirements.
The Cost Index is the ratio of time costs vs fuel cost. The CI aims for efficient in total cost instead of fuel
cost.
A.7.2.2 Flight Level Selection

The Optimum Flight Level base on FMGC calculation for fuel efficiency, combined with reported wind
conditions from dispatcher is recommended.
A.7.2.3 Takeoff Runway Optimization
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MANUAL A
GENERAL
OPERATION
MANUAL A
The takeoff performance is the first factor to consider in the selection of the takeoff runway.
When possible, the flight crew should request takeoff on the runway that minimizes the taxi time and
optimizes the departure trajectory, in order to minimize the flight time.
A.7.2.4 Air Conditioning (For A320 CEO Only)

With APU BLEED ON, if one PACK is sufficient to supply air conditioning during preliminary cockpit
preparation, the flight crew can set one PACK to OFF.
Note: Change between the packs on each flight, in order to prevent excessive wear of one pack.
A.7.3 Before Pushback Or Start

A.7.3.1 Pushback / Start Clearance
When conditions and ATC permit, the flight crew should delay the engine start as long as possible.
This is to reduce time spent with the engines running before takeoff.
Before any takeoff, the flight crew must ensure engine warm-up, in order to prevent engine wear, and to
maintain engine performance.
A.7.4 After Start

A.7.4.1 APU
The flight crew may use APU bleed during taxi the phase.
If the APU is necessary during or after taxi (e.g. when takeoff performance requires APU bleed), the flight
crew may select APU bleed, to reduces engine idle thrust and minimizes fuel consumption. However,
if the APU is not necessary during or after the taxi phase, it is better to shutdown the APU, and to use
engine bleeds.
In this case, the engines (with the bleeds set to ON) use less fuel than the APU (with the APU bleed set
to ON).
APU Start can be delayed. Use the Ground Electrical and Ground Pneumatic Unit when available.
A.7.5 Taxi
A.7.5.1 Thrust Management
Idle thrust is sufficient to move a light aircraft during taxi. If necessary, the flight crew should apply a small
thrust increase.
Excessive thrust burns more fuel, requires more brake applications, and results in an increase of brake
wear.
A.7.6 Before Takeoff

A.7.6.1 Air Conditioning
Before takeoff, the flight crew set PACK 1 + 2 to OFF, in order to:
1. Reduce fuel consumption
2. Improve performance
3. Reduce EGT during takeoff, to reduce engine maintenance costs.
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MANUAL A Appendix A
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MANUAL A GENERAL
Switch Pack 1 ON after Thrust Reduction and Pack 2 ON after flaps retracted by PM without command
or confirmation, or no sooner than 10 seconds.
Note :
1. During Noise Abatement Procedures, where acceleration altitude is 3,000 ft AGL, an ECAM caution may be
triggered if Pack 2 ON is delayed until flap retraction.
2. Flight Crew is not allowed to perform Packs ON Takeoff, unless it requires by procedures
A.7.7 After Takeoff

A.7.7.1 Thrust Reduction and Acceleration Altitude
Thrust Reduction and Acceleration Altitude are 800 ft AAL (MCDU setting).
A.7.7.2 Acceleration Below 10,000 Feet

By default, the FMGS Flight Plan takes into account the 250 knots speed limitation below 10,000 ft. If
The ATC and weather permits, above 5,000 ft clear this constraint in order to accelerate and safe fuel.
A.7.8 Descent Preparation

A.7.8.1 Acceleration Below 10,000 Feet
By default, the FMGS Flight Plan takes into account the 250 knots speed limitation below 10,000 ft. If
The ATC and weather permits, above 5,000 ft clear this constraint in order to accelerate and safe fuel.
Below 5,000 ft AAL speed limited to maximum 250 knots.
A.7.8.2 Go-Around Thrust Reduction and Acceleration Altitude

Go-Around Thrust Reduction and Acceleration Altitude are 1,500 ft AAL (MCDU default).
A.7.8.3 Landing Runway Optimization

When landing performance permits, the flight crew should ask ATC to land on the runway that minimizes
approach and/or taxi time.
A.7.8.4 Landing Preparation

When landing performance permits, the best combination to reduce fuel costs and brake wear is:
CONF 3 + REV IDLE + Autobrake LO.
If the flight crew needs to reduce the landing distance and/or wet runway and/or tailwind component
exist, they should use the deceleration devices in the following order:
1. Consider flaps full
2. Consider REV MAX
3. Consider Autobrake MED
The use of Autobrake MED in combination with CONF 3 and REV IDLE increases the brake oxidation,
which may be severe.
When the flight crew rides the brakes (and overrides the Autobrake) at landing, the same oxidation
phenomenon may occur.
If there is any (increment) tailwind component observed after the landing distance calculation which
might be beyond the landing distance required, selection of autobrake MED and/or reverse MAX is
recommended.
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MANUAL A
GENERAL
OPERATION
MANUAL A
CAUTION
1. CONF 3 Landing procedure is NOT allowed in Tailwind greater than 10 kts or anticipated. Consider for Tail
Strike Awareness.
2. Flaps setting changes below 1,000 ft shall be avoided.
3. On contaminated runway the flight crew must select REV MAX.
A.7.8.5 Deceleration Approach

When condition and The ATC permits, deceleration approach technique for fuel efficiency in a precision
approach and non-precision approach (in Manage Approach Technique only) is recommended.
Stabilized in 1,000 ft AAL (Instrument Approach) or 500 ft AAL (Visual Approach) is mandatory.
In case of any major failure and or in a marginal weather condition, pilot should perform a stabilized
approach.
A.7.9 After Landing

A.7.9.1 Single Engine Taxi IN
The single engine taxi IN should be considered especially in a long taxi route for fuel efficiency.
The understanding of the aircraft performance (CFM and IAE engine idle power setting), engine cooling
periode (3 minutes after landing) and the taxiway condition (up slope) shall be considered to avoid
unnecessary high thrust application in single engine taxi.
This procedure is not recommended in marginal weather condition and or for specific apron area (narrow
apron area, apron requires sharp turns, etc) and shall be done after runway vacated.
In emergency situation (such as engine tail-pipe fire, high engine vibration, etc), emergency procedures
shall be performed accordingly.
Engine Master 2 switched OFF by CM2 with CM1 confirmation.
A.7.9.2 APU
When both engines are running during taxi-in, the use of the APU is not necessary.
1. If electrical supply and/or air supply are available at the gate, the flight crew may keep the APU
stopped after landing and during transit.
2. If only air supply is available at the gate, the flight crew may keep the APU bleed OFF during transit.
3. If neither electrical supply nor air supply are available at the gate, the flight crew may delay the start
of APU as long as possible.
Refer to FCTM PR-NP-SP-20.
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MANUAL A Appendix A
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MANUAL A GENERAL
A.8 EFB Flight Crew Operational Procedures

A.8.1 EFB Preflight Procedures
The EFB Pre-Flight Procedures are designed to ensure a fully serviceable hardware (the iPad), a
functioning software (the EFB system applications) and updated stored documents before the flight.
Flight Crews shall notify and hand over to the on-duty FOO any EFB that fails to pass any of the required
preflight checks.
To ensure redundancy on the system, all EFB checks must be performed by each pilot independently.
A.8.1.1 EFB Check Out and Serviceability checks

In the FLOPS, flight crews shall retrieve one EFB per pilot. The EFBs must be checked for operational
serviceability.
BATTERY LEVEL..........................................................................................................CHECK (BOTH)
Charging level must ensure the operational performance of the iPad is maintained for the planned
duration of the flight, including diversion times and operation on the ground.
If such requirement cannot be satisfied crews must carry a charger for the flight. iPads can be recharge
from any of the three AC 115V outlets sockets in the cockpit.
CAUTION
Charging the tablets is prohibited during “Taxi Out” until “10,000 Feet AAL” and during “10,000 Feet AAL” until
“Chock-On”.
Note: depending on usage demand, the battery life of the iPad ranges between 9-5 hours powered up time. Pilots
can maximise the battery life by ensuring:
- a switched off iPad screen (sleep) whenever not in use;
- by activating the flight mode in order to power down the Wi-Fi and Bluetooth when the briefing in the crew room
is completed; and
- by dimming the screen brightness to the minimum appropriate level.
EFB HARDWARE INTEGRITY....................................................................................CHECK (BOTH)
- The EFB screen must be checked clean and free from scratches and cracks.
- The iPad power switch and home button must be checked serviceable.
EFB HANDOVER FORM......................................................................................................SIGNED (PIC)
The iPads and the accessories then must be signed out at the FLOPS before operational usage.
Note: iPads contains the following documents:

1. Operation Manuals Part A
2. Operation Manuals Part B (FCOM, FCTM, CCOM, MEL, QRH, CDL, AFM)
3. Operation Manuals Part C (Airport & Route Infomation, Runway Analysis)
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Aug 1st, 2017
Appendix A
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MANUAL A
GENERAL
OPERATION
MANUAL A
EFB Handover Form
CITILINK INDONESIA
EFB HAND OVER FORM
Item Serial No.
1. IPAD AIR
2. CHARGER
BEFORE FLIGHT
On (date) ___ /___ / 20___, the items above have been handed over from the first party to the second party for flight number
QG________. Hereafter the second party will be fully responsible for the being of the equipment / system.
First Party (FOO/KK) Second Party (PIC)

Name : Name :
ID No : ID No :
Signature : Signature :
Remarks:
E
CREW CHANGE 1 (IF APPLICABLE)
PL
First Party (PIC 1) Second Party (PIC 2)
Name : Name :
ID No : ID No :
Remarks:
M
CREW CHANGE 2 (IF APPLICABLE)

SA
First Party (PIC 1) Second Party (PIC 2)

Name : Name :
ID No : ID No :
Remarks:
AFTER FLIGHT
First Party (PIC) Second Party (FOO/KK)

Name : Name :
ID No : ID No :
Remarks:
Form No. QG-OFD2-BAST002-2016

Effective Date 01 November 2016
Note: For sectors not departing from CGK at least one device must be serviceable as per the MEL requirement in
MI-46-11-01.
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MANUAL A Appendix A
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MANUAL A GENERAL
A.8.1.2 Manual Validity Check
SMART CATALOGUE (and/or other application defined by Company) ........... CHECK & UPDATE (BOTH)
Launch Smart Catalogue (or other application defined by Company). Click. Go to the MY LIBRARY tab
and check of completion and updates the manual. If found uncompleted and/or not updated manual, go
to NEW CONTENTS tab and download the update manual.
When completed go to the MY LIBRARY tab and to ensure the functionality of the contents. Pilots must
ensure a fully updated library before leaving the FLOPS.
A.8.1.3 iPAD Transmitting Capability
iPad Settings/Airplane Mode .................................................................................................. ON (BOTH)
The transmitting capability of the iPad should be switched off for the flight.
A.8.2 EFB Taxi Procedures

Flight crews shall always consider the risks involved when using the EFB during taxi. Special attention
shall be paid to workload management and distractions when taxing under demanding operational
conditions.
A.8.2.1 Before Takeoff

Before line up: iPad .......................................................................................................... STOW (BOTH)
The devices must be stowed in the documentation stowage by the side of the pilots.
A.8.3 EFB In-Flight Procedures

The EFBs must be stowed during the Critical Phases of Flight. These include the takeoff run, the takeoff
flight path, the final approach, the missed approach, the landing, including the landing roll, and any other
phases of flight as determined by the PIC.
Both flight crewmembers should not use the iPad at the same time.
The use of the iPad is restricted to the PM. If required, the task sharing will be temporarily redistributed,
in order to crosscheck iPad applications results.
A.8.4 EFB Inflight Failure

1. 1 (one) device failure
a) Normal operation. EFB only used by PM.
2. 2 (two) devices failure
a) Perform as per ECAM Management, used hardcopy QRH as required.
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MANUAL A
GENERAL
OPERATION
MANUAL A
A.8.5 Before Final Approach
IPAD ................................................................................................................................. STOW (BOTH)
The devices must be stowed in the documentation stowage by the side of the pilots.
A.8.6 EFB After Flight Procedures

A.8.6.1 After Flight
iPad APPLICATIONS ……………………………………………………………............ CLOSE ALL (BOTH)
A.8.6.2 EFB Handover
EFB Handover Form .............................................................................................................. SIGN (PIC)

EFB ............................................................................................... RETURN TO EFB STOWAGE (FOO)
Connect the iPad back to the charging station as required.
CAUTION
1. Operating System (OS)
- No person except EFB administrator allowed to update the EFB Operating System (OS)
2. Application
- No person except EFB administrator allowed to delete, download and update the EFB Application
- The use of audio and/or video for non related with the operational is prohibited
3. Content
- No person except EFB administrator allowed to delete, insert and edit the content of EFB
OPERATION
MANUAL A Appendix A
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MANUAL A GENERAL
Citilink Indonesia - Safety and Emergency Procedures (SEP)
Appendix B
B.1 Company Policy

B.1.1 Regulations and Policies Onboard
B.1.1.1 Preflight Briefing
Before the flight, Cabin Crew In Charge (CIC) shall conduct the preflight briefing. The cabin crew briefing
should cover the following points:
1. Introductions
The preflight briefing must always start with professional, respectful introductions. It is important that
the Cabin Crew In Charge (CIC) invite the cabin crew to introduce themselves, particularly as the
cabin crew may not know each other.
2. Checking and Showing
a) Complete cabin crew uniform with name plate
b) All crew shall synchronize their watch
c) Crew document and equipment (ref. to OM Part A - Appendix A.2)
3. Flight Details
For example, the flight number, destination(s), departure time, estimated time of arrival, aircraft
registration.
4. Special Flight Information
For example, passenger loads, special requirements for passengers, any identified maintenance
issues that may affect the flight.
5. Workload Distribution, Task Sharing and Responsibilities
Clearly define the duties and responsibilities of each cabin crew, to ensure that all cabin crews are
prepared and expectations are clear. The Cabin Crew In Charge (CIC) should take into account the
rank and operating experience of the cabin crew when distributing the tasks. The Cabin Crew In
Charge (CIC) should ask safety related questions to ensure that each crewmember understands
their position on board the aircraft.
6. Crew Communication and Coordination
Encourage the cabin crew to immediately report and communicate any unusual, abnormal or
emergency situations to the Captain and the Cabin Crew In Charge (CIC). Then ensure that all
crewmembers have a clear picture of the situation.
7. Review of The Operating Procedures
To ensure that the cabin crew understands the importance of performing their duties in accordance
with the Citilink Indonesia - Standard Operating Procedures (SOPs) and Safety Emergency
Procedures. When the procedures are understood and adhered to, they provide a common ground
and understanding for the entire crew, and ensure crew coordination at all times.
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Appendix B
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MANUAL A
GENERAL
OPERATION
MANUAL A
If in any situation, there is a cabin crew, who does not have sufficient knowledge of the emergency
equipment on board and not able to locate and operate the emergency equipment / procedures;
he/she consider to be replaced by another cabin crew. The cabin crew will be scheduled for further
briefing and or training by Cabin Crew Training. He/she has to pass an examination before he/she
can be released for a flight duty.
8. Questions
It is important to provide the cabin crew with the opportunity to ask questions, in order to clarify that
the entire cabin crew as understood the items discussed during the briefing. Many Operators have
cabin crews based in different locations throughout the world. The Cabin Crew In Charge (CIC)
should take into account such cultural aspects and remember that not all crewmembers may have
the same understanding.
Note: Cabin Crew must be encouraged to report to the Cabin Crew In Charge (CIC), or the flight crew, anything
that they feel may compromise the safety of the flight.
B.1.1.2 Briefing Checklist

Cabin Crew In Charge (CIC) should use the Cabin Crew Briefing Checklist as a guidance during any
preflight briefing.
B.1.1.3 Preflight Check

The cabin crew shall be on board the aircraft in sufficient time. Cabin Crews must perform safety, security
and service related check as soon as they board the aircraft.
Cabin Crew In Charge (CIC) shall give command:
“CABIN CREW, PREFLIGHT CHECK PLEASE”
Cabin Crew In Charge (CIC) shall also perform preflight check in referring to OM Part B CCOM 08-050
Ground Check.
B.1.1.3.1 Safety Check

Areas and items to be checked should be, but not limited to, the following:
Cabin
1. Luggage bins
2. Stowage compartments other than luggage bins
3. Passenger seating area
4. Cabin Crew Station
5. Exit and evacuation device
Lavatory
1. Waste bin. The waste bin flap should be serviceable.
2. Lavatory fire extinguisher
3. Lavatory smoke detector. Lavatory smoke detector should free from dust.
OPERATION
MANUAL A Appendix B
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MANUAL A GENERAL
Galley
1. Waste bin. The waste bin flap should be serviceable.
Waste bin flappers are located in each galley and lavatory, covering the waste container.
The Cabin Crew‘s preflight check and in-flight lavatory checks must include a fire containment check,
in which particular attention must be given to waste container overstuffing and flapper and access
door operation.
If the flapper door is missing or remains in the open position or if the access door is missing or
inoperative, close of the lavatory and notify Cabin Crew In Charge (CIC).
If the waste compartment is overstuffed, correct the condition either by condensing the contents.
A flapper, which is broken, missing or forced open by overstuffing the waste container, could create
a chimney effect, which might allow sufficient heat to escape so as not to activate the extinguisher.
2. All trolley, container and drawer locking system are functioning.
3. CB panel. Make sure any tripped out CB is reported to maintenance personnel.
Each required member of the crew shall, before beginning a flight, become familiar with the emergency
equipment installed on the airplane to which that crewmember is assigned and with the procedures to be
followed for the use of that equipment in an emergency situation.
When the Cabin Crews board the aircraft they shall immediately proceed to their assigned stations. After
stowing away their baggage they shall perform the emergency equipment check. Before departure all
safety and emergency equipment must be checked and be fully operative and remain easily accessible
for immediate use.
Each item of equipment:

1. Must be inspected to ensure its continued serviceability and immediate readiness for its intended
purposes;
2. Must be readily accessible to the crew;
3. Must clearly indicate its method of operation; and
4. When carried in a compartment or container, must have that compartment or container marked as to
contents and date of last inspection.
Other Cabin Crew shall report the existence of malfunctioning equipment to the Cabin Crew In Charge
(CIC) and Cabin Crew In Charge (CIC) shall report it to PIC and make an entry on CML, before and after
each flight. This is to enable the PIC to report the matter to maintenance for corrective action.
Please refer to Cabin Preflight Checklist (CPC) and use the Cabin Emergency Equipment Preflight
Checklist (CEEPC) as a reporting media when conducting preflight emergency equipment check.
An emergency equipment should be reported if it has an expiration date of less than 1 month.
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Aug 1st, 2017
Appendix B
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.1.1.3.2 Security Check
Cabin
1. Luggage bins
2. Under the seats
3. Closed closets
4. Any other hidden stowages / places
Lavatory
This is a high risk area as it is the only place on an aircraft where a passenger can be hidden from public
view. A visual inspection of stowage areas should be made to ensure nothing has been hidden. The bin
should be removed and a visual check both inside and underneath should be made. The lavatories must
be locked during boarding, disembarkation and refueling. Areas to be checked should be, but not limited
to, the following:
1. Waste bin / waste container
2. Tissue boxes
Galley
1. Ovens
2. Containers
3. Drawers
4. Trolleys
If there is any locked trolley which is undeclared and with no label attached, a report must be submitted
to Cabin Crew In Charge (CIC) and PIC immediately. This trolley must be offloaded from the aircraft
and crewmember are not responsible of any irregularities. Crew on duty has authorization to offload
all undeclared goods or materials which potentially interfere with aviation safety and/of security issue
(Security Notice AV/1009/2013).
1. Water bins / waste containers
If there is any suspicious object found at the aircraft while doing a pre-flight check and cannot be positively
identified, steps to be taken by cabin crew are:
1. Do not touch;
2. Notify immediate supervisor (Cabin Crew In Charge (CIC));
3. Evacuate from the aircraft (if required);
4. Remember the description of the object found;
5. Mark the location where the object was found.
Use the Preflight Security Checklist (PFSC) while performing the preflight security check and as a
reporting media.
OPERATION
MANUAL A Appendix B
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MANUAL A GENERAL
B.1.1.3.3 Service Check

Cabin:
1. Windows are clean;
2. Window shades are in open position;
3. Astrays are clean;
4. Seat pockets are clean with airsickness bag, Safety Information Card, Exit Card (for emergency exit
row seat), and in-flight magazine inside.
5. Cabin side walls are free of smudges;
6. Carpet is clean;
7. Headrest covers are clean (if available);
8. Seatbelts are neatly crossed;
9. Arm rests are down;
10. Tray tables are clean and locked;
11. Audio system working properly (if available);
12. Curtains are clean and slide easily, secured with restraining strap (if available).
Lavatory
1. Waste bin flap serviceable.
2. Flush, water and vacuum systems operate correctly, i.e. flush and vacuum systems cut out and water
not overheating.
3. All stowage / compartments closed and secured.
4. Internal lights function correctly.
5. Lock lavatory after checks completed to prevent unauthorized carriage of passengers.
6. Lavatory fire extinguisher and heat sensitive indicator placard (if available).
7. Each Cabin Crew shall prepare items in the lavatory for passengers comfort, such as facial tissue,
soap, etc.
Galley
1. Flaps on waste bins and waste carts are serviceable.
2. All carts and restraints are serviceable.
3. Galley power functions correctly and water boilers are operating correctly.
4. Ensure that all catering items, food, dry goods and duty-free are on board before passenger‘s
boarding.
Trolley / Service Chart

Trolley must have a good breaking device and hygiene condition. Any damage or discrepancies must
be reported immediately. Cabin Crew In Charge (CIC) in charge should comment accordingly on the
In-Flight Service Report. All service carts on board should be attended and check by the Cabin Crews.
Issue 02 - Rev. 03
Nov 15th, 2016
Appendix B
5
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.1.1.3.4 Reporting Mechanism
After conducting the preflight check, cabin crew shall report the results of the preflight check covering
three aspects; safety, security and service to the Cabin Crew In Charge (CIC) and Cabin Crew In Charge
(CIC) will report to the PIC.
Cabin Crew In Charge (CIC) PIC

“CAPTAIN, PREFLIGHT CHECK IS DONE. CABIN “ACKNOWLEDGED”
READY FOR BOARDING”
For any defect found, the Cabin Crew shall report to the PIC and fill the AML or CML as required. The
PIC will then report to the engineer.
B.1.1.4 Retention of Mass Item

Citilink Indonesia provides and uses means to prevent each item of galley equipment and each serving
cart, when not in use, and each item of crew baggage, which is carried in a passenger or crew compartment
from becoming a hazard by shifting under the appropriate load factors corresponding to the emergency
landing conditions under which the airplane was type certificated.
Cabin Crew shall make a report regarding any defect related to those means.
B.1.1.5 Boarding Music Policy
Boarding
Boarding music should be turned on before the first passenger board the aircraft and turned off after the
door is closed.
Disembarking
Boarding music should be turned on after the door is opened.
B.1.1.6 Passenger Boarding

When the preflight check is done, Cabin Crew In Charge (CIC) shall receive “CABIN READY FOR
BOARDING” report from other cabin crews. To inform other cabin crews about the coming of the
passenger, the Cabin Crew In Charge (CIC) shall command:
“CABIN CREW BOARDING POSITION PLEASE”
Note: The cabin crew should be distributed throughout the cabin during passenger boarding in compliance with
safety, security and service aspects.
Cabin Crew Boarding Station:

Cabin Crew In
Cabin Crew 2 Cabin Crew 3 Cabin Crew 4
Charge (CIC)
A320 ROW 6 LH / RH ROW 22 LH / RH
FWD GALLEY AFT GALLEY
737-300/500 O/W EXIT SEATING ROW
OPERATION
MANUAL A Appendix B
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OPERATION
MANUAL A GENERAL
Note:
− Cabin Crew boarding station may deviate in order to maintain the boarding flow and to give an easy access to
witness door arming / disarming.
− Cabin Crew In Charge (CIC) and Cabin Crew 2 (passenger boarding with 2 (two) doors) shall conduct the
boarding pass check to all passengers.
− When boarding process has been completed, the Cabin Crew In Charge (CIC) shall do the head count and
coordinate with ground staff. In certain circumstances, the head count may be delegated to any available Cabin
Crew.
B.1.1.7 Passenger Seat Allocation and Restrictions

Ground personnel are primarily responsible for seat allocation and shall make every effort to meet the
requirements at check-in. The ultimate responsibility rests with Cabin Crews at the time of boarding.
It is mandatory that passengers sitting in the exit row seats are given Exit Seating Card to read. Also in
each seat pocket are provisioned with a safety information card accessible to each passenger. Cabin
Crews shall ensure that the passengers read the cards. The purpose of these cards is to prepare
passengers sitting by exits in case of emergency situation. Number of passengers in any seat row shall
not exceed number of oxygen masks in that row.
B.1.1.8 The Use of Portable Electronic Device By Cabin Crew

No cabin crew may use cellular phone while on duty except for operational reason.
B.1.1.9 Seat, Seatbelt, Shoulder Harness and Child Restraint System

All passengers shall have their seat belts fastened during taxi, takeoff, landing and any required by flight
crew, e.g. due weather, etc.
The PIC shall have the fasten seat belt sign illuminated or brief the passenger during the above-mentioned
periods, and the Cabin Crew will directly announce to passengers.
B.1.1.9.1 Seat and Seatbelt

No person may operate an airplane unless there are available during the takeoff, enroute flight, and
landing:
1. An approved seat or berth for each person on board the airplane who has reached his second
birthday; and
2. An approved safety belt for separate use by each person on board the airplane who has reached his
or her second birthday.
Each person on board an airplane shall occupy an approved seat or berth with a separate seat belt
properly secured on him or her during movement on the surface, take-off, landing, and whenever the
FASTEN SEAT BELT (FSB) sign and the RETURN TO SEAT (RTS) signs are ON. A seat belt provided
for the occupant of a seat may not be used by more than one person.
When turbulence conditions are likely to be encountered, the PIC should endeavor to give early warning
by switching ON the FSB and RTS signs, and make, if necessary, a PA announcement. The PIC should
then instruct or advise the cabin crew whether the Sales on Board (SOB) service may be done or not.
When a passenger is seen to unfasten his seat belt or attempts to leave his seat, the passenger should
be asked to remain seated and strapped in.
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The paramount requirements are to have the passengers strapped in good time and to ensure they
remain strapped in. Both objectives can be met by making a suitable PA announcement at the same time
as the FSB and RTS signs are illuminated.
The Cabin Crew 1 must ensure that all passengers have complied with PIC’s instructions for fastening
the seat belt. As long as the FSB and RTS signs are illuminated, the cabin crew should make frequent
checks that passenger’s seat belts remain fastened and that all baggage are well stowed.
Before takeoff and before landing a PA announcement should be made to request the cabin crew to be
seated at their station.
B.1.1.9.2 Shoulder Harness

Each cabin crew must have a seat for takeoff and landing in the passenger compartment and occupy the
seat for takeoff and landing with safety belt and shoulder harness properly secured.
At each unoccupied seat, the safety belt and shoulder harness must be secured so as not to interfere with
crewmembers in the performance of their duties or with the rapid egress of occupants in an emergency.
B.1.1.9.3 Child Restraint System

Citilink Indonesia may not prohibit a child, if requested by the child’s parent, guardian, or designated
attendant, from occupying a child restraint system furnished by the child’s parent, guardian, or designated
attendant, provided the child holds a ticket for an approved seat or berth, or such seat or berth is otherwise
made available by Citilink Indonesia for the child’s use, and the requirements are met.
Example of Child Restraint System
The CRS may not be placed in:

1. In an emergency exit row;
2. In a row immediately forward or aft of an emergency exit row (if this is stipulated as per State
regulations);
3. On a seat fitted with an inflatable seat belt (unless permitted when deactivated with the manufacturer’s
seat belt deactivator);
4. In a location that could:
a) Prevent access to safety and emergency equipment; and/or
b) Block access to an aisle of the aircraft
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MANUAL A Appendix B
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B.1.1.10 Passenger Announcement

All announcements shall be made by Cabin Crew In Charge (CIC) at his/her assigned station, except
in turbulence condition. Delegation to another cabin crew is subject to Cabin Crew In Charge (CIC)’s
discretion and is on Cabin Crew In Charge (CIC)’s responsibility.
Use the Cabin Crew Announcement Book as reference.
B.1.1.11 Passenger Briefing Before Takeoff (Safety Demonstration)

Company shall ensure that all passengers are orally briefed by the appropriate crew member as follows:
1. Smoking regulation
2. The location of emergency exits
In case of any emergency exit(s) unserviceability, cabin crew shall mention the amount and location
of serviceable emergency exits appropriately.
3. The use of safety belts
4. The location and use of any required emergency flotation means
5. The location and use of the oxygen dispensing equipment
6. The location and use of the safety information card
Cabin Crew Safety Demonstration Station

CIC CC 2 CC 3 CC 4
A320 ROW 11 ROW 22
737-300/500 AFT GALLEY
CABIN PARTITION N/A
With Partition ROW 1 “Make The
737-300/500 Announement”
ROW 8 N/A
Without Partition
Note:
− All cabin crews performing the demonstration shall stand facing the passenger
− The Safety Demonstration announcement shall refer to the Cabin Crew Announcement Book.
− In operation with enlarged Cabin Crew, the Cabin Crew In Charge (CIC) may delegate his/her safety
demonstration obligation to another cabin crew.
B.1.1.11.1 Special Passenger Individual Briefing

Cabin Crew are required to give individual briefing for those passengers who may need assistance in
emergency evacuation (e.g. unaccompanied minors, disable, etc.) and those passengers seated with
limited view (e.g. partition).
Review method of briefing as necessary; adapt method of briefing to situation.
Conduct individual briefing as discreetly as possible.
Briefing must include:

- The routes to each appropriate emergency exit.
- The most appropriate time to move to an emergency exit in the event of an emergency.
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MANUAL A
GENERAL
OPERATION
MANUAL A
B.1.1.12 Passenger Briefing For Extended Over Water Operation
If The Company operating an airplane in extended over water operations shall ensure that all passengers
are orally briefed by the cabin crew.
The cabin crew shall:
1. Orally brief the location and operation of life vest, life raft (if available) and other flotation means;
2. Orally brief and demonstrate the method of donning and inflating a life preserver;
3. Explain how to fasten, adjust and unfasten the seat belt;
4. Explain location and means for opening passenger doors and emergency exits;
5. Show location of survival equipment.
If the airplane proceeds directly over water after takeoff, the briefing has to be given before takeoff, but
the entire briefing must be given before reaching the over water part of the flight.
B.1.1.13 Compliance with Briefings or Safety Instructions

Each person on board an aircraft shall comply with the briefings and safety instructions given to them by
Citilink Indonesia crewmember on board that aircraft, or any sign or placard posted for that purpose of
giving such safety instructions.
When a passenger continues not to comply and/or to obey safety instructions, the PIC should be notified.
B.1.1.14 Normal Door Closing Procedures

1. Make sure all passengers and documents are completed.
2. Make sure all ground staffs are disembarked.
Cabin Crew In Charge (CIC) makes announcement:
“DOOR WILL BE CLOSED, ALL GROUND STAFF MUST BE DISEMBARK”
3. Cabin Crew In Charge (CIC) report to PIC:

a) Bring related documents to the cockpit
b) Report:
c)
“ _____ (amount) PASSENGERS AND DOCUMENTS COMPLETED”
4. PIC receives the report:
“CROSS CHECKED”
5. Command from the PIC:
“CABIN CREW, CLOSE DOORS, ARM SLIDES AND CROSS CHECK”
6. Close the door
Note: if both LH and RH doors are in opened position, close the RH door then the LH door.
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MANUAL A GENERAL
CABIN CREW OPERATING CABIN CREW WITNESSING

In Airbus Witnessing
1. Grasp one of the assist handle
2. Press the gust lock and simultaneously pull the Note:
support arm Cabin Crew witnessing shall immediately stop Cabin
3. Move the door by using the door assist handle Crew operating if any irregularity or error occurs by
4. When the door is in front of its frame, pull the saying “STOP”.
door inwards and lower the door control handle
5. Check the door locking indications must indicate
locked.
In Boeing
1. Press door lock release.
2. Pull door inwards with door assist handle.
3. Turn door handle opposite arrow direction to
close and lock door.
Door closed
Report : Confirming by saying :
“DOOR CLOSED” “CONFIRMED” or “WRONG”
B.1.1.15 Door Slide Arming Procedures
1. Arm the slide

Arming the RH door
1. The safety pin has to be removed and stowed. Note:
2. The slide arming lever must be moved to the Cabin Crew witnessing shall immediately stop Cabin
armed position. Crew operating if any irregularity or error occurs by
3. Check armed indicator and the girt bar floor saying “STOP”.
visual indication. Make sure that the slide is in
armed position.
In Boeing
Arming the RH door
1. Remove the slide arm indicator to crossing
viewing window
2. Remove the slide bar from the girt bar
attachment
3. Attached to the floor brackets of the cabin
“SLIDE ARMED” “CONFIRMED” or “WRONG”
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MANUAL A
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MANUAL A
Arming the LH door
1. The safety pin has to be removed and stowed. Note:
2. The slide arming lever must be moved to the Cabin Crew witnessing shall immediately stop Cabin
armed position. Crew operating if any irregularity or error occurs by
3. Check armed indicator and the girt bar floor saying “STOP”.
armed position.
In Boeing
Arming the LH door
1. Remove the slide arm indicator to crossing
viewing window
2. Remove the slide bar from the girt bar
attachment
3. Attached to the floor brackets of the cabin
“SLIDE ARMED” “CONFIRMED” or “WRONG”
2. Cabin Crew In Charge (CIC) calls Cabin Crew 2. Cabin Crew 2 report to Cabin Crew In Charge (CIC)
“ALL SLIDE ARMED AND CROSS CHECKED” via interphone.
3. Cabin Crew In Charge (CIC) report to PIC “ALL DOORS CLOSED, SLIDES ARMED AND CROSS
CHECKED” via interphone.
Note: During operation with minimum Cabin Crew number, Cabin Crew 2 in Boeing 737 – 300 and Boeing 737 – 500
may arm and disarm the slide without being witnessed by another Cabin Crew.
B.1.1.16 Sterile Cockpit

The Sterile Cockpit philosophy is a guarantee to a calm working environtment for the flight crew members
during critical flight phases.
Except for safety related situations or operational concerns, cabin crew may not contact or enter the
cockpit during critical phase of flight which includes surface movement, takeoff and landing, and all other
flight operations conducted below 10,000 ft.
Citilink declares the critical phases of flight to be:
1. From commencing push back, or engine start if parked in a taxi-out position, until the seat belt sign
has been switched off during climb or minimum 10,000 ft, whichever is higher, and
2. From the seat belt sign ON until engine shut down.
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Note: The critical phase of flight are 2, 3, 4, 9 and 10: pushback, taxi before takeoff, takeoff and initial climb, final
approach and landing, taxi after landing.
During these critical phases of flight, the PIC shall enforce a “Sterile Cockpit Policy”.
The “Sterile Cockpit Policy” comprises the following:
1. Cockpit door closed and locked;
2. Conversation limited to matters directly associated with the operation of the aircraft;
3. Visits to the flight deck are restricted to operationally essential items; and
4. Cabin Crew on the flight deck shall address active flight crew members only when necessary for the
safe conduct of the flight.
Persons occupying the flight deck Jump seat shall be briefed about these rules and have to be seated
with the seat belts fastened once the sterile cockpit phase starts.
B.1.1.17 Cabin Crew Surface Movement Requirement

During aircraft surface movement, cabin crew must be seated with seatbelt and shoulder harness
fastened except when performing safety-related duties, which include:
1. Performing a safety demonstration
2. Caring for passenger in distress
3. Attending to an emergency situation
B.1.1.18 Final Cabin Check

All cabin crews have to make sure that:
Lavatory
1. All toilet bowl lids are down (closed)
2. All access doors of wash basin cabinet are closed and locked
3. All lavatory doors are closed and locked
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MANUAL A
Galley
1. All electrical equipments are switched off
2. All latches are in “lock” position
3. All trolleys brake in “on” position
4. No loose item
5. All galley curtains are folded/straped
Cabin
1. All luggage bin doors are closed
2. All seat backs are in the upright position
3. All tray tables are folded and locked
4. All window shades / shutters are up (or down in exit seat window)
5. All armrests are down
6. No headphone / headset / earphone used by passenger
7. All seatbelts are buckled up
8. All cabin baggages are stowed properly
9. No cabin baggage on the exit seat floor
10. No item protruding the aisle
After final cabin check is completed:

1. All cabin crews shall return to their assigned seat and fasten their seatbelt and shoulder harness.
“CABIN READY FOR TAKEOFF” via interphone.
3. Cabin Crew In Charge (CIC) report to PIC “CABIN READY FOR TAKEOFF” via interphone, followed
with pushing the “cabin ready” button (if available) and wait for the “CABIN CREW BE SEATED FOR
TAKEOFF” command from the flight crew.
B.1.1.19 Cabin Lighting Policy

During takeoff and landing, the cabin light should be in configuration as follow:
Entry Areas
Entry Light (ENTRY) : OFF
Cabin Zones
Ceiling Light (CLG) : DIM 2
Window Light (WDW) : OFF
All process of cabin light setting shall be finished before the Cabin Crew In Charge (CIC) report to the
PIC that the cabin is ready for takeoff / landing.
For the comfort of the passengers, Cabin Crew In Charge (CIC) is suggested to set the cabin light to the
dimmest position in late night and early morning flight.
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B.1.1.20 One Minute Silent Review

Before each takeoff and landing, cabin crew should complete a “one minute silent review” of the
evacuation responsibilities. The constant use of “one minute silent review” is a key element in identifying
emergency duties and responsibilities, and increases environmental awareness during the take-off and
landing phases of flight. It enables cabin crew to respond, adapt and react quickly in the event of an
emergency.
Items to be review are, but not limited to “OLDABC”.
Operation of exits
Location of equipment
Drill (Brace for impact)
Able-Bodied Passengers and persons with reduced mobility
Brace Position
Commands
B.1.1.21 After Takeoff Procedure

1. Smoking regulations.
2. Immediately before or immediately after turning the seatbelt sign off, an announcement shall be
made that passengers should keep their seatbelts fastened, while seated, even when the seatbelt
sign is off.
Refer to Cabin Crew Announcement Book.
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MANUAL A
GENERAL
OPERATION
MANUAL A
B.1.1.22 Urgent Information
Cabin Crews should be alert at all times and be readily to reach their emergency station if needed.
Report immediately to the PIC any incident, which you feel, might become hazardous situation, whether
in regard to a passenger or to the airplane.
Cabin Crew must immmediately inform Cabin Crew In Charge (CIC) whenever:
1. Smoke;
2. Fire;
3. Unsual sounds;
4. Or other abnormal situations are observed.
The Cabin Crew In Charge (CIC) must then contact the cockpit crew via interphone using the “EMER
CALL” according table below:
During Inform
Taxi, climb or descend Immediately
Takeoff As soon as the aircraft is airborne
Rejected takeoff After command:
“ATTENTION CREW AT STATION”
Go around As soon as the aircraft level off
Final approach and landing As soon as the aircraft left the runway
B.1.1.23 Serving The Flight Deck Crew

1. To ensure that the flight crew are in good condition, cockpit check shall be performed periodically not
more than every 30 (thirty) minutes on revenue flights, preceded by communication by interphone
and-if needed-followed with visit to the cockpit.
2. In order to prevent the possibility of both the Captain and First Officer becoming incapacitated by
food poisoning at the same time during flight, they should be served different entrees.
3. If they request the same entrees, they should be served at least half an hour part.
4. The Captain and First Officer should never be offer meals at the same time in order to enable one
pilot to attend to flight duties at all times.
5. Cockpit crewmembers should never be interrupted when they are engaged in flight related duties,
e.g. reading checklist, using the radio, making computations, etc.
6. Cabin Crew should wait until the cockpit crewmembers finish the duty(ies) before starting the
communication.
7. Food and beverages should never be passed over the central pedestal.
8. Beverages should always be brought into the cockpit on a proper sized serving tray, and it is advisable
to use double stryrofoam / plastic cup for safety reason (if available).
9. For this purpose, cabin crew and flight crew are allowed to start to interact after the fasten seatbelt
sign is turned off or after the situation is considered safe by either cabin crew or flight crew.
B.1.1.24 Periodic Cabin and Lavatory Check

The cabin and lavatory check must be made every 15 minutes. The cabin crew should monitor the cabin
temperature and any adjustment that need to be made. During night flight, watch for:
1. Call lights;
2. Reading lights left on;
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MANUAL A GENERAL
3. Tray table left down;

4. Signs of passenger illness or discomfort;
5. Any kind of situation related to safety, security and service aspects of the flight.
During the routine cabin check cabin crew may carry tray or disposal / trash bag to collect left refuse
items from the passenger. Lavatories shall be check on regular interval for tidiness and positive fire
hazard. Any irregularity found during flight shall be immediately reported to the PIC.
B.1.1.25 Sales On Board (SOB) Policy

During the SOB process the FWD and AFT galley may be left unattended. The cabin crew should pay
extra attention to:
1. Passenger standing in galley area;
2. Passenger queing in the lavatory;
3. Unpredicted turbulence;
4. Indication(s) of any emergency situation;
5. Any possibility of irregularity(ies) and abnormality(ies).
Note: During SOB service, DO NOT LEAVE THE TROLLEY UNATTENDED in the aircraft aisle.
B.1.1.26 Oxygen for Medical Use by Passenger

Citilink Indonesia allow a passenger to carry and operate equipment for the storage, generation or
dispensing of oxygen when the following conditions are met:
1. Furnished by Citilink Indonesia
2. Of an approved type or is in conformity with the manufacturing, packaging, marking, labeling and
maintenance requirements of the CASRs.
3. Maintained by Citilink Indonesia in accordance with an approved maintenance program.
4. Free of flammable contaminants on all exterior surfaces.
During the utilization, the dispensing unit should be placed beside and be held by the passenger’s escort.
The escort and the passenger using the equipment should be seated. The cabin crew should ensure
that the equipment is stowed so as not to restrict access to or use of any required emergency, or regular
exit or of the aisle in the passenger compartment. The cabin crew should periodically check the pressure
gauge, condition of the passenger and emphasize the non-smoking regulation.
B.1.1.27 Death Onboard

Passenger and/or crewmember (suspected dead) is considered to be alive and prescribe resuscitation
shall be continued until:
1. Victim is revived
2. A physician pronounces death
3. Qualified Medical Personnel Takeover
4. Rescuer is too exhausted to continue
5. The scene become unsafe
6. Complication that may occur from CPR
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MANUAL A
GENERAL
OPERATION
MANUAL A
If the victim is pronounced dead by medical personnel:
Cabin Crew Procedure
1. Notify the PIC
2. Move the passenger to a seat (If available, one with few other passengers nearby).
Note: In case of suspicion that the deceased may have suffered from a contagious disease, all precautions
should be taken to prevent infection of the other passenger crew.
3. Put the passenger in a body bag and zip the bag up to the neck (if available).
4. Restrain the passenger with seatbelt or other equipment.
5. Close the eyes.
6. Cover the body with blanket up to the neck (if the body bag is not available)
7. Request contact information from travelling companions.
8. Check for any identification card or medication and have them available for officials.
Flight Crew Procedure

1. Upon receiving notification from the cabin crew, the medical and police authorities at the station of
intended landing shall be notified at once by radio, stating the probable cause of death, allowing the
doctor to board immediately upon arrival.
2. On transferring the deceased to the local authority, the PIC shall fill the Preliminary Certificate of
Death.
The statement must contain:
a) The name of the deceased
b) The circumstances
c) Time and geographical location of the death
Note:
- One copy of this certificate must be provided to local authority at destination and another to the Director
of Flight Operations
- Disembark other passengers first and make sure the family members stay with the body. Do not disembark
the body until the proper local authority has arrived to take care of the body and that the ground personnel
are available to assist the family members.
3. If the deceased were travelling alone, look after his baggage, personal effects and jewelry. Write a
detailed description (in duplicate) of the deceased’s belongings, signed by 2 witnesses and the PIC.
B.1.1.28 Aircraft on Descent

After the PIC command:
“CABIN CREW AND PASSENGER, AIRCRAFT ON DESCENT”
All cabin crew shall aware that descent has begun. All cabin crew shall begin compliance check and
report of any cabin discrepancies to the PIC.
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B.1.1.29 Preparation Before Landing

After the PIC commands:
“CABIN CREW PREPARE FOR LANDING”
No refuse items collecting (debarrasser) activity is allowed during this phase of flight, except when found
that those refuse items are considered might become a hazard during landing. All cabin crews shall focus
on preparing the passenger, cabin, galley and lavatory in the interest of safety.
After final cabin check is completed:

1. All cabin crews shall return to their assigned seat and fasten their seatbelt and shoulder harness.
“CABIN READY FOR LANDING” via interphone.
3. Cabin Crew In Charge (CIC) report to PIC “CABIN READY FOR LANDING” via interphone, followed
with pushing the “cabin ready” button (if available) and wait for the “CABIN CREW BE SEATED FOR
LANDING” command from the flight crew.
B.1.1.30 After Landing

After landing, an announcement shall be made. The announcement shall consist notices to the passenger:
1. To remain seated;
2. Not to use any mobile phone until aircraft has come to complete stop and FASTEN SEAT BELT sign
turned OFF;
3. To check their personal belonging;
4. Information regarding any specific local regulation (if any).
Cabin Crews shall remain seated until the aircraft comes to a complete stop at the gate and the flight
crew turns OFF the FASTEN SEAT BELT sign.
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MANUAL A
GENERAL
OPERATION
MANUAL A
B.1.1.31 Door Slide Disarming Procedures
1. Command from PIC:
“CABIN CREW, DISARM SLIDE AND CROSS CHECK”
2. Disarm the slide.

Disarm the RH door
1. Remove the safety pin from stowage. Note:
2. Lift arming lever to disarmed position. Cabin Crew witnessing shall immediately stop Cabin
3. Install the safety pin Crew operating if any irregularity or error occurs by
saying “STOP”.
4. Check armed indicator and the girt bar floor
disarmed position.
In Boeing
Disarm the RH door
1. Remove the slide bar from the floor brackets
2. Stow it into the retainer hooks or clips
3. Remove the slide arm indicator to horizontal
position
“SLIDE DISARMED” “CONFIRMED” or “WRONG”
Disarm the LH door
1. Remove the safety pin from stowage. Note:
2. Lift arming lever to disarmed position. Cabin Crew witnessing shall immediately stop Cabin
3. Install the safety pin Crew operating if any irregularity or error occurs by
saying “STOP”.
4. Check armed indicator and the girt bar floor
disarmed position.
In Boeing
Disarm the LH door
1. Remove the slide bar from the floor brackets
2. Stow it into the retainer hooks or clips
3. Re move the slide arm indicator to horizontal
position
3. Cabin Crew In Charge (CIC) call Cabin Crew 2. Cabin Crew 2 report to Cabin Crew In Charge (CIC)
“ALL SLIDE DISARMED AND CROSS CHECKED” via interphone.
4. Cabin Crew In Charge (CIC) report to PIC “ALL SLIDES DISARMED AND CROSS CHECKED” via
interphone.
Note: Cabin Crew 2 in Boeing 737-300 and Boeing 737-500 may arm and or disarm the slide without being witnessed
by another Cabin Crew
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MANUAL A GENERAL
B.1.1.32 Normal Door Opening Procedures

1. Command from PIC:
“CABIN CREW, DOORS MAY BE OPENED”
2. Open the door.

Say : Confirming by saying :
“COMMAND FROM PIC” “CONFIRMED” or “WRONG”
“CABIN PRESSURE INDICATOR LIGHT NOT “CONFIRMED” or “WRONG”
FLASHING” (Airbus)
“OUTSIDE AREA IS CLEAR” “CONFIRMED” or “WRONG”
1. Grasp one of the assist handles.
2. Lift the door control handle fully up. Note:
3. Push the door outwards then move it forward Cabin Crew witnessing shall immediately stop Cabin
and sideward by using the door assist handle Crew operating if any irregularity or error occurs by
until the door locks in its fully open position. saying “STOP”.
In Boeing
1. Turn door handle in arrow direction
2. Door then moves slightly inwards.
3. Swing door outward against fuselage.
4. Check that door lock holds.
Note: If both LH and RH doors need to be opened, open LH doors then the RH door.
B.1.1.33 Door Operation From Outside

AIRBUS BOEING
Refer to CCOM 02-120 Doors and Exits To close the door :
1. Press door lock to release
2. Pull and push the door inward
3. Pull and turn door handle to close position
(cockpit side)
To open the door :

1. Pull door handle outward with both hands and
turn towards airplane tail.
2. Grasp door assist handle on inside of door.
3. Swing door outward against fuselage.
4. Check that door lock holds.
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MANUAL A
GENERAL
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MANUAL A
B.1.1.34 Disembarking
During passenger disembarking, cabin crew must remain alert for any situation, either on board, or on
the ground, which may required rapid evacuation or the prevention of continued disembarkation. Cabin
Crew In Charge (CIC) and Cabin Crew 2 shall remain in the vicinity of pair of doors and the passenger
deplaning process should be controlled and orderly.
After all passengers have disembarked, cabin crews will make a final cabin check prior to crew deplaning.
This cabin check will include:
1. Infant life vest and infant belt are collected.
2. All lavatories unlocked and checked for remaining passengers.
3. All passengers seating areas, closets, and overhead storage compartments checked for items left
onboard.
B.1.1.35 Crew Deplaning

Prior to leaving the aircraft, Cabin Crew shall:
1. Check all emergency equipment (use the Cabin Preflight Checklist as comparison);
2. Unlock all lavatories;
3. Check all passenger seating areas, closets (if available) and overhead storage compartments for
items left onboard;
4. Ensure that the door slide is in disarmed mode;
5. Ensure that they are dressed in complete uniform with ID displayed.
Cabin Crew may not disembark from the aircraft until instructed to do so by Cabin Crew In Charge (CIC)
and or the PIC.
Cabin Crew In Charge (CIC) will ensure that any last minute emergency equipment or cabin discrepancies
are brought to the attention of the flight crew and logged before deplane the aircraft.
B.1.1.36 Post Flight Briefing

Cabin Crew shall conduct a post flight briefing after each flight to evaluate all activities done in previous
flight. Post flight briefing may be conducted in any suitable place.
B.1.1.37 Cabin Crew Duties During Transit

The number of required cabin crew shall be on board during transit while passenger remains onboard.
Those number of Cabin Crew shall be uniformly distributed throughout the airplane to provide the most
effective egress of passenger in the event of emergency evacuation, and:
1. Aircraft engines shall be shut down.
2. At least one floor level exit is opened for passenger deplaning when necessary.
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No Location Security Measures

• Conduct Pre-Flight Security Check to prevent Stowaway;
• If there is any No-Show passenger, their hold baggage should be immediately
1. Origin station removed from the aircraft;
• Ensure all passengers and their cabin & hold baggage is completely boarded at
the same flight.
• Cabin Crew shall identify, match, and confirm left belongings in the cabin to all
transit passengers who are remaining on board;
• Any items left behind by disembarking passengers from transit flights are
removed from the aircraft or otherwise addressed appropriately before the
2. Transit station departure of the aircraft;
• If passengers disembark before reaching their final destination, their hold and
cabin baggage should be removed from the aircraft;
• Ensure all joining pax hold their valid travel documents (boarding pass) to
prevent any stowaway onboard.
• Ensure all disembarking passengers bring along their cabin baggage;
• If any items left behind by disembarking passengers, remove from the aircraft
3. Final destination and addressed appropriately;
• Any unattended baggage shall be immediately delivered to baggage services
division.
B.1.1.38 Door Barrier Strap

The passenger and service doors are equipped with door barrier straps. The straps can be attached in
an open as a warning. Door barrier straps are stowed hanging down beside each door in yellow color.
B.1.2 Communications
B.1.2.1 Communication Between Crewmembers
Communication amongst crewmember is very important. There are several communication means / way
that can be used during flight, e.g.:
1. Call (interphone system)
2. Public address system
3. Verbal and/or body gesture
B.1.2.2 Use of Public Address System

Except for first warnings and instructions explicitly meant for the crew, the public address system might
be very valuable as it provides direct, although only one-way communication, especially when there is
little time for preparations. Time consuming interruptions of the crew members carrying out their duties
can be avoided by using the public address system.
For instance, the commands “EMERGENCY STATIONS” could be given via this system.
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Appendix B
23
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2 First Aid
B.2.1 Principles and Practice of First Aid
B.2.1.1 Introduction to First Aid
First aid is the assistance given to any person suffering a sudden illness or injury, with care provided to
preserve life, prevent the condition from worsening, and/or promote recovery.
The key aims of first aid can be summarized in three key points. Those are:
To preserve life: the overriding aim of all medical care which includes first aid is to save lives and
minimize the threat of death.
To prevent further harm: also sometimes called prevent the condition from worsening, or danger of
further injury, this covers both external factors, such as moving a patient away from any cause of harm,
and applying first aid techniques to prevent worsening of the condition, such as applying pressure to stop
a bleed becoming dangerous.
To promote recovery: first aid also involves trying to start the recovery process from the illness or injury,
and in some cases might involve completing a treatment, such as in the case of applying a plaster to a
small wound.
B.2.1.2 Crew’s Responsibilities

1. Assess the situation calmly and quickly
2. Protect yourself, victims and others
3. Prevent yourself or victims of infectious diseases
4. Examine and define the type of illness or injury suffered by the victim according to your abilities
5. Give help early. If there are some victims, heed the victims with injuries or illnesses of the most
severe.
6. Ask for assistance.
B.2.1.3 Asessment of Injury and Illness

B.2.1.3.1 Primary Survey
Danger
Ensure Safety for yourself and others, i.e., do not place yourself or aothers in danger when performing
Firstaid.
Response
Check Response :
1. Tap and gently shake victim’s shoulder and shout, “Can you hear me? What is your name ?”
2. If there is no Response, call for help.
3. Scan for Breathing :
a) Look for fall and rise of chest wall.
b) Listen for breathing.
c) Feel for air coming out of the victim’s nose and mouth.
OPERATION
MANUAL A Appendix B
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OPERATION
MANUAL A GENERAL
Compression
Refer to OM Part A - Appendix “B.2.3.1.3 Compression”
Airway
Check the mouth for any foreign body e.g. vomit or loose dentures. If foreign body seen, remove it.
Opening Airway by using head tilt – chin lift method.
Breathing
Refer to OM Part A - Appendix “B.2.3.1.4 Airway”
B.2.1.3.2 Secondary Survey

History
1. If the victim is concious, take the History.
2. Try to get the whole picture from the victim, relatives and/or witnesses by asking:
a) What happened?
b) How did it happen?
c) When did it happen?
d) How do you feel?
e) Where is pain?
f) Has this happened to you before?
g) Are you on any medication for this problem?”
h) And asking SAMPLE :
S – Sign and Symptoms
A – Allergies
M – Medication
P – Past Mediation History
L – Last Meal
E – Event Prior to Injury
Symptoms and Sign

1. Symptoms are subjective data. They are what the victim complains to you e.g. “My tummy is hurting”,
”I feel dizzy”and “i feel breathless”.
2. Sign are objective data. It is what you see (e.g. bleeding), hear (e.g. groaning in pain), feel (e.g.
swelling or deformity) and smell (e.g alcohol).
Vital signs
Obtain the victim’s initial vital signs ; level of consciousness, pulse rate, breathing rate, and body
temperature.
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Appendix B
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
Level of consciousness Pulse rate Breathing rate Body
Note: (In beats/minute) (In breaths/minute) temperature
A Alert Adult 60 – 80 Adult 12 - 20 Normal body
V Voice Child 60 – 100 Child 20 - 30 temp. is 37°
P Pain Infant 100 - 160 Infant 30 - 40 Celsius
U Unresponsive
B.2.1.3.3 Responsibility
B.2.1.3.3.1 First Aider
The first cabin crew that finds the victim will take the role of the first aider.
This cabin crew:
1. Alert other cabin crew
2. Take Medical equipment (POB, First Aid Kit, etc.)
3. Perform primary survey.
Note: if the victim revived, perform secondary survey.
B.2.1.3.3.2 Assistant First Aider

The third cabin crew on the scene
This cabin crew:
1. Assist the first aider
2. Supply medical equipment
3. Replace First aider, if necessary.
B.2.1.3.3.3 Commuicator
The second cabin crew on the scene.
This cabin crew inform flight crew: the location of victim, condition of victim, action being taken, progress
of victim, number of medical equipment use and time first aid action started.
B.2.1.3.3.4 Support Crew Member

These cabin crew are not directly involved in administering first aid, but will be required to provide
assistance (e.g. paging medical assistance, calm and reassure passengers).
B.2.1.4 Mass Casualty Assessment

When there are two or more victims;
1. Make a quick scne survey e.g. number of victims injured.
2. Identify victims who require immediate care.
3. Perform primary survey on motionless victims (DRCAB)
4. Manage injures/condition that are life threatening first.
5. Assist victims who can get up to walk back to their seats. DO NOT force victims to move if ther
complain of pain.
6. Manage all other injuries and conditions to the best taht you can.
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MANUAL A Appendix B
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MANUAL A GENERAL
B.2.1.5 First Aid Kits

Refer to Operation Manual Part A B.3.4 First Aid Kit and Emergency Medical Kit.
B.2.1.6 Emergency Medical Kit

Refer to Operation Manual Part A B.3.4 First Aid Kit and Emergency Medical Kit.
B.2.1.7 Precautions
Universal Precaution is intended to protect First Aider. Body fluids such as blood, saliva and urine often
contain microorganisms that can cause disease. Personal Protective Equipment or abbreviated PPE can
protect you from disease.
Personal protective equipment:
Disposable glove Eye protection Protective face masks
Steps in the Universal Precaution:

1. Always use PPE when giving first aid.
2. Put all the equipment that has been in contact with blood or other body fluids into the biohazard bag.
3. Dispose of biohazard bag in accordance with the applicable procedures.
4. Wash hands with soap and lots of water after removing gloves.
B.2.1.8 Recovery Position

If the victim is unconscious but breathing, he or she must be rolled over on to his or her side with head
tilted backwards.
The advantages of this position are that:
1. It provides a good, safe airway.
2. Vomit or foreign material will drain out of the mouth.
3. The victim is completely stable.
How to move the victim to recovery position?
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.1.8.1 For Adult
Step 1 Step 2
Place the arm closest to you at right angles to the Cross the other arm over the victim’s body and hold
victim’s body, with elbow bent and palm facing up. the back of his hands against his cheek nearest to you.
Step 3 Step 4
Grasp the far leg above the knee and pull it up so the Pull the leg towards you so the victim is now laying on
knee is bent his side facing forwards you. Make sure the victim’s
airway is open and check his breathing regularly until
emergency help arrives.
B.2.1.8.2 For Infant
Step 1
Cradle them in your arms, with their head tilted downwards.
Step 2
Monitor their breathing, pulse and level of response.
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MANUAL A Appendix B
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MANUAL A GENERAL
B.2.2 Common Problems Inflight

B.2.2.1 Airsickness (Motion Sickness)
Airsickness is caused by motion and made worst by turbulence and anxiety.
Symptoms Treatments
• Pale skin • Recline seat
• Restlessness • Offer cool compress
• Apprehension • Make airsick bag available
• Excessive swallowing • Loosen tight clothing
• Nausea, vomiting • Discourage eating and drinking
• Excessive perspiration • Offer oxygen
B.2.2.2 Earache
Earache is caused by an increase of pressure in the middle ear. It usually occurs during ascent or
descent of the aircraft.
Symptoms Treatments
• Pain • Reassure passenger
• Partial or total loss of hearing • Encourage passenger ton yawn widely or swallow
with mouth closed or perform the Valsava
manoeuver.
• Offer pain killer, if required.
• For babies, allow them to cry or advise the mother
to feed the baby to equalise the pressure during
ascent and descent.
B.2.2.3 Hyperventilation (Overbreathing)

It is a common reaction in nervous
passengers. Some may not even
realize they are hyperventilating
and may, in fact, complain of not
being able to breathe.
When we breathe, we take in
oxygen and expel carbon dioxide
(CO).
When a passenger hyperventilates
by either increasing the rate or
depth of breathing (likely both at
the 2 same time), they will expel
too much carbon dioxide from the
blood stream, which raises the
blood’s ph level.
Symptoms Treatments
• Anxiety • Calm and reassure victim
• Gasping for breath, panting • Try to have victim breath more slowly (i.e. Have
• Lightheadedness emotional distress him/her count, close mouth and breath through
nose)
• Tingling of fingers
• Give oxygen on high setting
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.2.4 Hypoxia
Hypoxia occurs either when body cells do not receive enough oxygen or when they cannot use oxygen
effectively.
Symptoms Treatments
• Headache • DRCAB
• Reduced capacity of work • Administer oxygen
• Impaired performance at skilled tasks
• Poor judgment
B.2.2.5 Oxygen Therapy

Oxygen therapy is given or prescribed to :
1. Help a victim breathe better
2. Relieve hypoxia
For all First aid cases (Adult and Child) where oxygen is required, administer oxygen at high flow rate (4
L/min) and for infant (2 L/min).
For passenger with medical problems and who require oxygen during flight, supplementary oxygen is
provided and only issued upon request from the passenger prior to departure.
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MANUAL A Appendix B
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MANUAL A GENERAL
B.2.3 Life Saving Techniques

B.2.3.1 Cardiopulmonary Resuscitation (CPR)
Heart attack, drowning, electric shock and other emergency conditions may cause the heart to stop
beating. This condition is called cardiac arrest.
When the heart stops beating, blood is no longer pumped throughout the body. As a result, the body
cells will not receive enough oxygen and will eventually die. If the brain is without oxygen for several
minutes, permanent brain damage will occur. It is possible, however, to supply oxygen to the body by
using resuscitation techniques that combine chest compressions and rescue breaths.
Aims to facilitate first aider in responding to emergency situation and perform first aid measures.
DANGER
RESPONSE
COMPRESSION
AIRWAY
BREATHING
B.2.3.1.1 Danger
Make sure the situation is safe for helping. Before helping the victim, you should make sure that the
location is completely safe for you as helper, people around the scene, and the victims themselves.
Examine everything that can be threatening. Use personal protective exists, such as gloves and masks
to prevent the spread of infection risk factors. Do not take the risk of becoming the next victim.
DANGER
Adult Child Infant
1. Is there any danger?
a) To you?
b) To other?
c) To victim?
2. Make sure that no one else gets hurt. You will not be able to help if you are also a victim.
Only proceed if it is safe to do so.
B.2.3.1.2 Response
Ensure conditions victim awareness. Check the awareness of the victim by calling her name if you
know, or rather loud voice in the ear of victims, if there is no response as well, pat the shoulder of the
victim gentle but firmly, give pain stimuli (e. g, pinching the victim’s ear). If the victim is still no response,
immediately call the medical assistance, and do the next stage, because you still have time to wait for
medical help came.
1. If the victim is conscious check for manage bleeding and other injuries. Continue to give proper
treatment.
2. If the victim is unconscious:
a) Gently shake the victim and ask “can you hear me? What is your name?”, if no response call
assistance.
b) Scan for breathing (5-10 seconds), if no breathing, perform chest compression.
3. If the victim unconscious but breathing he/she should be turned on the side (recovery position)
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.3.1.3 Compression
Follow these steps:

• Lay the victim in a supine position above the surface of is
hard and flat.
• Kneel beside the victim; align your position with the victim’s
chest.
Note: On each compression, make sure the sternum back to the

starting position.
COMPRESSION
Adult Child Infant
Perform 30 compressions Perform 30 compressions Perform 30 compressions
Note: Note: Note:

1. The depth: 2 inches (5 cm) and 1. The depth: 2 inches (5 cm) and 1. The depth: 1,5 inches (4 cm).
not more than 2.4 inches (6 cm). not more than 2.4 inches (6 cm). 2. Just below the nipple line at the
2. Lower half of the breast bone. 2. Lower half of the breast bone. center of the chest.
3. Compression with two hands. 3. Compression with two or one 3. Compression with two or three
hands. fingers.
• The compression rate is 100 to 120 compressions/minute
• Pressing too low or below the sternum may cause a rupture liver
• Pressing on the wrong areas or too forcefully may cause fractured ribs or sternum
B.2.3.1.4 Airway
AIRWAY
Adult Child Infant
1. Clearing the airway: with the victim supported on the side
2. Opening the airway
a) Place one hand high on the victim’s forehead.
b) Support the chin with the other hand.
c) Gently tilt the head backwards.
d) Lift the jaw forward and open the victim’s mouth slightly and clean any foreign object.
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MANUAL A Appendix B
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MANUAL A GENERAL
“Head tilt - Chin lift”

The head-tilt/chin-lift is a procedure used to prevent the tongue
obstructing the upper airways. The maneuver is performed by tilting the
head backwards in unconscious patients, often by applying pressure to
the forehead and the chin.
The maneuver is used in any patient in whom cervical spine injury is not
a concern and is taught on most first aid courses as the standard way of
clearing an airway.
Note: Avoid putting pressure on the soft parts under the chin bone
“Jaw Thrust”
The jaw-thrust maneuver is a first aid and medical procedure used to
prevent the tongue from obstructing the upper airways. This maneuver
and the head-tilt/chin-lift maneuver are two of the main tools of basic
airway management.
the jaw-thrust maneuver has been considered the better alternative
(rather than the head-tilt/chin-lift maneuver) when a first aider suspects
that the patient may have a spinal injury (especially one to the neck
portion of the spine)
B.2.3.1.4 Breathing
1. If the victim is not breathing normally:

a) Adult and child: Pinch the nose shut then make a complete
seal over the victim’s mouth.
b) Infant: Pinch the nose shut then make a complete seal over the
infant’s mouth and nose.
2. Give 2 1-second-breaths. Watch to make sure the chest rises and
falls. Use a pocket mask or face shield for protection.
3. If the victim’s breathing is normal, place the victim in the recovery
position and administer oxygen. Monitor the victim’s airway,
breathing, and response.
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.3.2 Choking
This normally occurs when the airway is partially or totally obstructed by a foreign object and when the
airway is obstructed by food, fluid, or any other foreign object.
Symptoms Treatments
1. Improper swallowing of good/foreign body lodges 1. Ask the victim “can you speak?”
in throat. 2. If unable to reply, stand behind victim and wrap
2. Blues skin color around mouth arms around victim waist
3. Cannot cough or speak 3. Position your hands together in a double fist with
4. Clutching at throat your thumb against the victim abdomen between
the rib cage and navel.
4. Using quick upward thrusts press your fist
forcefully into the victim’s abdomen.
5. Repeat abdominal thrust until object is expelled or
victim loses consciousness
Note: when threating a chocking of pregnant woman or person of marked obesity, use the chest thrust technique,
placing double fists on sternum at armpit level.
Heimlich Maneuver Chest Thrust Back Blow
OPERATION
MANUAL A Appendix B
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MANUAL A GENERAL
ADULT INFANT
Step 1 1. Conscious Infant
1. Ask “Apakah Anda tersedak?” / “Are you choking?” a) Give 5 back blows.
2. Remove victim from the seat into the aisle. b) Give 5 chest thrusts
Place two or three fingers in the center of the
Step 2 infant’s chest just below the nipple line and
compress the breastbone about 1½ inches
Perform abdominal thrust (HEIMLICH MANEUVER)
c) Continue care
1. Stand behind the victim
Continue sets of back blows and chest
2. Wrap your arms around the victims waist
thrusts until the:
3. Make a fist with one hand
- Object is forced out.
4. Place the thumb side of the fist against the
- Infant can cough forcefully, cry or breathe.
abdomen, in the mid line slightly above the navel
(2-fingers width) and well below the breast bone. - Infant becomes unconscious.
5. Grasp the fist with the other hand. Instruct the
victim to bend forward slightly. What to do next?
6. Give quick upward thrust until the foreign body is If infant becomes unconscious, carefully lower the
expelled or the victim becomes unconscious. infant onto a firm, flat surface and give care for an
unconscious choking infant, beginning with looking
for an object.
2. Unconscious Infant
a) Give rescue Breaths
Retilt the head and give another rescue
breath.
b) Give chest compressions
If the chest still does not rise, give 30 chest
compressions.
c) Look for and remove object if seen
d) give rescue breaths
What to do next?
a) If breaths do not make the chest rise—repeat
steps 2 through 4.
b) If the chest clearly rises— check for breathing.
Give care based on conditions found.
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
For pregnant and very obese
1. Chest thrusts
2. Stand behind the victim and wrap your arms
around the victim’s chest.
3. Make a fist with one hand. Place the thumb side of
the fist on the midline of the victim’s sternum and
grasp that fist with the other hand.
4. Give quick backward thrusts until the foreign body
is expelled or the victim becomes unconscious.
B.2.4 Traumatic Injuries

B.2.4.1 Bleeding
Direct Pressure
Elevation
Pressure Points
Pressure Bandage
Tourniquet
1. Direct Pressure : Apply pressure until bleeding stop.

2. Elevation : Raise the injuries area above the level of the victim’s heart.
3. Pressure Point : Applying pressure at a specific point on the arm or leg to temporarily compress the
main artery supplying blood to the affected limb.
4. Pressure Bandage : Apply pressure with cover dressing with bandage.
5. Tourniquet : Apply tourniquet is a decision to risk sacrifice of a limb in order to save a live. Once a
tourniquet is applied, if should not be loosened by anyone but a physician.
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MANUAL A Appendix B
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MANUAL A GENERAL
B.2.4.2 Bleeding With Impaled Objects

Impaled objects are foreign bodies, such as a knife, fragments of metal or glass, that remain in the wound
following an injury.
Treatment:
1. Stabilise impaled object
2. If bleeding is present, apply pressure around the object (Donuts bandages)
3. Bandage the sides of the wound.
4. Elevate the limb.
5. Monitor vital sign, blood loss and level of consciousness.
6. DO NOT remove the impaled object.
B.2.4.3 Bruises
The simplest closed wound is a bruise. A bruise develops when the body is bumped or hit, such as when
you bump your leg on a table or chair.
Symptoms Treatments
1. Pain, tenderness 1. Apply cold compress
2. Discoloration 2. Elevate, if possible
B.2.4.4 Burns
Skin Layers Percentage of Burns on Body
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Appendix B
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OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
FIRST DEGREE SECOND DEGREE THIRD DEGREE
This burns involve only the outer This burn involves the formation This burn involves all layers of skin.
layers of skin and result in general of blisters and the area around the This burn relatively pain-free
redness, swelling and extreme burn will be swollen and red. because the nerves are damage
tenderness. These burns can be infected, seek
medical aid
Symptoms Treatments
First Degree: 1. Immerse burned area in fresh water
1. Redness or discoloration 2. Apply a dry, sterile dressing
2. Pain
Second degree:
1. Redness
2. Blisters
3. Wet surface
Third degree: 1. Immerse burned area in fresh water for 2 minutes
1. White appearence 2. Cover area with sterile dressing
2. Loss of all layers of skin 3. Do not remove charred clothing from wound.
4. Elevate burned areas above the heart
5. Treat for shock.
Chemical : 1. Flush burned area with large amounts of water
1. Exposure to caustic solution (5-10 min).
2. Remove victim’s clothing from involved.
3. Cover area with sterile dressing.
4. Treat for shock.
Note :
1. Open jewelry attached to the body of the victim (burns can cause swelling)
2. Bandage each of the fingers or toes are burned separately with a dry bandage and not easily sticky.
3. If large parts of the body burned, cover the entire body with a cloth / dry blanket.
B.2.4.5 Chest Injuries

All chest injured victims must have their DRCAB checked and rechecked. Page for medical assistance
for all chest injuries.
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MANUAL A Appendix B
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MANUAL A GENERAL
B.2.4.5.1 Rib Fractures

Symptoms Treatments
Pain when breathing, coughing or moving 1. Stabilise the ribs by having the victim to hold a
pillow or a folded blanket against the injured chest.
2. Place the victim in a comfortable position, usually
sitting up and leaning more towards the injures
side.
3. Administer oxygen.
4. If the victim becomes unconcious, position victim
in a lateral position with the unaffected side at the
uppermost.
B.2.4.5.2 Open Chest Wound

An open chest wound results when air is allowed to pass into and out of the open chest with each breath
e.g. gunshot wound.
Symptoms Treatments
1. Open wound 1. Immediately cover the wound to prevent further
2. Bluesness of skin entry of air into the chest.
3. Coughing up bright red blood 2. Place a sterile dressing followed by a plastic sheet
on the wound.
4. Blood bubbling out from the open wound
3. Page for medical assistance
5. Difficulty in breathing
4. Administer oxygen
6. Rapid pulse and breathing rate
5. For conscious victim, sit them up learning towards
the injured side.
6. For unconscious victims, place them in the
recovery position, lying on the injured side.
7. Manage shock, if present
8. DO Not give victim anything to eat or drink.
B.2.4.6 Chemical Injury To The Eye

Symptoms Treatments
1. Intense pain 1. Flush both eyes and eyelids with water to dilute
2. Unable to open the eye the chemical.
3. Redness on the white of the eye 2. Apply antibiotic eye ointment (kept in the EMK) on
the affected eye.
4. Tearing of the eye
3. Pad both eyes to stop eye movement.
4. Page for medical assistance.
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Appendix B
39
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.4.7 Foreign Body In The Eye
Dirt particles, sand, dust and other fine particles that are blown into the eye can damage the eye.
Symptoms Treatments
1. Pain 1. Sit the victim up
2. Excessive tearing 2. Gently hold the eyelids apart
3. Redness on the white of the eye 3. If foreign body is seen on the white of the eye,
4. Victim may blink the eyes uncontrollably flush it out with warm water or eye drops.
5. Object may protrude
If unsuccessful:
1. Pad the affected eye
2. Tell the victim not to rub the eyes
3. Page for medical assistance
Foreign bodies such as pen and knife that can penetrate the eye.
1. Protect the eye with padding around the object. Place a paper cup to stabilize the object. Secure the
paper cup with a bandage.
2. Cover the undamaged eye in order to stop movement of the damaged eye.
B.2.4.8 Fractures
A fracture is a broken or cracked bone. All fractures must be handled very carefully. Mishandling by the
unskilled may result in further damage to the surrounding tissue.
There are 2 (two) types of fracture:
CLOSED OPEN
Closed
This is a fracture where the skin surface around the damage bone is not broken.
Symptoms Treatments
1. Swelling, Pain 1. Immobilized the ends of the bone involved by used
2. Tenderness of splint, magazine, umbrella, etc.
3. Unnatural deformity 2. Use triangular bandage as a sling if injury is to
arm.
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MANUAL A Appendix B
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MANUAL A GENERAL
Open
When the wound leads from the surface of the skin to the fracture. Open fracture are serious not only
because they can result in severe external blood loss but also because bacteria can gain access to the
soft tissue and the broken bone.
Symptoms Treatments
1. Swelling, Pain 1. Immobilized the ends of the bone involved byused
2. Tenderness of splint, magazine, umbrella, etc.
3. Unnatural deformity 2. Use triangular bandage as a sling if injury is toarm.
4. Possible piercing of the skin andexposed bone. 3. Cover with sterile dressing and use directpressure
to control any bleeding.
4. Treat for shock
B.2.4.9 Head Injury

B.2.4.9.1 Compression Of Brain Tissue (Scale Wounds)
Swelling or bleeding inside the brain can put pressure on brain tissue. As a result, brain function is
severely disturbed. The victim will deteriorate and may become unconscious.
B.2.4.9.2 Skull Fracture

The skull provides a strong and protective case for the brain. A fracture of the skull can form an indented
area that presses on the brain. There is also a risk that pieces of bone may enter the brain or an infection
may occur. The victim may deteriorate and become unconscious.
Symptoms Treatments
1. Bruising or bleeding 1. Apply sterile dressing with direct pressure on the
2. Headache, dizziness wound ( do not exert too much pressure against
underlying bone due to the possible of a fracture).
3. Vomiting
2. Raise head and shoulder to control bleeding.
4. Vision impairment
3. After bleeding is controlled apply a bandage to
5. Blood or clear fluid draining out from the ears or
secure dressing in place.
nose.
4. If clear or blood-tinged fluid is seen draining from
nose or ears, do not attempt to stop the flow (could
indicate brain injury)
5. Treat for shock
B.2.4.10 Shock
When the cardiovascular system cannot supply enough blood and oxygen to the body tissues.
Shock may result from several factors including: a reduction in the volume of blood circulating due to
bleeding. Or loss of fluids due to vomiting or dehydration.
Symptoms Treatments
1. Pale, bluish skin, clammy to the touch 1. Have victim lie down and elevate any portion of
2. Fast, irregular breathing the body where blood loss orinjury is great.
3. Rapid but faint pulse 2. Maintain body heat (Do not over heat)
4. Vacant stare, pupils dilated 3. If victim is alert and responsive, slip ofwater may
be given (not to exceed ½ glassevery 15 minutes)
5. Nausea or voting may be present
4. Offer oxygen, if necessary.
6. Thirst
7. Weakness
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Appendix B
41
OPERATION
MANUAL A
GENERAL
OPERATION
MANUAL A
B.2.4.11 Sprain and Dislocation
B.2.4.11.1 Sprain
This is an injury which occurs at the joint when the

ligament and tissues around the particular joint are
suddenly wrench or torn.
Symptoms Treatments
1. Swelling, Pain 1. Rest
2. Tenderness 2. Ice compress
3. Compress bandage
4. Elevate
B.2.4.11.2 Dislocation
Dislocation occurs when a joint comes apart and stays apart with the bone end no longer in contact.
Symptoms Treatments
1. Deformity 1. Check circulation
2. Severe pain 2. Stabilise limb by using a sling.
3. Swelling 3. DO NOT try to replace the joint back into its
4. Inability to move the injured joint. position.
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B.2.5 In-Flight Medical Illness

B.2.5.1 Abdominal Pain
Abdominal pain may be diffused. It is a significant symptom that may require prompt assistance. Some
causes of abdominal pain are indigestion, appendicitis, intestinal obstruction, gastritis, renal colic,
bleeding into to abdomen, pregnancy, etc.
Symptoms Treatments
1. Fever 1. Assess location, duration, nature and severity of
2. Localized or diffused pain pain.
3. Bloated abdomen 2. Keep the victim comfortable
4. Nausea 3. If victim is vomiting, turn the victim to the left side
(if victim is lying down)
5. Vomiting (mild to severe)
4. Manage shock, if present.
6. Signs of shock
5. Monitor vital signs
6. Page for medical assistance if the pain is severe
B.2.5.2 Asthma
Is a distressing condition in which the muscle in the air passages goes into the spasm with swelling of
the mucous membrane lining.
Symptoms Treatments
1. Labor breathing 1. Passenger normally carries ownmedication.
2. Wheezing 2. Make the passenger as comfortable aspossible.
3. Anxiety
4. Possible blue/purple cast to fingernails, lips (due to
lack of oxygen)
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B.2.5.3 Convulsion
Symptoms Treatments
1. Face becomes pale, contorted 1. Do not restrain victim.
2. Eyes roll upward 2. Pad surrounding area with pillows, blankets to
3. Victims falls, body stiffens prevent injury.
4. Violent, involuntary muscle contractions (part of, or 3. Do not place any object in victim’s mouth.
entire body) 4. After convulsions cease, loosen clothing around
5. Victim may give warring cry victim’s neck.
6. Bluish color to face and lips 5. Maintain open airway.
7. Foaming at mouth or drooling 6. Prevent choking by turning victim’s head to one
side.
8. Possible loss of consciousness
7. Assist victim in taking his/her own medication.
9. Possible loss of bladder control
8. After convulsions, allow victim to rest and sleep.
9. Monitor victim throughout flight.
B.2.5.4 Deep Vain Thrombosis (DVT)
This is a condition in which a blood clot forms on the wall of a large vein, usually in the leg.
Symptoms Treatments
1. Pain, swelling, reddening and heat in the lower 1. Ascertain medical history
limb in comparison to the unaffected leg. 2. PA for medic (if aspirin is required, take from doctor’s
2. Tenderness in affected leg. kit)
3. Victim should rest with the leg in an elevated position.
4. Ensure the passenger is offer water to drink.
5. Medical assistance be requested to meet aircraft on
arrival.
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B.2.5.5 Diabetic Condition

Food and insulin will stimulate each other in the body. One without the other can cause either of the
following condition:
B.2.5.5.1 Hyperglycemia
Hyperglycemia also known as “diabetic coma”, this condition occurs when there is too much sugar in the
blood stream and the body has not produced enough insulin to carry the sugar to the cells. For people
who are under treatment for this condition, it can also be caused when not enough insulin has been
taken.
Symptoms Treatments
1. Flushed face, red lips 1. Passenger needs insulin and usually carries own medication
2. Skin is warm and dry 2. Passenger must administer own injection
3. Smell of alcohol or fruity odor on breath 3. Seek medical assistance
B.2.5.5.2 Hypoglycemia
Hypoglycemia - also known as “insulin shock”, this condition results when there is not enough sugar in
the bloodstream and when there is too much insulin being produced or the diabetic has taken too much
insulin.
Symptoms Treatments
1. Pale, ashen coloring 1. If conscious, give victim something sweet (orange
2. Cold, clammy skin juice mixed with sugar, chocolate, 7-up, etc.).
3. Excessive perspiration 2. If unconscious, dab sugar inside check or under
tongue. Do not use artificial sweeteners.
4. Anxiety
3. Seek medical assistance as soon as possible.
5. Apprehension
4. Instruct passenger to chew gum, yawn, and
6. Unconsciousness may occur
swallow and offer aspirin.
7. Pain or pressure in ears
5. If all above fail, instruct passenger to Valsalva
8. Fullness in head maneuver.
9. Difficulty hearing 6. Have passenger take in a deep breath, hold it, and
with nostrils pinched together, blow forcibly for a
few seconds before actually exhaling.
7. Apply warm towels to painful areas on forehead
and face
8. INFANT: Use pacifier or bottle and allow crying.
B.2.5.6 Emergency Childbirth

When birth is imminent and medical help is unavailable, it is important to understand the normal course
of labor and childbirth. The mother and anyone who is helping can make the birth easier and safer by
knowing exactly what is happening and how best to help.
Labor is divided into three stages:
1. FIRSTSTAGE - the womb contracts by itself to open and bring the baby down to the birth canal.
2. SECONDSTAGE - the mother pushes (bears down) with the contractions of the womb to help the
baby through the birth canal and out into the world.
3. THIRDSTAGE - the afterbirth is expelled.
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B.2.5.6.1 Preparation
Preparatory measures must be taken calmly:
1. Baby bed (basket, drawer or box). The baby needs a blanket or towel for his cover so that it does
catch cold or suffer from cold.
2. Use minor surgery set.
3. Lay down the mother on a clean floor covered with a piece of cloth, plastic or newspaper, and a piece
of cloth or towel on it.
4. Take a blanket folded three times for covering the upper part of the mother’s body.
5. Have some hot water ready.
B.2.5.6.2 Prevent Infection

All must be done cleanly to prevent infection, which could greatly endanger the mother and the child.
Persons suffering from a cold, coughs or the itch should not be allowed to assist.
1. You and your assistant must put on a mouth and nose cover.
2. Clean your nails and hands and wash them with tap water for 4 minutes.
3. Do not dry them up with cloth or the like.
4. Wash them again if they are still unclean
B.2.5.6.3 The First Stage

The baby in the womb will make a movement once every 10 to 20 minutes in a period of several hours.
1. Lumps of mucus mixed with blood will come out.
2. The mother will suffer from cramps that come every other minute and more frequently the baby
approaches its birth.
B.2.5.6.4 The Second Stage

The baby’s shroud starts to break up and water pours out (just over a glass) which mean that the baby
is on its way.
Have the mother lie down on her back. When she exerts pressure her knees must be pulled upward and
he held by both her hands. When swelling shows:
1. Roll over the mother on her left side
2. Have her knee lifted
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3. Warm up her body

4. Rest her head on a pillow
5. When the contents of the womb show movement go get out-clean the baby’s doorway
B.2.5.6.5 Moment of Birth

1. The mother should not despair, and must not hold her breath when exerting pressure.
2. Let her mouth be slightly open, and let her breathe slowly so that the baby may come slowly as well.
(Usually the baby’s head comes out first, but there are cases in which the bottoms, legs or arms
come out first).
When the baby is not its way out, DO NOT do anything except:
1. When the navel cord coils around its neck, try to uncoil it over the head or lower the coil down to its
shoulders.
2. Do not pull on the navel cord.
3. Put the baby’s head in the palm of your hand while waiting for its shoulder to come out.
4. Hold the baby at its armpits and lift it towards the mother’s abdomen.
5. Put the baby close to the mother’s legs with the head lower in position than the body.
6. Take good care that the navel cord is not pulled.
B.2.5.6.6 Anomalies
1. When the baby comes out bottoms first, do not bother.
2. When the shoulders come out, and the head has not, wait for three minutes, and then pull it out
slowly.
B.2.5.6.7 The Third Stage

1. After birth will come out of itself.
2. The mother lies on her back with both legs wide apart.
3. After birth will appear in 10 minutes or more.
4. When bleeding profusely, massage the base of the navel cord.
5. Secure the after birth for examination.
B.2.5.6.8 Nursing The Mother

1. Cleanse the mother and cover her with a towel.
2. Give her warm drink, biscuit and the like.
3. Let her sleep
4. Examine the wrist pulse and take good attention to her breathing.
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B.2.5.7 Epilepsy
Symptoms Treatments
1. Excesssive jaw and body movement. 1. Place coat and other soft items over armrest to
2. Little or no warning of attack. protect passenger from injuring him/her self.
3. Immediate loss of consciousness 2. Do not try to hold him/her still.
4. Sudden paleness of the face. 3. Keep the airway open. If teeth cannotbe
separated, part the lips to permitpassive
5. May be seen staring fixedly at objects in the
exhalation.
distance.
4. Do not give oxygen.
6. Conditions can be very brief or last forseveral
minutes. 5. Let the passenger rest after seizure.
7. Loss of urine.
B.2.5.8 Fainting
Fainting is a temporary loss of consciousness due to reduced blood flow to the brain. Victims usually
will realize in a relatively short time. It may be associated with bleeding, fear, pain, emotional shock,
prolonged standing, hunger or fatigue.
Symptoms Treatments
1. Possible loss of consciousness 1. If sitting or standing, lower victim’s head between
2. Feeling of weakness knees and instruct to breathe deeply.
3. Dizziness 2. If lying down, elevate victim’s feet.
4. Possible nausea 3. Loosen tight clothing.
5. Perspiration 4. Offer cold towels.
6. Pallor of face 5. Offer Oxygen
7. Cold, clammy face 6. Monitor for other symptoms.
8. Shallow breathing
B.2.5.9 Heart Attack

Symptoms Treatments
1. Severe crushing central chest pain radiating to 1. Administer oxygen
neck, back, lower jaw arm (commonly the left). 2. Sit the victim up slightly ( consider moving to
2. Difficulty breathing galley/door area )
3. Ashen grey color 3. Inform the flight crew
4. Cold clammy skin 4. Loosen tight clothing, open air vents, calm and
5. Tingling of fingers reassure.
6. Anxiety 5. Constantly check pulse and respirations
6. PA for medical assistance
7. Captain should divert to nearest suitable airport.
8. Have captain radio for “cardiac” ambulance tomeet
the flight.
B.2.5.10 Indigestion
Symptoms Treatments
Victim will recognize and advise (heartburn, over Offer antacid, if available, club soda or lemon-lime
indulgence). soda.
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B.2.5.11 Miscarriage (Threatened Abortion)

Symptoms Treatments
1. Abdominal pain 1. Give sanitary napkins.
2. Bleeding 2. Recline passenger and elevate hips.
3. Apply ice pack to lower abdominal area.
4. Offer oxygen.
5. Advise Captain if bleeding is excessive (more than
5 (five) saturated sanitary napkins in one hour).
6. If miscarriage, give aspirin for pain. Save fetus and
after birth in plastic bag, to be given to medical
personnel upon arrival.
B.2.5.12 Nosebleed
Symptoms Treatments
Bleeding from the nostrils. 1. Ask the passenger to tilt head slightly forward and
breathe through mouth.
2. Ask the passenger to pinch the soft part of the

nose.
3. Ask the passenger not to speak, swallow, cough,
spit or sniff because this may disturb blood clots
that may have formed in the nose
4. After 10 minutes, ask the person to release the
pressure. If the bleeding has not stopped, tell him/
her to reapply the pressure for two further periods
of 10 minutes.
5. Ask the passenger to rest quietly for a few hours.
Tell him/her to avoid exertion and, in particular,
not to blow their nose, because these actions will
disturb any clots.
B.2.5.13 Poisoning
B.2.5.13.1 Food Poisoning
Symptoms Treatments
1. Suddenly doubled up with scamps, nauseous, 1. Treat for shock.
vomiting and diarrhea. 2. Replace any large amounts of fluid lost due to
2. Headache and fever may occur. vomiting and diarrhea.
3. May causes collapse. 3. The sudden attract will clear up with complete
recovery after 3-6 hours.
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B.2.5.13.2 Poisoning
Poisoning are substances that produce harmful effects to the body. Almost any substance cab be
poisonous if taken in excessive quantity. Poison enters the body be being swallowed, inhaled, injected
or absoebed through the skin.
Symptoms Treatments
1. Open or spilled containers nearby 1. If victim is concious, stay with the victim and
2. Abdominal pain and cramps monitor condition.
3. Nausea and / or vomitting 2. If victim unconscious, position victim on the left
side, stay with the victim and monitor condition.
4. Perspiration
3. Administer oxygen, if victim has breathing
5. Burns, odour, stains around and in the mouth if
problems or is blue.
corrosive substance was swallowed
4. Save any empty containers or/ and vomitus.
6. Drowsiness or unconsciousness
7. Seizures
B.2.5.14 Severe Allergic (Anaphylatic Shock)

Allergic reaction ranges from mild to severe. When allergic reaction is sudden and massive, it is known
as anaphylactic shock. Such reaction can come from an insect bite, food, or food additive or drug.
IT IS A LIFE THREATENING SITUATION ! If untreated, anaphylactic shock can be fatal. Death from
anaphylactic shock is usually due to inability to breathe because swollen airway passages obstruct
airflow to the lungs.
Symptoms Treatments
1. Tightness of chest or wheezing 1. DRCAB
2. Shortness breath 2. Page for medical assistance.
3. Tightness and swelling of the throat 3. Manage according to signs and symptoms e.g.
4. Severe itching, burning, rashes or hives of the skin if difficulty in breathing, sit victim up and give
oxygen, if pale looking, give oxygen.
5. Swelling of face, eye, tounge and mouth
6. Blue around lips and mouth
7. Dizziness
8. Nausea and vomitung
9. Unconciousness
B.2.5.15 Stroke
Stroke, or cerebral vascular accident (CVA), occurs when the blood supply to part of the brain is disrupted,
resulting in damage to brain tissue. The damage can lead to paralysis and impaired speech or death.
A stroke is caused either by a blood clot blocking an artery (cerebral thrombosis) or by a ruptured artery
inside the brain resulting in bleeding in the brain (cerebral hemorrhage).
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Symptoms Treatments
1. Headache, dizziness 1. Maintenance open airway, give rescue breathing
2. Vomiting and CPR if indicate.
3. Difficulty breathing 2. Loosen clothing
4. Paralysis or weakness on one side of the body 3. Maintain body heart
5. Loss of bladder and bowel control 4. Side of the mouth
6. Slurring or difficulty in speaking 5. Lie victim on paralyzed side so any secretion will
drain from the side of the mouth.
7. Pupils differ in size
6. Administer oxygen, if necessary
8. Possible unconsciousness
7. Have Captain radio for ambulance to meet the
flight.
Stroke is an emergency. Every minute counts. Act FAST!

F Does one side of the face drop? Ask the person to smile.
A Is one arm weak or numb? Ask the person to raise both arms. Does one arm drift downward?
S Is speech slurred? Ask the person to repeat as simple sentence. Is the sentence repeated correctly?
T Is the person shows any of these symptoms, get to the hospital immediately
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B.2.6 Hot and Cold Condition
Your body can be damaged by exposure to extremes of heat (e.g. too much sunshine) or cold (e.g. being
out in a blizzard with too little clothing). Get first aid advice on treating a range of conditions caused by
extremes of heat and cold.
Excess heat – Learn about the effects of dehydration, sunburn, heat exhaustion and heat stroke caused
by excessive heat and the effect that heat can have on the skin (e.g. burns, scalds and heat rash).
Excess cold – Hypothermia is a potentially life-threatening condition caused by being too cold and
frostbite can also have serious consequences.
B.2.6.1 Excess Heat

B.2.6.1.1 Burns And Scalds
Burns and scalds are damage to the skin caused by heat. A burn is usually caused by dry heat, like fire,
a hot iron, or the sun. A scald is caused by wet heat, like steam or a hot cup of tea.
You need to be extra careful when treating burns. The longer the burning goes on, the more severe the
injury will be, and the longer it may take to heal. So you need to cool the burn as soon as possible.
If someone has a severe burn or scald they are likely to suffer from shock, because of the fluid loss, so
they will need urgent hospital treatment.
Symptoms Treatments
1. Red skin 1. Stop the burning getting any worse, by moving the casualty
2. Swelling away from the source of heat.
3. Blisters may form on the skin later on 2. Start cooling the burn as quickly as possible. Run it under
cool water for at least ten minutes or until the pain feels better.
4. The skin may peel
(Don’t use ice, creams or gels – they can damage tissues and
5. The skin may be white or scorched increase risk of infection).
3. Assess how bad the burn is. It is serious if it is:
a) L
arger than the size of the casualty’s handon the face,
hands or feet, ora deep burn
4. If it is serious, call 999 or 112 for emergency medical help.
5. Remove any jewelry or clothing near the burn (unless it is stuck
to it).
6. Cover the burned area with kitchen cling film or another clean,
non-fluffy material, like a clean plastic bag. This will protect from
infection.
7. If necessary, treat for shock (shock is a life-threatening
condition, not to be confused with emotional shock).
8. If you are unsure if the burn is serious then tell the person to
see a doctor.
B.2.6.1.2 Dehydration
Dehydration happens when someone loses more fluid than they take in.
Young children and older people are likely to get dehydrated more easily, so it’s especially important for
them to drink plenty of water.
Someone will normally get dehydrated after sweating a lot ‒ usually from exercise, being in hot conditions
for a long time, or having a fever.
If you lose fluids through severe diarrhea and vomiting, this can also cause dehydration.
If left untreated, someone with dehydration can develop heat exhaustion, which is more serious, so it’s
important to make sure they rehydrate themselves as soon as possible.
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Symptoms Treatments
1. Headaches and light headedness 1. Help them to sit down and give them plenty of
2. Dry mouth, eyes and lips water to drink.
3. Small amounts of dark urine 2. Giving them an oral rehydration solution to drink
will help replace salt and other minerals which
4. Muscle cramps
they’ve lost – you can buy this in sachets from any
pharmacy.
3. If they have any painful cramps, encourage them
to rest, help them stretch and massage their
muscles that hurt.
4. Keep checking how they’re feeling – if they still feel
unwell once they’re rehydrated then encourage
them to see a doctor straight away.
B.2.6.1.3 Heat Exhaustion

Heat exhaustion is caused by a loss of salt and water from the body, usually through excessive sweating.
It develops slowly and usually happens to people who aren’t used to hot, humid weather. People who are
unwell are more likely to get it, especially if they are suffering from vomiting and diarrhea.
A dangerous and common cause of heat exhaustion is when the body produces more heat than it can
cope with.
This can happen when someone takes a non-prescription drug, like ecstasy, which can stop the body
from regulating its temperature properly. If someone gets hot and sweats a lot from dancing as well, they
may get overheated and dehydrated, giving them heat exhaustion.
If treated quickly, someone suffering from heat exhaustion should start feeling better quickly. But if not
treated, they could develop heatstroke which can lead to death.
Symptoms Treatments
1. Headache 1. Help take them to a cool place and get them to lie
2. Dizziness and confusion down with their legs raised.
3. Loss of appetite and feeling sick 2. Then give them lots of water. You can also give
them a sports drink like Lucozade or an oral
4. Sweating with pale clammy skin
rehydration solution to help replace the salt and
5. Cramps in the arms, legs and stomach fluid they have lost by sweating.
6. Fast, weakening pulse and shallow breathing 3. Keep checking their breathing, pulse and level of
response.
4. Even if they recover quickly, suggest they see a
doctor.
5. If they seem to be getting worse, place them into
the recovery position and call for an ambulance
6. While waiting, keep checking their breathing, pulse
and level of response.
B.2.6.1.4 Heat Rash

Heat rash is an itchy rash of small red spots that cause a stinging or prickling feeling on the skin.
Sometimes it’s called prickly heat.
The heat rash can be anywhere on the body, but typically people get it on their face, chest, back and
thighs.
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It is caused by sweat glands becoming blocked, so people usually get the rash if they are sweating more
than usual. This could be because of hot or humid weather or because they’re wearing too many clothes,
which irritate the rash more by rubbing it. The trapped sweat irritates the skin and produces the rash.
Heat rash is not serious. It usually goes away after a few days so it doesn’t need medical treatment
Symptoms Treatments
1. Itching 1. If they have these symptoms, you can explain that
2. Rash of tiny red spots the rash is not serious but give them tips on how
to soothe the itching and avoid getting heat rash in
3. Mild swelling
the future.
4. Prickling or burning feeling
2. Suggest they take a cold bath or shower to cool
their skin and help prevent further sweating.
3. They can also buy calamine lotion or
hydrocortisone cream which will help soothe the
itching.
4. Recommend they wear loose clothing made of
cotton, as cotton doesn’t trap heat as much as
synthetic fibers, like nylon and polyester.
5. Tell them to drink plenty of water to stop them
getting dehydrated.
6. And suggest they avoid excessive heat or
humidity, by staying out of the sun and not sitting
too close to a fire or heater, for instance.
B.2.6.1.5 Heat Stroke

Heatstroke is caused by a failure of the thermostat in the brain which regulates the body temperature.
If someone has a high fever or has been exposed to heat for a long time, then their body can become
dangerously overheated.
Someone can also get heatstroke after using drugs such as ecstasy.
Sometimes, people get heatstroke after suffering from heat exhaustion. When someone gets too
dehydrated they stop sweating which means their body can’t cool down anymore, so they develop
heatstroke.
Heatstroke can develop with very little warning, causing unresponsiveness within minutes of someone
feeling unwell. Your priority is to cool them down as quickly as possible and get them to hospital.
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Symptoms Treatments
1. Headache, dizziness and discomfort 1. Quickly move them to a cool place and remove their outer
2. Restlessness and confusion clothing but ensure you maintain their dignity.
3. Hot flushed and dry skin 2. Then call for an ambulance.
4. A fast deterioration in the level of response 3. Wrap them in a cold wet sheet and keep pouring cold
water over it until their temperature falls to at least 38°C
5. A full bounding pulse
(or 100.4°F). Measure this with a thermometer under their
6. Body temperature above 40°C (104°F) tongue or under their armpit.
4. If you can’t find a sheet, fan them or sponge them down
with cold water to keep them cool.
5. Once their temperature seems to have gone back to
normal, replace the wet sheet with a dry sheet.
6. While waiting for help to arrive, keep checking their
temperature, as well as their breathing, pulse and level of
response.
7. If they start getting hot again, repeat the cooling process
to lower their temperature.
8. f they lose responsiveness at any point, open their airway,
check their breathing and prepare to treat someone who’s
become unresponsive.
B.2.6.1.6 Sunburn
Sunburn is caused by too much exposure to the sun or a sun lamp. At high altitudes, people can get
sunburnt even when it’s cloudy or snowing.
Some medicines can trigger severe sensitivity to sunlight. Sunburn can also be caused by exposure to
radioactivity, though this is extremely rare.
The best way to avoid getting sunburn is to avoid too much exposure to the sun, by covering up with
clothing or sun cream.
Most sunburn is not serious. In severe cases though, the skin can turn lobster red in color and blister.
Symptoms Treatments
1. Reddened skin 1. First, cover their skin with lightweight clothing and move them out of the
2. Pain in the area of the burn sun and into the shade, or indoors if possible.
3. Blistering 2. Encourage them to keep taking sips of cold water.
3. Cool the skin by sponging it gently with cool water, or by soaking the sore
skin in a cold bath or shower for no more than ten minutes. Repeat this if
it helps ease soreness.
4. If the burn doesn’t blister, then it is mild. Apply calamine lotion or after-sun
lotion to help soothe the skin.
5. If the burn blisters or there is other skin damage, then it is severe and
they’ll need to see a doctor.
6. Also watch out for and treat symptoms of heat exhaustion or heatstroke,
which can be life threatening.
B.2.6.2 Excess Cold

B.2.6.2.1 Frostbite
Frostbite happens when parts of the skin and other tissues freeze due to low temperatures. Frostbite
usually affects the fingers and toes as they are the parts of the body furthest from the heart.
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If someone has severe frostbite then they might permanently lose all feeling in that part of their body.
Frostbite can also lead to gangrene, when the blood vessels and soft tissues become permanently
damaged leading to death of the tissue.
Frostbite usually happens in freezing or cold and windy weather. People who cannot move around are
more likely to get it. Someone with frostbite will probably have hypothermia, so be prepared to treat them
for that as well.
Symptoms Treatments
1. Pins and needles’ to begin with 1. First, encourage them to put their hands in their armpits. Then
2. Paleness, followed by numbness help move them indoors or to somewhere warm.
3. Hardening and stiffening of the skin 2. Once inside, gently remove anything constricting like rings, gloves
or boots.
4. Change in skin color: first white,
then blotchy and blue. On recovery, 3. Next, warm the body part with your hands on your lap, or under
the skin may be red, hot, painful their armpits. Don’t rub it though because this could damage their
and blistered. If they get gangrene, skin tissue. (If there is a danger of it refreezing then don’t warm it
the tissue may become black due up yet as this can cause more damage).
to the loss of blood supply and 4. Place the body part in warm (not hot) water at around 40°C
death of the tissue. (104°F) and be careful not to put it near direct heat as this can
cause more damage. Dry it carefully and put on a light dressing,
ideally a gauze bandage from your first aid kit.
5. Once you’ve done that, help them to raise their limb to reduce
swelling, with cushions or a sling for instance.
6. Advise them to take some painkillers if they have some
(paracetamol for example).
7. Then take or send them to hospital, keeping their limb raised.
B.2.6.2.2 Hypothermia
Hypothermia happens when someone’s body temperature drops below 35°C (95°F). Normal body
temperature is around 37°C (98. 6°F).
Hypothermia can become life-threatening quickly, so it’s important to treat someone with hypothermia
straight away. Severe hypothermia, when the body temperature falls below 30°C (86°F), is often fatal.
Hypothermia is usually caused by being in a cold environment for a long time. This could be from staying
outdoors in cold conditions, falling into cold water, or from living in a poorly heated house. Elderly
people, babies, homeless people and anyone who is thin and frail or not able to move around easily are
particularly vulnerable.
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Symptoms Treatments
1. Shivering, cold, pale, and dry skin 1. If you notice any of these symptoms, you need to warm
2. Tiredness, confusion, and irrational behavior them up.
3. Slow and shallow breathing 2. If they are outside, if possible get them indoors. Cover
them with layers of blankets and warm the room to about
4. Slow and weakening pulse
25°C (77°F). Give them something warm to drink, like
soup, and high energy food, like chocolate.
3. Once they have warmed up, tell them to see a doctor as
soon as possible
4. If they lose responsiveness at any point, open their
airway, check their breathing and prepare to treat
someone who’s become unresponsive.
5. If they are outdoors and you can’t move them indoors:
a) Find something for them to lie on to protect them
from the cold ground, like heather or pine branches.
b) If their clothes are wet, change them into dry clothes,
if possible. Put them in a sleeping bag and cover
them with blankets, if available. Make sure their head
is covered too.
c) Then call 999/112 for an ambulance. If possible,
don’t leave them by themselves but stay with them
until help arrives.
d) While you wait for help to arrive, keep checking their
breathing, pulse and level of response.
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B.2.7 Bandaging
You can use a bandage to hold a dressing in place, to control bleeding, to support a limb and stop it
moving, and to raise an injured limb to reduce swelling.
There are two main types of bandage:
1. Triangular bandages: use these as large dressings, as slings to support a wrist, arm or shoulder
injury, or folded as a broad-fold bandage to stop a limb from moving.
2. Roller bandages: use these to hold dressings in place and to support injured limbs, particularly for
ankles, knees, wrists or elbows.
If you can’t find a bandage, then you can always improvise by using a piece of clothing or material. For
example, you could fold a headscarf diagonally in half to make a triangular bandage for a sling.
B.2.7.1 Triangular Bandage

This is made of a piece of cloth measuring 36” (91.5 cm) divided diagonally to form a triangle.
B.2.7.1.1 The Usage of Triangular Bandage

1. To cover and held dressing and splint and hold them in place so that they cannot shift change
position.
2. To press down the dressing and keep the wound from bleeding.
3. To hold together broken limbs (arms).
4. To limit movement or avoid change in the broken part.
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A triangular bandage may be used in three forms:

1. Entire width (all the surface) for application on breast or body.
2. Folded width
3. Narrowly folded, in which a soft padding can be inserted in between the folds.
B.2.7.1.2 Reef Knot

The reef knot is an ancient and simple binding knot used to secure a rope or line around an object. The
knot is formed by tying a left-handed overhand knot and then a right-handed overhand knot, or vice versa
How to tie a Reef Knot?
B.2.7.1.3 Arm Sling

An arm sling holds someone’s forearm in a horizontal or slightly raised position. This gives support for:
1. An injured upper arm
2. An injured wrist or forearm
3. Someone who can bend their elbow
4. Someone with a rib fracture
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How to make an arm sling?
Step 1
Support their bad arm
1. Ask the victim to support their bad arm with their other hand. Slide the
triangular bandage underneath it, with the longest edge (the base) parallel to
their body at the tip of the little finger.
2. The tip of the bandage (the point) should stick out past their elbow.
Step 2
Pull the top bit
1. Gently pull the top bit under their bad arm and around the neck to the
opposite shoulder.
2. Take the bit that’s hanging down over their arm and up to meet the other end
at their shoulder.
Step 3
Make a reef knot
Tie the ends together in a reef knot at the hollow above their collar bone and tuck
in the ends.
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Step 4
Adjust the sling
1. Adjust the sling so that it supports their arm all the way to the top of their little
finger.
2. Twist the tip by their elbow until it fits snugly around their elbow and tuck it in
or safety pin it.
Step 5
Check the circulation
Check their circulation in their fingers and keep checking every ten minutes. If it’s
too tight, loosen the bandage and sling and tie them again.
B.2.7.1.4 Elevation Sling

An elevation sling supports someone’s forearm and hand in a
raised position, with fingertips touching their shoulder.
It helps to:
1. Support the arm for an injured hand
2. Control bleeding from wounds in the forearm or hand
3. Reduce swelling
How to make an elevation sling?

1. Ask them to support their bad arm with their fingers resting on the opposite shoulder.
2. Put the triangular bandage over their chest, with one end over the good shoulder. Hold the point of
the bandage just below their elbow.
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3. Then tuck the base of the bandage under their hand, forearm and elbow.
4. Bring the bit that’s hanging down up diagonally across the back, to their shoulder.
5. Tie the ends together in a reef knot at the hollow above their collar bone and tuck in the ends.
6. Twist the tip by their elbow until it fits snugly around their elbow and tuck it in or safety pin it.
7. Check their circulation in their fingers and keep checking every ten minutes. If it’s too tight, loosen
the bandage and sling and tie them again.
B.2.7.1.5 Collar and Cuff

The collar’n’cuff offers excellent support, is comfortable to wear
and easy to apply.
The range of uses are clearly indicated and described on the outer
packaging, making further elucidation unnecessary.
One of the potential uses is demonstrated here for illustrative
purposes
B.2.7.2 Roller Bandage

The width of the bandage to be used depends on which part of the body the bandage will be applied.
The sizes of bandage:
PART OF THE BODY TO BE BANDAGED WIDTH
Finger 1 inch
Head 2 inch
Arm 2-3 inch
Leg 3-3½ inch
Breast 4-6 inch
B.2.7.2.1 Hand Bandage

This technique can be used to fix dressing and compression bandaging to the middle of the hand, the
midfoot, the ankle or the wrist. If used as a support bandage the range of movement in the ankle and
wrist joints may be limited.
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1. P
lace the start of the bandage 2. Make two circular turns around 3. Pass the bandage across the
roll on the back of the hand on the middle of the hand back of the hand towards the
the index finger in the direction wrist
of the little finger
4. Make a circular turn around the 5. Make half a circular turn around 7. Repeat this Figure-of-eight
wrist and place the bandage the middle of the hand and pattern between the wrist and
across the back of the hand pass the bandage towards the the middle of the hand. Pass
wrist. the bandage across the back of
6. If necessary fold the bandage the hand to the wrist
over at the thumb, to prevent
the tissue between the thumb
and index finger catching
8. Finish the bandage with The bandage has been correctly applied to the middle of the hand and the
a number of circular turns wrist if:
around the wrist and attach the 1. The fingers and thumb remain uncovered;
bandage to the last circular turn
2. The bandage does not exert pressure on the tissue between the
thumb and index finger;
3. In the case of a wrist injury, the wrist and part of the forearm are
covered with spiral turns
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B.2.7.2.2 Leg / Foot and Heel Bandage
This technique can be used in two ways:
1. To fix bandaging material in the case of a dressing on an
injury to the heel or instep.
2. As part of a compression bandage in the case of injuries
involving the ankle joint. In this case the heel bandage should
be combined with the midfoot/ankle bandaging technique.
The technique for bandaging the heel is the same as for the knee
and elbow. When applying the bandage, the angle between the
foot and the lower leg should be 90°.
B.2.7.2.3 Elbow Bandage

The bandage should not exert pressure on the tissue, to ensure
the superficial blood vessels and nerves are not disturbed. Only
use bandages made of non-stretch material.
The only exception to this rule is the use of an elastic fixing
bandage to fix a wound dressing; the limited elasticity of this
bandage means the pressure on the tissue will be limited. The
bandaging technique for the elbow is identical to that for the knee.
The only difference is that the elbow should be held at an angle of
about 100°.
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B.2.7.2.4 Knee Bandage
1. Bend the knee until it is at an 3. Apply two circular turns around 5. Bring the bandage back down
angle of 120°. the knee, going over the knee to the back of the knee
2. Place the bandage across the cap and around the back of the 6. In the same way, make a turn
knee cap knee. around the lower leg.
4. From the back of the knee,
apply a turn around the upper
leg
7. Repeat these Figure-of-eight The knee bandage has been

turns. On the flexor side of correctly applied if:
the knee the successive turns 1. The angle of the bandaged
should cover about two thirds of knee is 120˚;
the width of the previous turns.
2. The turns on the flexor side,
On the extensor side, all turns
with the exception of the
should pass across the back of
circular turns, fan outwards and
the knee.
each turn covers two thirds of
8. Finish the bandaging with two the width of the previous turn;
circular turns around the lower
3. The turns on the extensor side,
leg. Fix the end of the roller
with the exception of the last
bandage on the last circular
two circular turns, run along the
turn.
back of the knee.
B.2.7.2.5 Shoulder Bandage

Compression wraps are recommended for non-serious shoulder injuries. Wrapping the shoulder in a
compression bandage may help it heal by promoting blood flow, which allows nutrients vital to recovery
to access damaged tissues effectively, and maintains cell health during regeneration. Compression
wraps also help prevent further injury by immobilizing the shoulder.
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1. Stand facing the individual who will be wrapping the shoulder.
Wrap elastic bandage around top of the bicep two times,
creating an anchor. Pull moderately tight but do not take the
stretch out of the bandage.
2. Wrap underneath the armpit, over the top of the shoulder and
across the chest, pulling tightly. Follow the wrap underneath
the unaffected armpit and across the back and pull tightly over
the shoulder, loop underneath the affected armpit and over
the shoulder again, back across the chest.
3. Overlap the bandage at least one-half width of the previous
pattern. Repeat the pattern until the elastic bandage runs out.
4. Tape the finished end of the elastic wrap and follow the
pattern back. Tape around the anchor on the arm for an extra
support wrap. The spica should resemble a figure-8 pattern.
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B.2.8 Transporting Victim

B.2.8.1 How To Carry A Patient
1. Paraplegic Passenger (Non-Ambulatory)

One who has paralysis involving the legs and to some extent all or part of the trunk. Some paraplegic
has developed their upper body so that they have capabilities beyond many normal persons. Some
may have attended special classes conducted by rehabilitation hospitals to prepare them for flying.
Do not hesitate to consult them.
If a passenger requires assistance during an evacuation, from the back reach under the arms and
grasp the wrists, then stand up raising the passengers so that only his heels touches the floor and
drag towards the exit.
2. Hemiplegic Passenger (Non-Ambulatory)

One who has paralysis on either the left or right side of his body. The paralyzed side of his body
pushes or leads the functional side. At times he may have a slight balance problem. More than likely,
the Hemiplegics will be able to evacuate alone when properly briefed.
3. Blind Passenger (Ambulatory)

One who has lost the use of sight but is easily mobile if led by someone. He/she should be briefed on
how far he is from the exits in his area. Usually the number of seat rows between his seat and the exit
or the distance from the bulkhead is a good way to communicate the distance and location to him.
A walk from his seat to the exit will generally provide confidence. Describe the width, shape, height
of the door and of the need to jump outwards onto the escape slides.
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4. Deaf and/or Dumb Passengers (Ambulatory)
Needs very little help, once you learn how they communicate: by lip reading, sign or written language.
You should explain the need to observe a crew member during takeoff and landing for signals to
brace and to evacuate. If unable to see a crew member advises them to observe other passengers
bracing, unfastening seat belts and evacuating. Also point out the floor and ceiling exit lights near
them and indicate that the lights will illuminate if evacuation is required.
5. Passenger With Walking Aids (Could Be Ambulatory or Non-Ambulatory)

These are passengers that require aids like canes,
crutches and other types of walkers. They must be
advised that these aids are not to be used when an
emergency evacuation is necessary. These items will
pose a hazard to other evacuees.
The passengers can be evacuated without their walking
aids by placing their hands on top of the seatbacks and
move to the exits. Inform them that crew-members or
selected passengers will assist them in their evacuation
and cautioned about the danger of moving into the aisle
with the mainstream of rapidly evacuating passengers.
B.2.8.2 Evacuation of Non-Ambulatory Passenger

In an emergency evacuation of non-ambulatory passengers via the escape slides, the crew or able
bodied passenger should sit behind the non-ambulatory passenger, secure him with your arms around
the chest area if the passenger is paralyzed from waist downward or secure your arms around the
passenger armpits and grasp his shoulders and slide down. Ensure his hands are placed on his knees
to prevent his arms from friction burns.
B.2.8.3 Categorization of Handicapped Passengers and Their Evacuation

Quadriplegic Passenger (Non-Ambulatory)
One who has paralysis from the neck or shoulder area down and cannot evacuate alone.
1. He/she may be on a stretcher but generally is on a wheelchair. The quadriplegic may be totally limp
unless in a body cast and cannot be given any muscle support for movement.
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2. Getting the quadriplegic out of the passenger seat is usually easier with the seat back reclined.
3. If required to evacuate a quadriplegic alone, grip around the lower chest to prevent shoulder
dislocation and drag to the exit. With two able bodied persons, the quadriplegic can be moved to the
exit with one person gripping him around the lower chest area and the other person lifting the legs
and feet.
4. Some quadriplegic may have certain areas of the body which provide better lift, enquire about this
during the briefing.
B.2.8.4 Lift and Carry

B.2.8.4.1 One Rescuer
1. Ankle Pull
The ankle pull is the fastest method for moving a victim a
short distance over a smooth surface. This is not a preferred
method of patient movement.
1. Grasp the victim by both ankles or by pant cuffs.
2. Pull with your legs, not your back.
3. Keep your back as straight as possible.
4. Try to keep the pull as straight and in-line as possible.
5. Keep aware that the head is unsupported and may
bounce over bumps and surface imperfections.
2. Shoulder Pull
The shoulder pull is preferred to the ankle pull. It supports the
head of the victim. The negative is that it requires the rescuer
to bend over at the waist while pulling.
1. Grasp the victim by the clothing under the shoulders.
2. Keep your arms on both sides of the head.
3. Support the head.
3. Blanket Pull
This is the preferred method for dragging a victim.
1. Place the victim on the blanket by using the “logroll” or
the three-person lift.
2. The victim is placed with the head approximately 2 feet
from one corner of the blanket.
3. Wrap the blanket corners around the victim.
4. Keep your back as straight as possible.
5. Use your legs, not your back.
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4. One-Person Lift
This only works with a child or a very light person.
1. Place your arms under the victim’s knees and around
their back.
5. Firefighter Carry
This technique is for carrying a victim longer distances. It
is very difficult to get the person up to this position from the
ground. Getting the victim into position requires a very strong
rescuer or an assistant.
1. The victim is carried over one shoulder.
2. The rescuer’s arm, on the side that the victim is being
carried, is wrapped across the victim’s legs and grasps
the victim’s opposite arm.
6. Pack-Strap Carry
When injuries make the firefighter carry unsafe, this method is
better for longer distances than the one-person lift.
1. Place both the victim’s arms over your shoulders.
2. Cross the victim’s arms, grasping the victim’s opposite
wrist.
3. Pull the arms close to your chest.
4. Squat slightly and drive your hips into the victim while
bending slightly at the waist.
5. Balance the load on your hips and support the victim with
your legs.
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B.2.8.4.2 Two Rescures

1. Human Crutch / Two-Person Drag
For the conscious victim, this carry allows the victim to swing
their leg using the rescuers as a pair of crutches. For the
unconscious victim, it is a quick and easy way to move a
victim out of immediate danger.
1. Start with the victim on the ground.
2. Both rescuers stand on either side of the victim’s chest.
3. The rescuer’s hand nearest the feet grabs the victim’s
wrist on their side of the victim.
4. The rescuer’s other hand grasps the clothing of the
shoulder nearest them.
5. Pulling and lifting the victim’s arms, the rescuers bring the victim into a sitting position.
6. The conscious victim will then stand with rescuer assistance.
7. The rescuers place their hands around the victim’s waist.
8. For the unconscious victim, the rescuers will grasp the belt or waistband of the victim’s clothing.
9. The rescuers will then squat down.
10. Place the victim’s arms over their shoulders so that they end up facing the same direction as the victim.
11. Then, using their legs, they stand with the victim.
12. The rescuers then move out, dragging the victim’s legs behind.
2. Four-Handed Seat
This technique is for carrying conscious and alert victim’s moderate distances. The victim must be able to
stand unsupported and hold themselves upright during transport.
1. Position the hands as indicted in the graphic.
2. Lower the seat and allow the victim to sit.
3. Lower the seat using your legs, not your back.
4. When the victim is in place, stand using your legs, keeping your back straight.
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3. Two-handed Seat
This technique is for carrying a victim longer distances.
This technique can support an unconscious victim.
1. Pick up the victim by having both rescuers squat down on
either side if the victim.
2. Reach under the victim’s shoulders and under their
knees.
3. Grasp the other rescuer’s wrists.
4. From the squat, with good lifting technique, stand.
5. Walk in the direction that the victim is facing.
4. Chair Carry
This is a good method for carrying victims up and down stairs
or through narrow or uneven areas.
Note: the chair used should be a sturdy one. Don’t use

aluminum beach chairs, resin patio chairs, swivel chairs, or
lightweight folding chairs.
REMEMBER: Chairs with wheels can be used to roll the

victim, but should not be used for a carry.
1. Pick the victim up and place them or have them sit in a chair.
2. The rescuer at the head grasps the chair from the sides of the back, palms in.
3. The rescuer at the head then tilts the chair back onto its rear legs.
4. For short distances or stairwells, the second rescuer should face in and grasp the chair legs.
5. For longer distances, the second rescuer should separate the victim’s legs, back into the chair and, on
the command of the rescuer at the head, both rescuers stand using their legs.
5. Improvised Stretcher
This technique requires two poles/pipes strong enough to
support the victim’s weight and at least two shirts.
REMEMBER: Rescuers should not give up clothing if,

for any reason, this might affect their health, welfare, or
reduce their effectiveness.
1. While the first rescuer is grasping the litter poles, the
second rescuer pulls the shirt off the head of rescuer one.
2. All buttons should be buttoned with the possible exception
of the collar and cuffs.
3. The rescuers then reverse the procedure and switch
sides.
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6. Blanket Stretcher
This technique requires two poles and a blanket.
1. Place the blanket down on the ground.
2. Place one pole approx. 1 foot from the middle of the
blanket.
3. Fold the short end of the blanket over the first pole.
4. Place the second pole approx. 2 feet from the first (this
distance may vary with victim or blanket size).
5. Fold both halves of the blanket over the second pole.
B.2.8.4.3 Three Rescuers

1. Hammock Carry
Three or more rescuers get on both sides of the victim. The
strongest member is on the side with the fewest rescuers.
1. Reach under the victim and grasp one wrist on the

opposite rescuer.
2. The rescuers on the ends will only be able to grasp one
wrist on the opposite rescuer.
3. The rescuers with only one wrist grasped will use their
free hands to support the victim’s head and feet/legs.
4. The rescuers will then squat and lift the victim on the
command of the person nearest the head, remembering
to use proper lifting techniques.
2. Three-Person Carry or Stretcher Lift

This technique is for lifting patients onto a bed or stretcher, or
for transporting them short distances.
1. Each person kneels on the knee nearest the victim’s feet.
2. On the command of the person at the head, the rescuers
lift the victim up and rest the victim on their knees.
If the patient is being placed on a low stretcher or litter

basket:
On the command of the person at the head, the patient is

placed down on the litter/stretcher.
If the victim is to be placed on a high gurney/bed or to be

carried:
At this point, the rescuers will rotate the victims that the
victim is facing the rescuers, resting against the rescuers’
chests.
3. On the command of the person at the head, all the

rescuers will stand.
4. To walk, all rescuers will start out on the same foot,
walking in a line abreast.
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B.3 Kind of Emergency Equipment
B.3.1 Asbestos Glove
General
Is hand protection from burns when fighting the fire.
Preflight Check
Proper location
Usage
Wear the gloves when fighting a fire to protect hands from burns.
B.3.2 Crash Axe
General
Each airplanes must be equipped with a crash axe (CASR 121.309 (d)).
Preflight Check
1. Proper location (in the cockpit)
2. Secure in bracket
Usage
The crash axe can be used to gain access to fight a fire or cut through the fuselage to provide an escape
route.
Note: The handle of the crash axe is insulated to withstand 20.000 volts to protect the user from electrical shock
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B.3.3 Emergency Locator Transmitter

No person may conduct a flag or supplemental operation over an uninhabited area or any other area that
the Director General specifies required equipment for search and rescue in case of an emergency such
as approved survival type emergency locator transmitters.
B.3.3.1 Emergency Locator Transmitter (ELT) S06
General
1. The Beacon color is yellow case and orange float foam with 8 meters long lanyard.
2. High energy batteries autonomy will greater than 48 hours at temperature – 20 degrees Celsius. The
operating frequencies are 121.5 MHz, 243 MHz and 406.025 MHz.
Preflight Check
1. Proper location
3. Validity date
4. In “OFF” position
Usage
Beacon activation:
1. Pull the switch and slide it to the ON position
2. The indicator light and the aural indicator indicate beacon activation. The beacon began a self test,
the indicator light comes on while 100 seconds then blinks while 50 seconds. After this the beacon
will enter in real distress mode.
3. P
lace the beacon upright in an obstacle-free area. If on lake or at sea, attach the beacon to the life
raft by means of the lanyard and allow it float.
Beacon shutdown:
Beacon shutdown by pulling the beacon’s TEST/OFF/ON toggle switch and sliding it to OFF.
Beacon self test:

1. Place the beacon’s switch in TEST position for 10 to 20 seconds.
2. Check that the indicator light comes on and the beacon’s buzzer sounds for 10 seconds.
3. Release the switch to off position.
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B.3.3.2 ELT ADT 406S
General
1. The ELT ADT 406S is the “SURVIVAL” model within the ADT406 family. This model is intended to
be installed in the A/C cabin, removed and activated by the crewmember after a crash or distress
condition. It could be used at sea or on ground.
2. The ADT 406S incorporates a flotation device, flexible antenna entirely compatible with Cospat /
Sarsat specifications.
3. Color mainly in orange for compliance with the international distress signal. A high energy battery, life
duration for 24 hours on 406.028 MHz and greater than 48 hours on 121.5 and 243 MHz.
Preflight Check
1. Proper location
3. Validity date
4. The toggle switch is in the “OFF” position.
Usage
Operation in the water
1. Unwind the lanyard beginning with the snap hook.
2. Connect the snap hook with the lanyard securely to the raft.
3. Activate the beacon by switching the beacon’s switch to the ARMED position. The beacon will be
activated automatically by water contact. The red LED goes on steady state and indicates that the
beacon works.
4. To improve the transmission power, pull out the antenna into upright position.
Operation on the land

1. Look for an area clear of obstructions such as trees.
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2. Choose the highest point for best transmission.

3. Activate the beacon by switching the beacon’s switch to the ON position.
4. The red LED indicates that the beacon works.
5. To improve the transmission power, pull out the antenna into upright position.
6. Place the beacon at the previously chosen place.
B.3.3.3 Emergency Locator Transmitter RESCU 406(S)
General
1. A water-activated survival ELT.
2. Provides a horning signal, when activated.
3. Stimultaneously transmits a swept-tone modulated signal on both the civil and military international
aeronautical distress frequencies ant 121,5 MHz and 243 MHz as well as a pulsed digital signal on
COSPAS-SARSAT frequency at 406,025 MHz.
4. To activates the battery immersion in salt-water (the electrolyte) is required.
5. This ELT is fitted with a cord assembly and yoke cable. The cord assembly consist of a 60 feet (18,3
m).
Preflight Check
1. Proper location
3. Validity date
Usage
Operating Life:
1. 121,5 MHz and 243 MHz ........ 50 hours (minimum) in salt-water
2. 406,025 MHz .......................... 24 hours (minimum) in salt-water
3. Transmitter Activation ............. Automatic by immersion in water
On land:
1. Open quick release clamps of stowage bracket and remove RESCU 406(S) ELT.
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2. Move RESCU 406(S) ELT to an area clear of obstructions, such as dense forest; and select highest
point for best transmission.
WARNING!
HOLD RESCU 406(S) ELT SO THAT ANTENNA IS POSITIONED AWAY FROM ALL PERSONNEL
AND OBSTRUCTIONS DURING ANTENNA ERECTION.
3. With hand over antenna, break tape holding antenna and allow antenna to erect.
4. Break tape holding cord wound on red card and pull clear of RESCU 406(S) ELT.
5. Unroll plastic bag under cord. Remove pouch of salt from plasctic bag, retain.
6. In plastic bag, break open one pouch of salt provided and mix with ½ bag of water, weak tea or weak
coffee.
7. Slowly insert lower end of RESCU 406(S) ELT into plastic bag with mixed salt solution.
8. Make sure the solution covers the two vent holes located at side of RESCU 406(S) ELT at all times.
Hold RESCU 406(S) ELT so that the liquid does not spill and the antenna is vertical to ensure
maximum radiation.
9. Crouch below the level of the antenna base (top of unit housing) or stand clear of antenna for best
transmission.
On water:
1. Open quick release clamps of stowage bracket and remove RESCU 406(S) ELT.
2. Unroll free and of cord at top of RESCU 406(S) ELT.
3. Tie cord securely to suitable tethering point of the life raft.
4. Place RESCU 406(S) ELT in sea water beside life raft.
5. The RESCU 406(S) ELT will operate automatically in a few seconds and will drift out to end of 60 ft
(18,3 m) cord.
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B.3.3.4 Emergency Locator Transmitter RESCU 406(SE)
General
1. Activated automatically upon contact with water (through a water sensor) or manually through a
four-position switch at the bottom of the unit; Transmit (XMT), Off (OFF), Armed (ARM), and Self-test
(TEST)
2. The ELT has a switch module which consists of a four-position switch and a water sensor.
3. Transmits three emergency signals at 121.5 MHz, 243.0 MHz and 406.028 MHz.
4. Once activated, the ELT transmits bursts of digitally encoded 406 MHz signals and continuous
121.5/243.0 MHz signals.
5. The battery has sufficient capacity to power the ELT beyond the minimum 50 hours required, and
provide a service life of 10 years.
Preflight Check
1. Proper location
3. Validity date
4. Switch in “OFF” position
Usage
In Water (fresh or salt)
1. Unroll free end of cord at top of ELT.
2. Tie cord securely to raft.
3. Make sure the switch knob located at the bottom of ELT is showing “ARM”.
4. To activate the ELT
a) Deploy antenna either by inserting the unit in the water OR by breaking the tape holding the
antenna allowing the antenna to point upward.
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b) Place the ELT in water.
c) ELT activation is indicated by a continuously flashing light at the base of the antenna.
On Land:
1. With hand over antenna, break tape holding antenna and allow antenna to deploy to upward position.
2. To activate the ELT
a) Rotate the switch knob located at the bottom of ELT to the “XMT” (Transmit) position.
b) Secure the ELT in a clear location in the upright position (antenna should point upwards).
c) ELT activation is indicated by a continuously flashing lihht at the base of the antenna.
To Deactivate:
Rotate the switch knob located at the bottom of ELT to the “OFF” position.
B.3.3.5 Portable Locator Beacon Kannad 406 AS

General
Transmit distress signals on three frequencies; 121,5 Mhz and 243 Mhz and 406 Mhz.
Preflight Check
1. Proper location
3. Validity date
4. Switch in “ARM” position
Usage
On Land:
1. Look for an area clear of obstruction such as trees.
2. Choose the highest point for best transmission.
3. Carefully pull the antenna from the opening and position the antenna.
4. Activate the beacon by switching the beacon’s ARM/OFF/ON sw 3-POSITION-SWITCH to the ON
position. This switch is placed on the front face of the electronic assy.
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5. Place the beacon.

Note: The emergency radio beacon operates automatically in a few seconds.
6. Check if the buzzer operates and the red LED flashes.
On Water:
1. Unwind the lanyard beginning with the snap hook.
2. Connect the snap hook with the lanyard securely to the raft.
3. Carefully pull the antenna from the opening and position the antenna.
4. Put the emergency radio beacon into the water.
Note: The emergency radio beacon operates automatically in a few seconds and drifts out to the end of the
lanyard.
5. Check if the buzzer operates and the red LED flashes.
B.3.4 First Aid Kit and Emergency Medical Kit

B.3.4.1 First Aid Kit
General
Approved first-aid kits must be readily accessible to the crew, stored securely, and kept free from dust,
moisture, and damaging temperatures.
Contents Quantity
Adhesive bandage compresses, 1-inch 16
Antiseptic swabs 20
Ammonia inhalants 10
Bandage compresses, 4-inch 8
Triangular bandage compresses, 40-inch 5
Arm splint, non-inflatable 1
Leg splint, non-inflatable 1
Roller bandage, 4-inch 4
Adhesive tape, 1-inch standard roll 2
Bandage scissors 1
Note: Arm and leg splints which do not fit within a first-aid kit may be stowed in a readily accessible location that is
as near as practicable to the kit.
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Preflight Check Item
1. Proper location
3. Validity date
No. of Passenger Seats No. of First Aid Kits
0 – 50 1
51 – 150 2
151 – 250 3
More than 250 4
Usage
1. Break the seal
2. See basic instruction for proper use of the First Aid Kit found inside the box
Note: This kit is effective only in administering first aid for minor injuries. Seek the aid of a physician or medically
trained person in case of any serious condition including severe bleeding, shock, asphyxiation, stroke, heart attack,
chocking, and childbirth.
B.3.4.2 Emergency Medical Kit

General
In airplane for which a Cabin Crew is required, an Emergency Medical Kit shall provide on the aircraft.
Refer to CASR 121 Appendix A - FIRST AID KITS and EMERGENCY MEDICAL KITS (b).
Preflight Check
1. Proper location
3. Validity date
4. Seal not broken
Usage
1. Used by Doctor or qualified medical personnel.
2. See basic instruction for proper use of the Emergency Medical Kit found inside the box.
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Standard of Emergency Medical Kits

Nbr. Name Quantity Unit
A. Mandatory Drugs and Health Apparatus
1 Dextrose 40% inj. 25 ml 4 Flacons
2 Epinephrine 1 mg/ml inj. 1 ml 4 Ampoules
3 Isosorbide Dinitrate 5 mg 20 Tablets
4 Ikadryl 10 mg/ml 2 Vials
5 Blood pressure meter aneroid 1 Piece
6 Statoscope 2 Pieces
7 Disposable syringe 1.0 ml 4 Pieces
10 Disposable syringe 10.0 ml 1 Piece
11 Oropharingeal Airway tube adolescent 2 Pieces
12 Oropharingeal Airway tube adult 2 Pieces
13 Oropharingeal Airway tube infant 2 Pieces
14 Tourniquet 1 Piece
15 Saline solution 500 ml 1 Bottle
16 Tubing with 2 Y connectors 1 Piece
B. Non Mandatory Drugs
1 Bricasma inj. 2 ml 1 Ampoules
2 Aqua pro inj. 25 ml 1 Vials
3 Ascardia 80 mg 10 Tablets
4 Atropine sulfas 0.25 mg/ml inj. 1 ml 2 Ampoules
5 Betadine solution 10% 30 ml 1 Bottle
6 Cortisone acetate 25 mg/ml inj. 10 ml 1 Vials
7 Etason (dexamethason) 5 mg/ml inj. 1 ml 2 Ampoules
8 Valdimex 10 mg/ml inj. 2 ml 2 Ampoules
9 Lidocaine 20 mg/ml inj. 2 ml 2 Ampoules
10 Mefenamic acid 500 mg 10 Tablets
11 Methergin 0.125 mg 4 Tablets
12 Novalgin 500 mg/ml 2 ml 2 Ampoules
13 Piralen 5 mg/ml 2 ml 2 Ampoules
14 Polacel 10 Tablets
15 Scopamin plus 10 Tablets
16 Ventolin 100 mcg/puff inhaler 200 doses 1 Can
17 Norvask 10 mg 10 Tablets
C. Mandatory Health Apparatus
1 Alcohol swabs 5 Sheets
2 Battery flash 1 Piece
3 Hansaplast bandage 10 Sheets
Minor surgery (duk berlubang, scalpel, bisturi no. 10 steril, umbilical
4 clamps, arteri clamps, scissors, needle holder, benang monofilament 1 Set
nylon 6.0, benang absorbable 3.0)
5 Gloves sterile no. 7 1 Set
6 Gloves sterile no. 8 1 Set
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7 Surgical face masker 3 ply earloop 2 Pieces
8 Thermometer digital non mercury 1 Piece
9 Ampul bag 1 Piece
10 Scissor 1 Piece
11 Box emergency kit 1 Box
12 Certification, instruction and report form (4 sheets), inform concern
B.3.5 Flashlight
No person may operate a passenger-carrying airplane unless it is equipped with flashlight stowage
provisions accessible from each cabin crew seat (CASR 121.310 (l)).
B.3.5.1 Astronics EF-1

General
1. The EF-1 is a water proof, high intensity flashlight
2. The EF-1 is intended for use when a portable emergency light source is needed
3. The duration of the flashlight is up to 4 hours.
Preflight Check
1. Proper location
3. Frangible Plastic Seal not broken (if available).
4. Battery indicator red light should flash a minimum of once every 10 seconds.
Usage
Remove from the retention bracket.
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B.3.5.2 Astronics Air Lite 1E

General
1. The new Airlite 1E is constructed with ABS flame retardant material, water resistant and floats beam-
up.
2. The duration of the flashlight is up to 4 hours.
Preflight Check
1. Proper location
3. Validity date
4. Seal not broken (if available)
5. Press the “Push to Test Button”
6. By initiating the Push to Test monitoring system a normal battery level will produce (1) green flash on
the LED. If the LED produces (1) red flash, battery replacement is indicated. The LED monitor will
emit a red flash every 10 seconds when the battery level has reached its end of life.
Usage
Activation is automatic when the flashlight is removed from the retention bracket and deactivated when
re-installed.
B.3.6 Hand Fire Extinguisher

No person may operate an airplane unless it is equipped with Hand fire extinguishers for crew, passenger,
cargo, and galley compartments. Hand fire extinguishers of an approved type must be provided for use
in crew, passenger, cargo, and galley compartments (CASR 121.309 (c)).
B.3.6.1 Kidde (Halon)

General
1. It has a RED colored bottle with BLACK handle and discharge nozzle.
2. Most effective on class B or C fire, but it may be used on class ‘A’ fire. It is not as effective as water
on class ‘A’ fire as it lacks saturating power.
3. Approximately 6 ft (1,8 m) in range.
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4. Approximately 8 - 10 seconds in duration.
Note: The picture on left shows that the halon need to be recharged.
Preflight Check
1. Proper location
3. Validity date
4. Seal not broken (if available).
5. Pressure gauge shows “green band”
Usage
1. Hold the extinguisher upright
2. Pull the safety pin
3. Aim to the base of the fire
4. Squeeze both handle together
5. Sweeping motion side to side
Precaution
1. Some toxic vapors may be created during the extinguishing process, so protective-breathing
equipment should be used if in a confined area.
2. The flame may flare when the extinguishing agent comes in contact with the fire.
3. Partial discharge may cause pressure loss in the cylinder.
B.3.6.2 Air Total (Halon)

General
1. This bottle is containing Halon 1211 with approx 1.992 kg of weight and pressure 11 bars.
2. Most effective on class B or class C fire, though it may be used on class ‘A’ fire.
3. Approximately 6 ft (1,8 m) in range
4. Approximately 7 – 10 seconds in duration
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Preflight Check
1. Proper location
3. Validity date
4. Wire seal is not broken
5. Pressure gauge registers in the “green” area
Usage
1. Lift carrying handle
2. Hold the bottle upright
3. Press down the safety guard in order to break the wire seal
4. Aim at base of fire
5. Depress the trigger
6. Sweeping motion, side to side
B.3.6.3 BCF
General
1. This BCF (Bromochlorodifluoromethane) Fire Extinguisher may RED or GREEN in color.
2. Some brands are equipped with a pressure gauge.
3. Continuous use of the extinguisher in a confined space may produce toxic fumes and a white smoke
which may reduce visibility in the area.
4. Approximately 4 - 6 ft (1,2 - 1,8 m) in range.
5. Approximately 14 seconds in duration.
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Preflight Check
1. Proper location
2. Secure in brackets
3. Validity date
4. Red “FULL” indicator disc is in position
5. Pressure gauge shows “green band” (if available)
Usage
1. Hold extinguisher upright.
2. Push up on red safety catch to unlock.
3. Aim at base of fire
4. Squeeze the trigger.
B.3.6.4 Kidde H2O

General
1. The H2O Fire Extinguisher is GREY or BLUE in color.
2. A CO2 cartridge is fitted in the grip. Twisting the grip causes the cartridge to be puncture by a hollow
pin. The pressure is fed to the bottle and the water charge is expelled via the nozzle when the valve
is depressed.
3. Effective for Class ‘A’ fire only.
4. Approximately 12 feet (3,6 meter) in range.
5. Approximately 30 seconds in duration.
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Preflight Check
1. Proper location
3. Validity date
4. Wire seal through the handle is intact.
5. Check hole in handle to verify cartridge is inside.
Usage
1. Hold the bottle upright
2. Turn the handle clockwise to break seal and puncture the CO2 cartridge.
3. Aim at the base of flame
4. Press the trigger.
5. Sweeping motion, side to side.
Note: If necessary, redirect spray with your thumb over nozzle. May be used in a squirting motion.
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B.3.6.5 P3 Hafex
General
1. Approximately 1,5 – 2 m in range.
2. Approximately 9 – 10 seconds in duration
Preflight Check
1. Proper location
3. Validity date
4. Red safety-pin with yellow seal intact
5. Pressure gauge shows “green band” (if available)
Usage
1. Hold extinguisher upright.
2. Pull the safety pin.
3. Aim at base of fire.
4. Squeeze the trigger.
B.3.7 Life Vest

The life vest only to be inflated at doorway just before leaving the aircraft during a ditching evacuation.
Normally, life vest for passenger is in yellow color and for crewmember is in orange or red color and
made up of one or two separate buoyancy chamber(s), which inflated by one or two carbon dioxide
(CO2) cartridges, one for each chamber.
Two mouthpieces can be used for topping-up and deflation. To attract attention of rescuers, a whistle and
a water-activated light unit are attached to the life vest. The light assembly is activated when the battery
is immersed in water.
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Table of Expiry Date

Color of Coin Year of Expired
Red (R) 2011 2018 2025 2032
White (W) 2012 2019 2026 2033
Blue (B) 2013 2020 2027 2034
Yellow (Y) 2014 2021 2028 2035
Green (G) 2015 2022 2029 2036
Purple (P) 2016 2023 2030 2037
Orange (O) 2017 2024 2031 2038
Note: Table above is applicable for adult, infant and crew life vest.
Preflight Check
1. Proper location
2. Validity date (see the color of plastic coin)
3. Check the amount (for Inf. Life vest min 10% from seat capacity)
B.3.7.1 Adult / Child Life Vest

Passengers’ life jackets are normally in yellow color and a different color for the crew.
Crew Life Vest Passenger Life Vest with Backstrap Passenger Life Vest without
Backstrap
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OPERATION
MANUAL A
Usage (With Back Strap)
1 2 3 4
Put the life vest on Fasten straps. Pull the To inflate the vest, pull Life vest can also be
through the neck opening end of the straps to both tabs firmly inflated by blowing into
tighten the tubes
Usage (Without Back Strap)
1 2 3 4
Put the life vest on Fasten straps. Pull the To inflate the vest, pull Life vest can also be
through the neck opening end of the straps to both tabs firmly inflated by blowing into
tighten the tubes
B.3.7.1.1 Crew Life Vest

Preflight Check
1. Proper location
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Usage
1. Put the lifevest on through the neck opening (1)
2. Fasten straps (2 and 3)
3. Pull the end of the straps to tighten (4)
4. To inflate the vest, pull both red tabs firmly (5)
5. Life vest can also be inflated by blowing into the tubes (6)
B.3.7.1.2 Passenger Life Vest

Preflight Check
1. Proper location
Usage
1. Put the lifevest on through the neck opening (1)
2. Fasten straps (2 and 3)
3. Pull the end of the straps to tighten (4)
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4. To inflate the vest, pull both red tabs firmly (5)
5. Life vest can also be inflated by blowing into the tubes (6)
B.3.7.2 Infant Life Vest

General
1. These life vest are intended for use by infant. However, if insufficient infant life vest are carried to
meet the requirements, child or adult life vest may be used if necessary.
2. Infant life vests also provided by a water-activated light / survival locator light.
3. During normal operation, infant life vests are to be issued to passengers with infants. The life vest
should be placed in front of the infant and should be returned for stowage at the end of the flight.
4. Prior to an emergency landing, infants should have their life vests inflated immediately after fitting.
Usage
1 2 3 4
Place over head Place one leg over Buckle belt around waist Pull red tabs to inflate
harness loop-pull snug, and tighten
but not tight
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B.3.8 Megaphone
Each passenger-carrying airplane must have a portable battery powered megaphone or megaphones
readily accessible to the crewmembers assigned (CASR 121.309 (e)).
Megaphone is to be used for giving instruction(s), to direct and assemble passengers away from the
aircraft during evacuation.
B.3.8.1 ACR
General
1. A siren, incorporated into the megaphone, is automatically activated by unplugging the alarm plug
pin.
2. A long lanyard with an alarm plug pin is supplied with the megaphone for use as an anti-theft alarm
(optional).
3. Squeezing the handle automatically stops the siren, and the megaphone is ready for use. Re-insert
the alarm pin so that alarm will not be reactivated when pressure on the handle is removed.
Preflight Check
1. Proper location
3. Battery check:
a) Visual : When megaphone is activated by squeezing the handle, a green LED indication means
the remaining battery capacity is greater than 50% of initial capacity.
b) Audible : When megaphone is activated by squeezing the handle, a chirp heard in the speaker
means the remaining battery capacity is greater than 50% of initial capacity.
Usage
1. Aim megaphone upward angle.
2. Hold the megaphone in one hand.
3. Hold close to lips and speak into the mouthpiece.
4. Squeeze the handle
5. Adjust the volume control knob
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OPERATION
MANUAL A
B.3.8.2 Federal Signal
Preflight Check
1. Proper location
3. Depress button to test batteries, listen for clicking sound.
Usage
1. Aim megaphone upward angle
2. Depress button and hold in
3. Hold close to lips and speak into the mouthpiece
B.3.9 Portable Oxygen Bottle (POB)

Portable oxygen bottle is used in normal situation for first aid treatment and in an emergency situation to
be used during walk around after decompression.
Each attendant shall, during flight above flight level 250 flight altitude, carry portable oxygen equipment
with at least a 15 minute supply of oxygen unless it is shown that enough portable oxygen units with
masks or spare outlets and masks are distributed throughout the cabin to ensure immediate availability
of oxygen to each cabin attendant, regardless of his location at the time of cabin decompression (CASR
121.333 (d)).
Preventive measures to be taken while using portable oxygen bottle:
1. Move the POB and the passenger using it from the area where a fire occurred,
2. Before administering oxygen to the passenger:
a) Clean face of passenger of any mineral/petroleum based product
b) Loose tight clothing
c) Recline the seatback
d) Secure mask elastic band
3. Use “HI” flow for first aid function,
4. Use “LO” flow for walk around after decompression,
5. Use “LO” flow for a usage on an infant,
6. When finished with oxygen bottle, turn off, replace mask with clean disposable mask, and stow it in
a proper location,
7. Do not use any oxygen bottle below 500 psi. So it can be used by cabin crew to walk around after
decompression.
8. Do not utilize below 50 psi to avoid being contaminated.
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B.3.9.1 Avox Portable Oxygen Cylinder Assembly (POCA)

General
The Portable Oxygen Cylinder Assembly (POCA) with a mask attached provides oxygen which can
supply first aid oxygen to passengers or cabin crew. The portable oxygen bottle is able to supply oxygen
at a flow rate of 2 or 4 liter/minutes. The flow rate is indicated in the window above the gauge.
The oxygen source is a high-pressure bottle, with a capacity of 11 ft³ (311,5 liters).
Preflight Check
1. Proper location
3. Validity date
4. Min pressure 1500 psi
5. Clean mask in plastic container attached to bottle
6. Tubing not cracked, twisted or pinched
7. Ensure shoulder strap is in place
8. Ensure bottles is turned OFF
Usage
1. Remove the portable oxygen bottle from its brackets.
2. Turn the ON-OFF control knob anti-clockwise to the 2 or 4 liters per minute position to start the flow
of oxygen. Ensure that the number is centered in the window above the gauge for oxygen to flow
correctly. Check the flow indicator of the mask to ensure that oxygen is flowing.
3. When using the portable oxygen unit, oxygen does not flow until the “2” is centered in the window and
the ON-OFF control knob is in the 2 liter/minutes detent position. When adjusting oxygen flow from
2 to 4 liter/minutes the oxygen does not flow until the “4” is centered in the window above the gauge
and the ON-OFF control knob is in the 4 liter/minutes detent position.
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4. Remove the mask from the stowage bag, ensure that the mask is attached to the oxygen outlet, and
put the mask covering the nose and mouth.
5. While the portable oxygen bottle unit is in use, periodically check the visual flow indicator on the
mask to ensure that there is oxygen flowing to the mask.
6. When the user no longer requires oxygen from the portable oxygen bottle, turn the ON-OFF control
knob clockwise until a red band appears in the window. The flow of oxygen stops.
B.3.9.2 Scott Portable Oxygen Bottle (POB)

Preflight Check
1. Proper location
3. Validity date
4. Min pressure 1,500 psi
5. Clean mask in plastic container attached to bottle
6. Tubing not cracked, twisted or pinched
7. Ensure shoulder strap is in place
8. Ensure bottles is turned OFF
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Usage
1. Remove the portable oxygen bottle from its brackets.
2. Turn the ON-OFF control knob anti-clockwise. Check the flow indicator of the mask to ensure that
oxygen is flowing.
3. Remove the mask from the stowage bag, ensure that the mask is attached to the oxygen outlet, and
put the mask covering the nose and mouth.
4. While the portable oxygen bottle unit is in use, periodically check the visual flow indicator on the
mask to ensure that there is oxygen flowing to the mask.
5. When the user no longer requires oxygen from the portable oxygen bottle, turn the ON-OFF control
knob clockwise. The flow of oxygen stops.
B.3.10 Protective Breating Equipment (PBE)

The certificate holder shall furnish approved protective breathing equipment (PBE) meeting the
equipment, breathing gas, and communication requirements (CASR 121.337 (a)).
B.3.10.1 Air Liquide

General
1. It is stowed in a box which is equipped with a green “good condition” indicator.
2. The CO2 generated by the breathing action is absorbed by a non toxic system contained within the
hood for at least 15 minutes.
3. A speaking diaphragm permits communication via PA system or megaphone.
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OPERATION
MANUAL A
Preflight Check
1. Proper location
3. Validity date
4. Indicator shows “green” color
5. Inviability sticker not broken
Usage
1. Remove the box from its stowage container by lifting the yellow handle marked “LIFT”.
2. Pull the grey handle marked “PULL”, with force.
3. Extract the hood packed under vacuum from the aluminized bag.
4. Put the box aside.
5. Pull the red tear tab of the aluminized bag. The bag tear easily. Take out the hood.
6. With hands positioned on the O2 container through the fabric, place your thumbs inside the black
collar, near the orange pointers.
7. Open the hood with swift downward movement.
8. Put the hood over your head starting from back to front.
9. Breath normally, the hood is now operational.
B.3.10.2 Drager / B/E Aerospace

General
1. Protection of head and chest against heat and dripping plastics
2. Oxygen supply immediately after pulling the starter device
3. Built-in anti-fog-ventilation for the hood visor to provide 100% unobstructed view.
4. A speech transmitter allows communication with the passengers / crew members, also by megaphone
5. It is vacuum packed. A serviceability indicator shows condition of the PBE
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Preflight Check
1. Proper location
3. Validity date
4. The container seal is intact.
5. The yellow serviceability indicator is not broken.
6. The box is not damaged
Usage
1. Open the container by pushing up the locking clamp.
2. Tear the bag
3. Take out the smoke hood
4. Don the Smoke hood
Put both hands through the neck seal into the hood and widen the elastic bands and the neck seal
with the back of your hands slightly. Pull the hood over your head from behind. Keep your hands
between your head and the elastic straps until the mask covers your nose and mouth.
Long hair must be pushed through the neck seal into the hood to avoid leakages. Check the fit of
the inner mask. The mask has to cover the user’s nose and mouth tightly. The elastic band around
the back of your head ensures that the mask fits the face evenly. Move the neck with the speech
transmitter until a tight position is found.
5. Pull down the lanyard
6. Fasten Body Belt
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B.3.10.3 Essex
General
1. The Essex Crewmember PBE is a self-contained, portable, personal breating device designed
to safeguard the wearer from the effects of smoke, carbon dioxide, harmfull gases and oxygen
deficiency while managing inflight fire, smoke or fume emergencies.
2. The PBE provides a minimum of 15 minutes of protection and one size fits most adults.
Preflight Check
1. Proper location
3. Validity date
4. Visual Service Indicator not protrude (if available)
5. Humidity Indicator shows “sky blue” color
Usage
1. Grasps pouch handles and pull sharply from stowage bracket breaking the seals.
2. Place pouch between knees to hold tightly in position.
3. Remove hood from pouch and discharge pouch.
4. Snap apart the oxygen cylinders, to activate the oxygen supply (DO NOT PULL IT SLOWLY).
5. Place one hand into the silicone rubberneck seal, then the other.
6. With palms facing each other, open the silicone rubberneck seal as far as possible.
7. Pull hood overhead and breathe normally.
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B.3.10.4 Scott / Avox System

General
The PBE is used for in-flight fire fighting. It protect users from harmful smoke or carbon dioxide.
Preflight Check
1. Proper location
3. Validity date
4. Humidity Indicator shows “sky blue” color.
Usage
1. Remove PBE from stowage and open container. Pull RED tab (1). Plastic casing open.
2. Hold hood upright and pull activating ring (2).
3. Pull the hood over you head (3); ensure hood is properly sealed around your neck (4).
4. Grasp top of hood and pull off. Do not touch the hot generator. Oxygen lasts for 15 minutes.
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1 2 3 4
B.3.10.5 Puritan / B/E Aerospace

General
The Puritan has a demand based chemical air regeneration system that supplies oxygen and remove
carbon dioxide and water vapor. Speaking diaphragm is installed in the oronasal mask cone to enhance
communication.
Preflight Check
1. Proper location
3. Validity date
4. Verify the vacuum-sealed bag is intact and not inflated
Usage
The method of donning, operating and removing the PBE is shown in figure below.
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Donning Instruction
STEP 1 STEP 2
Grasp RED access handle and pull forcibly to Pull PBE out of vacuum-sealed bag and shake hood to
disengage the cover. Locate RED ID tag and pull open.
sharply to tear open vacuum-sealed bag.
STEP 3 STEP 4
Place both hands inside the neck-seal opening With the head bent forward, guide the PBE neck-seal
with palm facing each other and PBE visor facing over the top of the head and down over the face using
downward with the KO2 container resting on top of the hands to shield the face and glasses from oronasal
hands. mask cone.
Operating Instruction
STEP 1 STEP 2
With both hands. Graps the adjusment straps at the With the straps still in hand and head bent forward, pull
lower corners of the visor and pull outwards sharply to backward to secure the oronasal mask cone high on
actuate the starter candle. the nose for a tight seal.
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STEP 3 STEP 4
If wearing glasses, you may adjust the position of the When the neck-seal is positioned at the neck and
lenses to rest on top of the oronasal mask cone by the KO2 canister is resting on the nape of the neck,
moving the sides of the frame through the hood fabric. remove the hands checking to see the clothing is not
Do not attempt to adjust through the neck-seal as this trapped in the seal and the hair does not protrude
will result infiltration of the surroundings atmosphere between the seal and the neck. Pull the protective
into the interior of the hood. neck shield down to cover the collar and upper
shoulder area.
Removing Instruction
STEP 1 STEP 2
With both hands, reach for the two lower corners of the Place both hands under the neck-seal in forward area
visor area and push forward on the metal tabs of the and pull up, guiding the oronasal cone and neck seal
adjustment strap buckles to release the strap tension. over the face / glasses until PBE is clear overhead.
Note:
- As the oxygen supply diminishes, there will be a rapid increase of heat and moisture in the hood. This will also
be evidence by the hood collapsing tightly around the head.
- Go to a safe area away from immediate contact with fire or open flames and/or toxic fumes.
- Place the used PBE in a safe away from the fire or exposure to water and report its use on Cabin Maintenance
Personnel for authorized disposal.
Precautions
Ensure a tight seal of the oronasal mask cone to the face. The presence of moisture or fogging on
the visor and the sensation of air escaping from the mask, particularly around the nose and eyes, are
indications of an improper fit. Adjust the mask and and straps. If this does not correct the problem, go to
a safe area and remove the PBE.
In case of irritants / odors inside the hood, verify the clothing, hair of jewelry is not protruding between the
neck seal. If the problem persists after you have checked the seal, remove the hood.
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Do not expose the hood to flames in the presence of fire after removing the smoke hood.
If the PBE fails to actuate oxygen, an additional sharp pull on the straps may be sufficient to actuate the
oxygen. If the device still fails to actuate, the hood will continue to function, although the initial purge
capability is lost. Sticking the fingers into the neck seal to allow a large lung inhalation may be required
to enable sufficient breathing volume until the chemical regeneration system begins producing a surplus
of oxygen.
B.3.11 Escape Slide And Slide Raft

Each passenger-carrying landplane emergency exit (other than over the wing) that is more than 6 feet
from the ground with the airplane on the ground and the landing gear extended, must have an approved
means to assist the occupants in descending to the ground (CASR 121.310 (a)).
B.3.11.1 Escape Slide

Refer to Airbus Cabin Crew Operation Manual 05-030.
B.3.11.2 Off-Wing Slide

B.3.11.3 Slide Raft

B.3.12 Life Raft (if installed)
General
The EAM T25 is a self-inflating life raft intended for use by crewmembers and passengers during
overwater emergencies. The raft will fully inflated in 10-20 seconds.
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Components
1. Sea anchor
2. Boarding handle
3. Raft knife
4. Grasp line
5. Canopy
6. Mooring line
7. Inflation system
Preflight Check
1. Proper location
2. Validity date
Usage
Each Life RAFT shows the instruction for its use:
1. The life raft must be placed near the exit.
2. Unsnap and lift open the red pull handle flap. Grasp the handle and carefully pull the mooring line
out of the carrying case.
Note: the length of the mooring line is 18 feet (approximately 5.5 meter).
3. The mooring line must be attached to a fixed part of the aircraft.
4. Throw the life raft out of the aircraft, the life raft will inflate automatically.
5. If the life raft does not inflate automatically, pull on the mooring line to inflate the life raft.
Note: Ensure that the lanyard line is free of any slack.
6. Board the raft.
7. Cut the mooring line.
Note: Operation of life raft is done by Able Bodied Passenger (ABP).
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B.3.13 Survival Kit
General
A survival kit is provided for each slide raft. They are stowed in the luggage bin next to the FWD and AFT
passenger doors (2 in each).
Contents
Following items will be found in a standard a survival kit.
Basic Module Age Limited Module
• Dehydrated sponge • Aerial flares
• Bailing bucket • Water purification tablets
• Whistle • Ammonia inhalant
• Raft repair kit • Burn ointment
• Sea dye marker • Flashlight (2 ea. with standard bulb or 1 ea. with
• Signaling mirror LED)
• Survival manual
• Knife
• First aid equipment
• Water pouches
Not part of the Modules but also included in the survival kit are:
1. Hand pump
2. Canopy
3. Canopy support mast
Preflight Check
1. Proper location
2. Validity date
Usage
The survival kit shall be attached to the slide raft during the emergency landing preparation or to be
thrown toward the slide raft after evacuation is completed.
Please refer to OM Part B - CCOM 05-030 SURVIVAL KIT.
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B.3.14 Seatbelt
No person may operate an airplane unless there are available during the takeoff, enroute flight, and
landing an approved safety belt for separate use by each person on board the airplane who has reached
his or her second birthday (CASR 121.311 (a)(2)).
B.3.14.1 Passenger Seatbelt

General
Seat Belts are pre-attached to the seat structure. It is required by law; the passengers fasten their seat
belts during takeoff, landing and whenever the seat belt sign is illuminated. An announcement has to be
made whenever the seat belt sign comes on during flight.
Usage
To fasten the seatbelt (see Fig. 1)
1. Take the belt fastener in one hand and the connector of the opposite belt in the other hand.
2. Move the connector into the belt fastener until it snaps into place.
3. Pull the free strap end until the seatbelt is tightened.
4. Check whether the seatbelt is correctly locked and tightened.
To loosen / unfasten the seat belt (see Fig. 2)

1. Lift the cap of the belt fastener at the rear end. The belt fastener opens.
2. Take the belt fastener in one hand and the connector in the other hand.
3. Lay down the seatbelt and make sure that its position on the seat causes no danger of tripping.
WARNING!
1. Ensure that the seat belt is not twisted before or during the fasten procedure. Otherwise it does not protect
from injury.
2. Ensure that the seatbelt is correctly locked and tightened. Otherwise it does not protect from injury.
WARNING!
Do not use extension girts at seats with inflatable seatbelts (belts with an integrated airbag). Although it could be
possible to use them, they will not protect passengers from injury due to the following reasons:
1. The airbag of an extended seatbelt will always be at the wrong position.
2. The different seatbelt locks will not fit properly.
3. The electrical circuit located inside the belt lock will be interrupted, which will prevent the airbag from
releasing.
4. Passengers who do not conform with the requirements of these seats, are required to be relocated by Cabin
Crew members to seats with no inflatable seatbelts.
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B.3.14.2 Infant Seatbelt

General
Infant Seatbelt is used for infant below the age of two years who is handheld by an adult. Cabin crew is
required to ensure compliance.
Preflight Check
Proper amount (10% from seat capacity)
Usage
1. Pass through the adult’s seatbelt strap by its loop
2. Insert the connector into the buckle
B.3.14.3 Extention Seatbelt

General
The Extension Seatbelt is attached to an existing seat belt for extending its length and is to be offered to
passengers when the standard seatbelt does not fit.
Preflight Check
Proper location.
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Usage
To fasten : insert the connector into the buckle.
To unfasten : lift the buckle, pull the other side of seatbelt.
B.3.14.4 Airbag Seatbelt (if installed)

General
The Airbag Seatbelt is a seatbelt with a built-in airbag. It is specifically designed to improve occupant
protection from serious head-impact injury during a survivable aircraft crash, and enhance the occupant’s
ability to egress the aircraft.
Preflight Check
Proper attached to the seat, ensure the seatbelt unbuckle.
Usage
1. Insert the connector into the buckle
2. To unfasten lift up the buckle
3. Pull the other side of seatbelt
Consideration to Airbag Seatbelt

1. The Seatbelt Airbag System will turn off when the seatbelt unbuckle.
2. Seatbelt Airbag System sensors can detect serious dynamic impact.
3. Seconds after crash event, airbag is sufficiently deflated for easy access to belt buckle.
4. The Airbag Seatbelt System design prevents deployment in cases of turbulence or a hard landing.
System deployment requires a sustained impact in the forward direction that is hard enough to
seriously injure before the airbag deploys.
5. Extension seat belt and child restrain seat are not allowed to fix on the airbag seat belt locations
6. Airbag Seatbelt System reduces loads on the passenger’s abdomen, so it’s safer for pregnant than
a regular lap belt.
7. The Airbag Seatbelt System is safe for passengers ranging in size from a two-year-old child through
an adult.
8. The Airbag Seatbelt System is not restricted for use with a lap-held child (infant).
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9. If an airbag deploys in the cabin, the sound will be heard by everyone on the aircraft.
10. Passenger operation same as standard belt
11. Also works with passenger in brace position
Passenger Briefing In Accordance with The Airbag Seatbelt
Indonesian:
“Bapak/Ibu, terdapat kantung udara pada sabuk pengaman yang bapak/ibu kenakan untuk melindungi
Bapak/Ibu dari benturan keras dalam keadaan darurat. Akan ada suara yang terdengar saat kantung
udara menggembung. Silakan kenakan sabuk pengaman ini seperti biasa. Terima kasih.”
English:
“Sir/Madam, there is an airbag on your seatbelt which designed to protect you from the severe impact
during emergency. A sound will be heard when the airbag inflates. Use the seatbelt just like a regular
one. Thank you.”
B.3.15 Universal Precaution Kit (if installed)

General
A Universal Precaution Kit in the aircraft for the use of Cabin Crew in managing incidents of ill health
associated with a case of suspected communicable disease and in the case of illness involving contact
with body fluids.
It would typically be adequate for normal operations; additional kits would be carried at times of increased
public health risk (e.g. an outbreak of a serious communicable disease with pandemic potential).
Communicable Diseases define as:

“Any condition which is transmitted directly or indirectly to a person from an infected person or animal
through the agency of an intermediate animal, host, or vector, or through the inanimate environment”.
A communicable disease is suspected when a traveler (passenger or a crewmember) has a fever
(temperature of 38°C / 100°F or greater) associated with one or more of the following signs or symptoms;
appearing obviously unwell, persistent coughing, impaired breathing, persistent diarrhea.
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The content of an aircraft UPK:
1. Dry powder that can convert small liquid spill into a granulate gel,
2. Germicidal disinfectant for surface cleaning,
3. Skin wipes,
4. Face mask,
5. Gloves,
6. Protective apron,
7. Large absorbent towel,
8. Pick-up scoop with scraper,
9. Bio-hazard disposal waste bag,
10. Instructions
Preflight Check
1. Proper location
2. Validity date
3. The kit is covered with plastic
Usage
Guidelines For Cabin Crew
1. Relocate the ill passenger to a more isolated area if appropriate and if space is available. If the
passenger is relocated, make sure that the cleaning crew at destination will be advised to clean both
locations.
2. Designate one Cabin Crew to look after the ill passenger, preferably the Cabin Crew that has already
been dealing with this passenger. More than one Cabin Crew may be necessary if more care is
required.
3. When possible, designate a specific lavatory for the exclusive use of the ill passenger. If not possible,
clean and disinfectant the surface then wipes using absorbent towel the commonly touched surfaces
of the lavatories (faucet, door handles, and waste bin cover, counter top) after each use by the ill
passenger.
4. If the ill passenger is coughing, ask him/her to follow respiratory etiquette:
a) Provide tissues and the advice to use the tissues to cover the mouth and nose when speaking,
sneezing or coughing.
b) Advise the ill passenger to practice proper hand hygiene. If the hands become visibly soiled, they
must be washed with soap and water.
c) Provide an airsickness bag to be used for the safe disposal of the tissues.
5. If a medical face mask is available, the ill passenger should be asked to wear it. As soon as the face
mask becomes damp/humid, it should be replaced by a new one. These face masks should not be
reused and must be disposed safely after use. After touching the used face mask (e.g., for disposal),
proper hand hygiene must be practiced immediately.
6. If the ill passenger cannot tolerate a mask, the designated Cabin Crews or any person in close
contact (less than 1 meter) with the ill passenger should wear a medical face mask.
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7. If there is a body fluids spilled in the cabin, put dry powder covered the body fluids that can convert
small liquid spill into a granulate gel. Put the gel use a pick-up scoop with scraper into the bio-hazard
disposal waste bag. A risk of direct contact with body fluids the designated Cabin Crew should wear
protective apron, disposable gloves.
8. Gloves are not intended to replace proper hand hygiene. Hands should be cleaned be skin wipe or
washed with soap and water. An alcohol-based hand rub can be used if the hands are not visibly
soiled.
9. Store soiled items (granulate gel, used tissues, disposable masks, oxygen mask and tubing, linen,
pillows, blankets, seat pocket items, etc) in a biohazard bag if one is available. If not, use a sealed
plastic bag and label it “biohazard”.
10. Ask accompanying passenger(s) (spouse, children, friends, etc.) if they have any similar symptoms.
11. Ensure hand carried cabin baggage follows the ill passenger and comply with public health authority’s
request.
Report to Captain
As soon as possible, advice the captain of the situation because he/she is required by the ICAO and the
World Health Organization to report the suspected case(s) to air traffic control. Also remind the captain
to advise the destination station that cleaning and disinfection will be required.
Proper Hand Hygene

A general term referring to any action of hand cleansing, performed by means of applying an antiseptic
hand rub (i.e., alcohol-based hand rub) if hands are not visibly soiled, or washing one’s hands with soap
and water for at least 15 seconds. Touching the face with hands should be avoided. Hands should be
washed frequently.
B.3.16 Dangerous Goods Kit (if installed)

General
All aircraft are provided with at least one Dangerous Goods Kit for in case of spillage or leakage Dangerous
Goods in the cabin. Each Dangerous Goods Kit contains:
1. Absorbent pads (3 pcs)
2. Gloves (2 pair)
3. Polyethylene bags (2 pcs)
4. Binder for the bags (4 pcs)
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Preflight Check
The kit is covered with plastic
Usage
1. Unfold the 2 polyethylene bags
2. Put on the gloves
3. Put leaking package in bag
4. Clean leakage using absorbent pad(s)
5. Put used pad(s) in bag
6. Close bag with binder
7. Put this bag in the second bag
8. Pull off gloves and put in second bag
9. Close second bag with binder
10. Store bags in save place (such as; empty container) as indicated by Cabin Crew.
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B.3.17 Passenger Restraint Kit
General
Restraint device as non-lethal protective devices is provided for the purpose of restraining unruly /
disruptive passenger when circumstances dictates, ONLY after verbal warning and final warning card
has been issued and such passenger still continue refusing to comply the regulations / instructions and/
or the debate escalates.
Preflight Check
Proper location.
Usage
See leaflet.
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B.4 Abnormal Procedures

Abnormal procedures should be considered as guidelines for effective and quick action by crewmembers.
Since the abnormal situation may develop in to an emergency situations.
B.4.1 Flooding
Cabin Crews should shut the water flow off then mop up any accumulation of water on the cabin floor,
galley and the toilets as quickly as possible using any available media, such as:
1. Towel
2. Used newspaper
3. Towel tissue
4. Etc
Since the infiltration of the water into electrical equipment areas could have serious consequences,
flooding shall be handled seriously.
B.4.2 Malfunction of Air Conditioning

Any sudden variation in cabin temperature should be reported to the flight crew.
B.4.3 Heavy Smoke In The Cabin

1. Identify the source of the smoke as it enters the cabin.
2. Notify the Flight crew immediately of the source, color, and quantity of the smoke and how it is
affecting the passengers.
3. The flight crew will vent the cabin by increasing the air conditioning flow rate. If these measures prove
inadequate, the PIC can decide to perform an emergency descent, the aircraft will then depressurized
to equal the outside altitude. The loss of cabin pressure will draw the smoke out of the cabin. The air
conditioning is set to high flow rate to keep the momentum of smoke removal.
4. Ensure the passengers are seated with their seat belts securely fastened. If smoke is affecting the
passengers, brief them to place the head rest cover from the seatback over their nose and mouth,
items of clothing are also suitable (preferably with a wet cloth).
5. Make announcement on PA:
“COVER MOUTH AND NOSE WITH YOUR CLOTH”

“TUTUPI MULUT DAN HIDUNG DENGAN KAIN ANDA”
6. Preferably wetted with such as drinking water, juices or other means if available in front of passengers.
7. Instruct passengers to keep head low and cover nose and mouth.
8. Standby with fire fighting equipments (if necessary).
B.4.4 Blown Tire

Blown tires are difficult to determine from the cabin, but may be evidence by what appears to be the
sound of a “mini explosion”. On takeoff or landing, blown tires may cause the aircraft to veer left or right.
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Most occurrences of blown tires will not develop in to an emergency situation, which would require
evacuation of the aircraft. However, in remote cases, blown tires may cause subsequent brake fires as
well as structural damage to the aircraft from the impact of rubber fragments.
Cabin Crew procedure:

1. Remain seated and belted at assigned exits;
2. Mentally prepare for possible evacuation;
3. Explain the situation to the passengers;
4. Be prepared to shout commands if passenger try to initiate evacuation.
B.4.5 Cracked Window / Door Seal Leak

An audible hiss, whistling or howling noise is evident. Generally this condition is not serious enough to
cause decompression, but monitor for symptoms of hypoxia, as a cracked window may develop into
decompression.
Cabin Crew procedure:
1. Notify the Captain and follow his instruction
2. Be prepared to do the following
3. Reseat passenger in the following priority / based upon seats available including unoccupied Cabin
Crew jump seat and cockpit jump seat.
a) Passengers seated next to cracked window / door;
b) Passenger seated forward and aft of window / door;
c) Passenger seated in center and aisle seats adjacent to cracked window / door;
d) Passenger in immediate area.
4. Ensure passengers in the area are seated with seat belt securely fastened,
5. Secure and lock items.
B.4.6 Unwarranted Evacuation

Always be alert to the possibility of passenger initiating an undirected emergency evacuation which
may lead to widespread panic and the possibility of serious to fatal injury to those drown into such
unwarranted evacuation.
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To prevent an unwarranted evacuation (e.g. due to engine tail pipe fire), Cabin Crew shall shout:
“TETAP TENANG – TETAP DUDUK”

“KEEP CALM – REMAIN SEATED”
To stop an unwarranted evacuation, Cabin Crew shall shout:
“BERHENTI”
“STOP”
Cabin Crew In Charge (CIC) shall establish communication with the PIC to describe the situation and
condition.
B.4.7 Jump Seat Unserviceable

If jump seat cannot be repaired:
1. The cabin crew assigned to the station must sit as close as possible to the assigned exit.
2. If there is no another useable jump seat available near his/her assigned exit, it is allowed for the
cabin crew to sit in the nearest passenger seat available. Passenger who previously seated on that
seat must be reseated to any available seat, including crew jump seat and cockpit jump seat
B.5 Emergency Procedures

B.5.1 Fire
A fire onboard an aircraft is a serious problem and should be treated as such. A fire is generally caused
by carelessness. Constant cabin surveilance and alertness for fire hazards is the best methods of
prevention.
There are some areas on board the aircraft where fires are most likely to occur:
1. 45% of all fires are in lavatories
2. 25% of fires are in galley
3. 25% of fires are in cabin
4. 5% of fires are in baggage
All fires start as small fire. Treat a small fire as a big one. Act quickly and attack the fire immediately.
B.5.1.1 Elements Of Fire

The fire triangle or combustion triangle is a simple model for understanding the necessary ingredients
for most fires.
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Fire will extinguish when:
1. All material has been consumed
2. One, or more elements has been removed
3. The temperature has been reduced
4. The chain reaction has been broken
B.5.1.2 Fire Fighting Techniques

There is several fire fighting techniques. Those techniques are:
1. Cooling; lower the temperature, usually with water.
2. Cut chain reaction, interrupt chain reaction between elements of fire
3. Smothering; separating the material from the oxygen.
4. Starving; cutting off the fuel supply.
B.5.1.3 General Fire Fighting Procedure

Any time smoke or fire is threat, communication and coordination among crewmembers is essential.
Remember to maintain communication with cockpit crewmembers and follow the basic fire fighting
guidelines below.
1. Be prepared to fight the fire, not the smoke.
2. Know where all fire extinguishers and PBEs are located.
3. When preflight fire extinguishers; mentally review proper use and operation.
4. Know the location of circuit breakers in galleys and how to pull a circuit breaker.
B.5.1.4 Preventing Panic

Fire can be frightening. To prevent panic, make an announcement to keep passenger informed and
assure them that necessary steps are being followed. If the procedures excessive smoke and fumes
inside the cabin, Cabin Crew stay calm and;
1. Watch for sign of panic and take additional action if needed.
2. Move passenger away from smoke and fumes (if possible).
3. If there is a lot smoke in the cabin, instruct passenger to cover their mouth and nose.
4. Lower the passenger to the floor
Note: please refer to CCOM 09-020
B.5.1.5 Firefighting Role and Procedures

Refer to CCOM 09-020 P 9-10/22 FIRE FIGHTING ROLE DEFINITION and CCOM 09-020 P 11-12/22
BASIC FIRE FIGHTING PROCEDURE.
Note: To alert other crewmembers, the firefighter may use the phraseology “BRING HALON” or “BRING FIREX”.
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B.5.2 Decompression
Cabin pressurization is maintained at an altitude of 5,000 – 7,000 ft for the comfort and safety of the
passengers and crewmembers.
A decompression occurs when cabin pressurization is lost, either rapidly or slowly. The primary danger
resulting from a decompression is hypoxia.
B.5.2.1 Effects of Decompression

1. Hypoxia
A state of oxygen deficiency in the blood, tissues and cells sufficient to cause an impairment of body
functions.
The greatest danger during decompression is hypoxia. Unless oxygen is used immediately,
incapacitation and unconsciousness may occur in a relatively short space of time.
The “Time of Useful Consciousness (TUC)” table is used as a guideline for the expected performance
time at different altitudes. The TUC is a relative term, and will vary according to each individual’s
state of health and level of activity.
The primary factor that will affect cabin crews and their TUC is the level of activity. The activity
increases the need of oxygen.
Note: please refer to CCOM 09-080-30 P 4/6
2. Decompression sickness: A side effect caused by trapped or evolved gases due to sudden loss of
pressurization;
3. Gas Expansion;
4. Hypothermia;
5. Human Performance.
B.5.2.2 Slow Decompression

A slow decompression is a gradual loss of cabin pressure (longer than 10 seconds) may caused by a
slow leak in the fuselage or a malfunction of the pressurization system.
Signs of A Slow Decompression

Cabin Effects Physiological Effect
1. There usually will be no obvious cabin changes 1. Dizziness, fatigue or headache.
until the automatic decompression sensors drop 2. Giddiness or euphoria
the mask.
3. Clumsiness
2. May illuminate no smoking; fasten seat belt signs,
4. Poor coordination
etc.
5. Impaired judgment and vision
Note: If any of the physiological symptoms occurs, check with fellow crewmembers to see if they are experiencing
the same symptoms. Report Captain and await further instructions.
When cabin altitude increases to 10,000 ft. Flight Crew shall notify Cabin Crew with command:
“AIRCRAFT DECOMPRESSION”
All Cabin Crew must aware, alert and stand by that decompression might occur.
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Cabin Crew action:
1. Cabin Crew in Charge (CIC) should make an announcement (Refer to Cabin Crew Announcement
Book “CABIN DEPRESSURIZATION”)
2. Stop serving passengers, stow and secure all galleys and service equipments
3. Check all lavatories, ensure the lavatories are vacant and doors are closed and locked.
4. Perform cabin check. Make sure:
a) Seat belts fastened and seatback upright position.
b) Tray tables stowed and locked.
c) All stowage compartments secured.
d) No cabin baggage or trash in unauthorized receptacles.
e) Secure galley doors, place curtains and dividers in open position.
f) Turn off and stow any electronic devices.
4. Return to seat, fasten seatbelt and shoulder harness
Beside command as above from flight crew, oxygen masks in passenger cabin are drop out automatically
from its compartments, those are assign to cabin crew that decompression is occur.
When flight crew succeeds to control situation and cabin altitude maintain below 14,000 ft without
passenger oxygen masks drop, flight crew shall command to cabin crew:
“PRESSURIZATION UNDER CONTROL”
Flight crew makes announcement related to the aircraft condition. Cabin Crews keeps alert, aware of the
situation and continue regular activity.
When flight crew failed to control situation and cabin altitude increase up to 14,000 ft and passenger
oxygen masks dropped, flight crew shall notify cabin crew and passenger by command:
“EMERGENCY DESCENT”
Cabin Crew action:

1. Don the nearest oxygen mask. Sit down and fasten seat belt. If vacant seat is not available, stabilize
yourself where ever you are.
2. If possible, shout:
“TARIK MASKER – KENAKAN”

“PULL THE MASK – PUT IT ON”
3. Be aware some passengers may have difficulty donning masks.
B.5.2.3 Rapid Decompression

A rapid decompression is a rapid loss of cabin pressure (approximately 1 to 10 seconds), which may be
caused by an explosion, rapture in the fuselage or malfunction of the pressurization system.
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A rapid decompression is sudden loss of cabin pressure, which may be caused by an explosion, a
rupture in the fuselage, or a malfunction of the pressurization system.
Rapid Decompression
Cabin Effects Physiological Effect
1. Loud bang or rumble as cabin pressure is lost 1. Rapid chest expansion
2. A strong and sudden rush of air leaving the cabin 2. Cheek and lip flutter due to loss of air from lungs
3. Rapid drop in temperature 3. Pain in the ears and sinuses
4. Fog or mist develops 4. Impaired judgment and vision
5. Dust, debris and loose object flying about the 5. Bodily gas formation and expulsion
cabin 6. Poor coordination
7. Difficulty in breathing and speaking
Note: All signs way or may not occur at the same time
When cabin altitude rapidly increases up to 14,000 feet and passenger oxygen masks dropped, Flight
Crew shall notify Cabin Crew and passengers by command:
“EMERGENCY DESCENT”
Cabin Crew action:

1. Don the nearest oxygen mask. Sit down and fasten seat belt. If vacant seat is not available, stabilize
yourself wherever you are.
2. If possible, shout:
“TARIK MASKER – KENAKAN”

“PULL THE MASK – PUT IT ON”
Be aware of some passengers that may have difficulty donning masks.
B.5.2.4 Post Emergency Descent Procedure

Once the aircraft reached the safe altitude and the Flight Crew has stated safe for Cabin Crew to move
using command:
“MASK OFF”
Cabin Crews have to check all passengers and the cabin condition.
Cabin Crew In Charge (CIC), 2, 3, 4 and other Cabin Crew (5, 6, 7, ...), if POB available:
1. Take and don portable oxygen bottle.
2. Check fellow Cabin Crews.
3. Check the Flight Crew
4. Check lavatories for passengers.
5. Reseat passengers away from windblast or danger area if there is an opening in the fuselage.
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6. Walk through the cabin and reassure passengers.
7. Check for cabin fires or other potential dangers.
8. Administer first aid to any injured passengers or crewmembers.
9. Administer first aid to those experiencing decompression sickness.
Other Cabin Crew (5, 6, 7, ...), if no POB available:

1. Remain seated until the condition and situation are safe.
2. Help other Cabin Crew, if possible.
Note:
- Other Cabin Crew shall replace any incapacitated Cabin Crew to conduct walk around after decompression.
- Have passengers place used oxygen masks in their seat pockets (if possible).
- Do not stow used mask in the Passenger Service Unit.
- Do not attempt to pull tubing out of passenger service unit.
- Notify the Flight Crew for any situation progress.
Chemical oxygen generators, once activated, become very hot and may emit a burning smell. As soon as
conditions allow after the deployment of the oxygen mask, the Cabin Crew In Charge (CIC) must make
an announcement to the passengers (Refer to Cabin Crew Announcement Book).
B.5.3 Human Factors

Emergency procedures are established to give Cabin Crews guidelines for responding to emergency
situation. However they are not always prepare crewmembers for responding to passenger reaction
during an accident or incident. Studios on human factors associated with accidents can prepare Cabin
Crew to better manage a stressful situation, possibly save lives, and prevent injury.
B.5.3.1 Negative Panic

Following an accident, some passengers may be reluctant to leave the aircraft. They may not seem to be
aware of the danger involved and they may require specific instructions from crewmember. To overcome
passenger reactions to negative panic, establish a cadence of command (i.e. “Comes This Way, Move
it or Go Away From the Aircraft”).
B.5.3.2 Loss of Awareness - Inability To Locate Exits

Even though an emergency briefing is conducted prior to landing, some passengers may be unable to
locate exits after an accident. To direct passengers to useable exits, command them “GO THAT WAY”
using hand gestures to point out exits. Use whatever means necessary to get people out of the aircraft.
B.5.3.3 Loss of Awareness - Inability or Operate Exit

Once Passengers have located an exit, they may not be able to open it without specific instructions. To
assist passengers in opening a door where a Cabin Crew is unavailable, shout clear, concise directions
(i.e. ”PULL / PUSH THE DOOR HANDLE UP AND STAND BACK”).
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B.5.4 Types of Emergency Landing

The procedure to be followed will be standard as much as possible for all type of aircraft. It is of prime
importance that each crew member has a comprehensive knowledge of his own duties as well duties of
other crew member.
Most accident occurs during takeoff, approach or even after landing. It shall be realized that passenger’s
confusion could arise following the emergency; there for it is stressed that crew member must rapidly
establish control. Time is vital and must not be wasted; therefore it is essential that all crew members can
complete their respective vital actions. A team working in synergy will be able to obtain a better result.
For psychological reasons, the captain should personally give the first information about the intended
emergency landing to the passengers.
If this is not possible, due the lack of time, the Cabin Crew In Charge (CIC) must inform the passengers
of the emergency. This should be done in a concise and discrete manner in order to avoid confusion and
panic.
Information must contain the real facts and should be given in English and or language of the majority of
passengers on board. One hysterical person can demoralize the whole group. Such a person must be
calmed quietly if possible but forcibly if necessary. The crew attitude must be self-composed to calm the
passengers, to obey orders and to prepare the passengers and the cabin for the landing.
There are two types of emergencies, planned and unplanned. The unplanned emergency is more critical
and success depends entirely upon the capabilities of the crew. The planned case is also critical but crew
members have time to prepare the passengers.
B.5.4.1 Unplanned Emergency Landing

An unplanned emergency occurs with little or no warning during any phase of flight. In this situation, the
PIC will give command:
“BRACE FOR IMPACT”
Or by alternate method:
Airbus : 3 x flashing NS or Exit Sign
Boeing : 3 x flashing NS or Exit Sign
Note : The real condition may be different from the illustration above
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B.5.4.2 Planned Emergency Landing
A planned emergency provides the crew with time to prepare the passengers with instructions that will
provide better protection from the potential dangers of the anticipated emergency.
“CIC REPORT TO COCKPIT”
“EMERGENCY STATION”
+ 1 minute before impact
Legend:
: preparation
: impact
Note : The real condition may be different from the illustration above
B.5.5 Emergency Signal

Cabin Crew must be aware of all signals that warn of an emergency or potential emergency. Upon
hearing an emergency call, proceed to cockpit or pick up the nearest handset for further instructions.
B.5.5.1 Flight Deck to Cabin Crew

To alert cabin crew of an emergency or potential emergency, the PIC will use PAS:
Alternate method:
1. Airbus : Emergency Call
2. Boeing : At least 6 (six) chimes
B.5.5.2 Cabin Crew to Flight Deck

To alert the cockpit of an emergency or potential emergency, the Cabin Crew or Cabin Crew In Charge
(CIC) will use the emergency call by pressing:
1. Airbus : “EMER CALL” p/b on cabin handset.
2. Boeing : “CAPTAIN” p/b on the panel.
B.5.5.3 Cabin Crew to Cabin Crew

To alert other cabin crew of an emergency or potential emergency, call on the interphone using all
attendant call. Communicate and coordinate with other cabin crew.
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B.5.6 Preparation For Planned Emergency Landing

There are 5 steps to be followed during preparation for emergency landing.
B.5.6.1 Initial Warning

Or
EMER CALL (Airbus) / at least 6 chimes (Boeing)
Cabin Crew In Charge (CIC) Other CABIN CREW

Proceed to the cockpit to be briefed by the PIC 1. Prepare galley and lavatory
2. Standby at assigned station
B.5.6.2 PIC Briefs Cabin Crew In Charge (CIC)

1. Nature (reason) of emergency and landing anticipated; terrain or ditching
2. Estimate times available for preparation
3. Condition of cockpit PAS
4. Any special instruction(s)
5. Delegation to Cabin Crew In Charge (CIC) to make the initial announcement
Note: The CIC should bring writing equipment when entering the cockpit.
B.5.6.3 Cabin Crew In Charge (CIC) Briefs Other Cabin Crew

Cabin Crew In Charge (CIC) shall use the interphone system to:
1. Share information from Captain
2. Instruct Cabin Crews to refer to PREPARATION DIRECTIVES and EVACUATION DIRECTIVES
Note: briefing takes place in respective fight attendant station (A320) or in FWD galley (Boeing).
3. Plan cabin preparation (including galleys and passengers) based on type of emergency and time
available for preparation.
4. Coordinate duties so preparation is accomplished in logical sequence.
B.5.6.4 Passenger And Cabin Preparation

B.5.6.4.1 Initial Preparation
Turns cabin light to fully bright Other cabin crew stand by to perform cabin cleaning.
Make an initial announcement (when delegated by PIC)
B.5.6.4.2 Emergency Announcement

Command: Take demo position
“CABIN CREW TAKE YOUR DEMO POSITION”
Emergency announcement Perform demo and cabin check
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Note:
- Cabin Crew In Charge (CIC) shall make the Emergency Announcement in FWD area facing the cabin.
- Cabin Crew In Charge (CIC) shall make the Emergency Announcement containing the following: seatback, tray
table, sharp object, shoes, bracing position, location of exit, life vest, and Safety Instruction Card.
- Cabin Crew In Charge (CIC) shall monitor the time during the announcements. Allow time for task to be
accomplished, when the allocated time is up, inform the cabin crew by announcing. “Cabin Crew return to your
demo positions”.
B.5.6.4.3 Preparing Infant

1. Remove infant seatbelt
2. Put on and inflate life vest
3. Put infant on parent’s lap
4. Re-inform the parent how to take bracing position
B.5.6.4.4 Preparing less agile passengers

1. If possible to be seated not far from the door
2. If no escort, request the passenger beside him/her to assist him/her to evacuate from the aircraft
after the majority of passengers are off.
B.5.6.4.5 Preparing The Able Bodied Passenger

1. Selecting the ABP
Suitable Passenger To Act as ABP are:
a) Supernumerary / deadheading / extra crew members.
b) Staff traveling as passengers / other airline personnel.
c) Fit looking passengers.
d) Members of the Armed Forces.
e) Members of the Police Forces
f) Members of the Fire Service.
g) Members of the medical profession.
h) Persons with no family attachments.
i) Someone capable of taking over should you become incapacitated.
Note: Select 3 ABPs for each exit and 2 ABPs for Life Raft operation.
2. Briefing the ABP

Note: please refer to OM Part A - Appendix B.6.3 and B.6.4
3. ABP Briefing Responsibility

EXIT A320 B737 300/500
First Row Cabin Crew 3 Cabin Crew 3
Emergency Exit Cabin Crew 4 Cabin Crew 3
Last Row Cabin Crew 2 Cabin Crew 2
Note: This provision also applies under normal circumstances.
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B.5.6.4.6 Final Preparation

Preparation Is Done.
PIC Cabin Crew In Charge (CIC) Other Cabin Crew
Stop activity
Receive report from other Cabin Crew 1. Report to Cabin Crew:
“CABIN READY”
2. Return to seat, fasten seatbelt

and shoulder harness
3. Turn on EMER LT (Boeing)
1. Receive report from 1. Dim cabin light
Cabin Crew In Charge 2. Return to seat, fasten seatbelt and
(CIC) shoulder harness
2. Give information to 3. Report to PIC:
Cabin Crew In Charge
“CABIN READY”
(CIC) as necessary
and push cabin ready p/b (if available)
4. Ask for an update of the situation, and
the amount of time remaining.
5. Turn on EMER LT (A320)
1. Perform one minute silent review
2. Wait for brace command
Command “EMERGENCY STATION”

PIC Cabin Crew In Charge (CIC) Other Cabin Crew
PIC commands: 1. All Cabin Crew shall stop activity
“EMERGENCY STATION” 2. Dim cabin light and turn on EMER LT (Cabin Crew In Charge (CIC) in A320)
3. Dim cabin light (Cabin Crew In Charge (CIC)) and turn on EMER LT (Cabin
Crew 2 in Boeing)
4. Return to seat, fasten seatbelt and shoulder harness
5. Perform one minute silent review
6. Wait for brace command
B.5.6.5 Bracing for Impact

Bracing position helps to protect the body against whatever it is most likely to hit during the crash, and
prevent a secondary impact. The position will depend on whether the person is facing forward or aft. It
is very important to elevate your self when demonstrating this position (for example standing on a seat).
At 1 minute before impact the flight crew will give the command over the PA:
Or by alternate method:
1. Airbus : 3x flashing NS or Exit Sign
2. Boeing : 3x flashing NS
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The cabin crew will therefore take the appropriate brace position and command to the passenger:
These commands must be repeated continuously, until the aircraft has come to a complete stop. This is
to ensure that the passengers remain in the “Brace” position, to maximize protection from injury.
However, to avoid tounge bitted shouts must be temporary stopped few seconds before aircraft impact.
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If passengers panic, the cabin crew should shout:
“TETAP TENANG – TETAP DUDUK

KEEP CALM – REMAIN SEATED”
B.5.7 Evacuation
AIRCRAFT STOPPED
YES NO
"ATTENTION CREW AT STATION"
(PIC)
Is immediate evacuation required?
"EVACUATE" (repeated by PIC) YES CABIN CREW STANDBY

Or Is immediate evacuation
required?
"BAHAYA" (CABIN CREW)
NO
"BAHAYA - BUKA SABUK PENGAMAN "CREW AND PASSENGER
EMERGENCY - OPEN SEATBELT"* REMAIN SEATED" (PIC)
CHECK OUTSIDE CONDITION NO

BLOCK EXIT
IS EXIT IS USEABLE?
YES
COMMAND* COMMAND*
*See list of commands
B.5.8 Exit Responsibility

Cabin
Crew In Cabin Cabin Cabin Cabin Cabin Cabin Cabin
Charge Crew 2 Crew 3 Crew 4 Crew 5 Crew 6 Crew 7 Crew 8
(CIC)
A320 Door 1L Door 2L Door 1R Door 2R O/w L O/w R O/w L O/w R
737-300 Door 1L Door 2L Door 1R Door 2R O/w L O/w R O/w L -
Note: In an aircraft with 3 Cabin Crews onboard, Cabin Crew 2 is responsible for Door 2L and 2R.
B.5.9 Assessing Condition

Prior to evacuation the cabin crews must assess the inside and outside conditions. In some cases, it may
be necessary for the cabin crew to initiate an evacuation, when there is a catastrophic situation, such as:
1. Uncontrollable fire
2. Dense smoke
3. Severe structural damage
4. Ditching
5. No communication from the flight crew
If there is no communication from the flight crew 30 seconds after aircraft stopped, Cabin Crew In Charge
(CIC) shall try to contact the flight crew by any means possible.
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Commands shall be given to passenger to warn and to start evacuation. Cabin Crew shall then inform
the PIC by any way and means available (use EVAC p/b in Airbus).
Before opening an exit, the cabin crew must check that the outside conditions are safe, and that the slide
deployment area is clear of:
1. Fire
2. Smoke
3. Obstacles
4. Debris
In case of ditching, the cabin crew shall also check water level and the wave.
B.5.10 Land / Terrain Evacuation

1. Make sure outside conditions are safe.
2. When outside conditions are safe, open the door.
AIRBUS BOEING
1. Check whether the slide is in armed mode. 1. Check whether the slide is in armed mode.
2. Grasp the assist handle 2. Rotate door handle firmly to AFT position
3. Lift the door control handle rapidly fully up and 3. Push door out manually until the door is fully
release it. opened and locked
4. Pull Manual inflation handle located on top of the
slide.
If the door power assist fails, the door will not If the door not opened after rotating the handle,
opened automatically. Cabin Crew should: Cabin Crew should:
1. Push the door to open manually 1. Block the exit
2. Check gust lock engaged 2. Redirect passengers
If the door not opened after pushing the door: 3. Guard the exit
1. Block the exit
2. Redirect passengers
3. Guard the exit
When the door is opened
Check :
• Slide fully inflated
Note: Cabin Crew must only pull the red manual inflation handle if the slide is not inflated but is fully
deployed. (Airbus)
• Slide reach the ground
• Slide not too steep
If the slide not inflated
1. Block the exit
3. Guard the exit
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3. When the door is opened and the slide is serviceable, start the evacuation.
4. If the slide (or slide raft) becomes unserviceable, Cabin Crew should:
a) Stop the evacuation
b) Block the exit, mention the reason(s)
c) Redirect passengers
d) Guard the exit
B.5.11 Water Evacuation (Ditching)

1. Make sure outside conditions are safe.
2. When outside conditions are safe, open the door.
AIRBUS BOEING
1. Check whether the slide is in armed mode 1. Disarm the slide
2. Grasp the assist handle 2. Rotate door handle firmly to AFT position
3. Lift the door control handle rapidly fully up and 3. Push door out manually until the door is fully
release it. opened and locked
If the door power assist fails, the door will not
opened automatically. Cabin Crew should:
1. Push the door to open manually
2. Check gust lock engaged
If the door not opened after pushing the door: If the door not opened after rotating the handle:
1. Block the exit
3. Guard the exit
3. When the door is opened
AIRBUS BOEING
1. Pull red manual inflation handle 1. Occupy the assist space
Note: Do not wait for automatic inflation of the 2. Evacuate the passenger
slide; however, make sure that the door is fully 3. Check assigned area is fully evacuated
open. 4. Evacuate
2. Check :
Note: Use escape slide as a flotation device
a) Slide fully inflated
b) Water level
If the slide (slide raft / escape slide) not inflated
Start the evacuation N/A
If the slide is inflated and water level is close to the door sill (slide raft)
1. Leave the slide raft attached to the cabin floor
2. Evacuate the passenger
Note: Monitor the number of passengers boarding
the slide raft. N/A
3. Check assigned area is fully evacuated
4. Board the slide raft
5. Separate the slide raft from the door sill, cut the
mooring line and retrieve the survival kit
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If the slide is inflated and water level is too far away from the door sill (slide raft)
1. Disconnect the slide raft from the door sill
2. Hold the mooring line (If condition permit)
Note: Monitor the number of passengers boarding N/A
the slide raft.
5. Board the slide raft
6. Cut the mooring line and retrieve the survival kit
When the door opened and the slide is inflated (Escape Slide)
1. Disconnect the slide from the door sill
2. Occupy the assist space
3. Hold the mooring line (if condition permit)
N/A
6. Evacuate
7. Cut the mooring line
Note: Use escape slide as a flotation device
B.5.12 Exit Unuseable

An exit may be unusable at the beginning of an evacuation or become unusable during evacuation.
An exit may be unusable at the beginning of the evacuation, for one of the following reasons:
1. The exits is jammed, and will not open;
2. Slide does not deploy correctly or the slide is damaged;
3. There are external hazards
4. Etc.
Cabin Crew action:

1. Stop the evacuation;
2. Block the exit, mention the reason(s) and redirect passengers to the nearest usable exit;
3. Guard the exit.
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Exit Unusable
Reason Redirect
Indonesian Lewat sana!
1. Ada api
2. Ada asap
3. Pintu rusak
4. Air terlalu tinggi
5. Peluncur tidak menggembung
6. Etc.
English Go that way!
1. Fire
2. Smoke
3. Door jammed
4. Water too high
5. Slide not inflated
6. Etc.
B.5.13 Crowd Control

It is important to note that during evacuations, especially when there is a possible life-threatening
situation, passengers may react in many different ways, such as by:
1. Panicking (screaming, crying, hysteria)
2. Freezing up (not able to react)
3. Not being aware that danger exists
4. Pushing
5. Exiting with carry-on baggage.
B.5.14 Evacuation Command

One of the key elements to an efficient evacuation is effective crowd control and cabin management
by the cabin crew. The actions and commands of the cabin crew will influence the performance of the
passengers during the evacuation. The objectives for the cabin crew are:
1. To quickly establish the passenger flow at each usable exit,
2. To evacuate the aircraft as quickly as possible.
The cabin crew should stand in the dedicated assist space (aft facing) and use positive verbal commands
and physical gestures, in order to efficiently direct passengers towards the exits and assist them down
the slides. Cabin Crew must also be prepared to use some physical force, if necessary, to evacuate
some passengers from the aircraft. The commands from the Cabin Crew should be:
1. Assertive
2. Positive
3. Short
4. Loud
5. Clear
6. Well paced
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LIST OF COMMAND
PLANNED
DOOR TERRAIN
Indonesian English
BAHAYA EMERGENCY
BUKA SABUK PENGAMAN OPEN SEATBELT
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
LOMPAT DAN MELUNCUR JUMP AND SLIDE
WINDOW – TERRAIN*
Indonesian English
BAHAYA EMERGENCY
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
SATU KAKI DULU BARU KEPALA ONE LEG FIRST THEN YOUR HEAD
LARI DAN MELUNCUR (A320) RUN AND SLIDE (A320)
DUDUK DAN MELUNCUR (BOEING) SIT AND SLIDE (BOEING)
DOOR – DITCHING
Indonesian English
BAHAYA EMERGENCY
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
KEMBUNGKAN PELAMPUNG DI SINI INFLATE LIFE VEST HERE
LOMPAT (ESCAPE SLIDE/ SLIDE RAFT NOT JUMP (ESCAPE SLIDE/SLIDE RAFT NOT INFLATED/
INFLATED/SLIDE RAFT DETACHED) SLIDE RAFT DETACHED)
NAIK KE PERAHU (SLIDE RAFT STILL ATTACHED/ GET INTO THE RAFT (SLIDE RAFT STILL
SLIDE RAFT DETACHED) ATTACHED/SLIDE RAFT DETACHED)
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WINDOW – DITCHING*
Indonesian English
BAHAYA EMERGENCY
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
KEMBUNGKAN PELAMPUNG DI ATAS SAYAP INFLATE LIFE VEST ON THE WING
LOMPAT JUMP
UNPLANNED
DOOR – TERRAIN
Indonesian English
BAHAYA EMERGENCY
LEPASKAN SEPATU HAK TINGGI HIGH HEEL SHOES OFF
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
LOMPAT DAN MELUNCUR JUMP AND SLIDE
WINDOW – TERRAIN*
Indonesian English
BAHAYA EMERGENCY
LEPASKAN SEPATU HAK TINGGI HIGH HEEL SHOES OFF
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
LARI DAN MELUNCUR (A320) RUN AND SLIDE (A320)
DUDUK DAN MELUNCUR (BOEING) SIT AND SLIDE (BOEING)
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DOOR – DITCHING
Indonesian English
BAHAYA EMERGENCY
LEPASKAN SEPATU SHOES OFF
KENAKAN PELAMPUNG PUT LIFE VEST ON
JANGAN DIKEMBUNGKAN** DO NOT INFLATE**
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
KEMBUNGKAN PELAMPUNG DI SINI INFLATE LIFE VEST HERE
LOMPAT (ESCAPE SLIDE/ SLIDE RAFT NOT JUMP (ESCAPE SLIDE/SLIDE RAFT NOT INFLATED/
INFLATED/SLIDE RAFT DETACHED) SLIDE RAFT DETACHED)
NAIK KE PERAHU (SLIDE RAFT STILL ATTACHED/ GET INTO THE RAFT (SLIDE RAFT STILL
SLIDE RAFT DETACHED) ATTACHED/SLIDE RAFT DETACHED)
WINDOW – DITCHING*
Indonesian English
BAHAYA EMERGENCY
LEPASKAN SEPATU SHOES OFF
KENAKAN PELAMPUNG PUT LIFE VEST ON
JANGAN DIKEMBUNGKAN** DO NOT INFLATE**
Exit Is Usable
KELUAR EVACUATE
CEPAT HURRY
KEMBUNGKAN PELAMPUNG DI ATAS SAYAP INFLATE LIFE VEST ON THE WING
LOMPAT JUMP
Note:
− *List of command for deadheading crew seated in the emergency exit row.
− **May be repeated
BRACING COMMAND
Indonesian English
BAHAYA EMERGENCY
MEMBUNGKUK BEND DOWN
Note: All commands shall be given in Indonesian first with the sequence of :
INDONESIAN – ENGLISH – INDONESIAN – ENGLISH
Example:
“BAHAYA – MEMBUNGKUK”
“EMERGENCY – BEND DOWN”
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B.5.15 Evacuation Completed

When the flow of passengers has ceased cabin crew will need to check the cabin for any remaining
passengers. If the cabin is in darkness, use a flashlight to check the cabin. Check the following areas:
1. Aisle
2. Seats (including the floors area between the seats)
3. Galleys
4. Lavatories
5. Cockpit area
Cabin Crew shout:
“APAKAH SEMUA SUDAH KELUAR?”

“IS EVERYBODY OUT?”
B.5.16 Dangerous Situation for Cabin Crew

Cabin Crew may leave the aircraft before evacuation process is completed when 1 or more of the
following condition arise
1. Fire too hot
2. Smoke too thick
3. Water too deep
4. Any other condition that may endanger the lives of cabin crew.
B.5.17 Take Along Emergency Equipment

If away from an airfield, take emergency equipment from the aircraft, if possible.
Airbus A320
1. Cabin Crew In Charge (CIC) : Megaphone (terrain only), flashlight
2. Cabin Crew 2 : Megaphone (terrain only), flashlight
3. Cabin Crew 3 : Flashlight, first aid kit, ELT (if available)
4. Cabin Crew 4 : Flashlight, first aid kit, ELT (if available)
5. Cabin Crew 5 : no responsibility
Boeing 737-300 and Boeing 737-500

1. Cabin Crew In Charge (CIC) : Megaphone (terrain only), flashlight
2. Cabin Crew 2 : Megaphone (terrain only), flashlight
3. Cabin Crew 3 : Flashlight, first aid kit, ELT
4. Cabin Crew 4 : no responsibility
Note: Take the nearest available emergency equipment.
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B.5.18 Cabin Crew Evacuation Route
Cabin Cabin Cabin Cabin Cabin Cabin Cabin Cabin
Crew In Crew 2 Crew 3 Crew 4 Crew 5 Crew 6 Crew 7 Crew 8
Charge
(CIC)
A320 Door 2L Door 1L Door 1R Door 2R O/w L O/w R O/w L O/w R
Terrain Terrain
Door 2L Door 2R
737-500 Door 1L Door 1R O/w L O/w R O/w L -
Ditching Ditching
O/w L O/w R
Note: AFT door of Boeing 737 – 500 should be blocked during water evacuation (ditching).
B.5.19 Flight Deck Evacuation

Under certain conditions, the flight crew will evacuate him / herself through the sliding window and the
escape panel:
AIRBUS BOEING
Evacuation through window Evacuation through window
To open from the inside To open from the inside
1. Push down the handle 1. Squeeze the lock release in the handle.
2. Pull back the handle 2. Rotate the handle inwards.
3. Slide the window aft until it locks.
Cockpit evacuation with escape rope
1. Open escape rope stowage To open from the outside
2. Unroll escape rope 1. Push red flap “PUSH”.
3. Step on the seat 2. Pull red handle “PULL” outside.
4. Grasp escape rope and slide down along the rope 3. Push window inside and back ward
Note: The cockpit sliding window can only be opened
from the inside. Note: The right hand window has provisions for exterior
access as well. Exterior Operation Opening (FO window
Evacuation through cockpit door (Escape panel) only)
1. Pull quick release pins towards the center of the
flap
2. Kick the escape panel towards the cabin
3. Evacuate through the escape panel
4. Move towards the cabin on hands and knees
B.5.20 Post Evacuation

The Cabin Crews will be responsible for a large number of passengers until they are assisted by the
rescue and emergency services personnel. When the Cabin Crews have evacuated the aircraft they
must manage the passengers on the ground, by:
1. Assisting passengers away from the slides;
2. Directing passengers upwind and away from the aircraft;
3. Keeping away passengers from fuel, fire and vehicles;
4. Assembling the passengers and keeping them together;
5. Do not allow passenger to leave the site.
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6. Make a head count of all passenger and crewmembers.

7. Activate the Emergency Locator Transmitter (ELT)
8. Assisting passengers and giving first aid, when necessary;
9. Be alert to rescue vehicles racing to the aircraft in poor visibility conditions.
10. Post a guard to ensure no documents, baggage or parts of the aircraft is disturbing, if applicable.
B.5.21 Survival
If the accident has occurred in a remote area and becomes apparent that rescue personal will not be
arriving for some time, crewmember should make provisions for the survival passengers.
1. Captain or senior ranking crewmember will be in charge of all survivors.
2. A large number of survivors shall be divided into smaller groups with a crewmember or designed ABP
incharge of each smaller group.
3. Give each able-bodied survivor assigned duties.
4. Find or improvise shelter, particularly for the injured
5. An intact aircraft, not burned, and free from fuels and fumes will provide the best shelter.
6. Portion small sections with blankets and, if in cold climate, insulate the floor with seat cushions to trap
body heat. Do not build a fire within the aircraft structure
7. Use slide / rafts for wind breaks and shelter
8. Remove aircraft panels for use as sleds, snow shovels, fire reflectors and stretchers.
9. Use galley equipment to carry food, water and supplies.
10. Use life vest for additional protections against exposure
11. Use crash axe to cut wood for a fire.
12. Utilize seat cushions, curtains, floor coverings, pillows and blankets, personal clothing and baggage
for warmth and protection. Clothing can be draped over jagged fuselage for protection.
13. Utilize all available emergency equipment in the slide / raft.
B.5.21.1 Search & Rescue Procedures

1. By International agreement, most of the world’s land and sea areas have air-sea rescue coverage –
this cover is usually provided by the various countries military forces.
2. The area of responsibility is normally that of the Flight Information Region (FIR) boundaries but can
be extended by mutual and International agreement.
3. All Citilink Indonesia’s aircraft carry information detailing the location and capability of search and
rescue facilities in our area of operation.
4. To control any search and rescue operation there are Rescue Co-ordination Centres (RCCs), which
are permanently manned by a skeleton staff with other staff on stand-by. These RCCs have direct
links to ATC and other civic and military agencies. The RCC will have information on all search and
rescue assets within his area of responsibility and has authority to direct them as Rescue & Recovery.
5. Once alerted the RCC is fully activated and has at its disposal all military and civil aircraft, plus all the
units of the Navy, Merchant Navy, Army, Police Forces, Coast Guards and Trinity House lighthouses
and vessels within the area of responsibility to use as it sees fit. If the RCC feels there is a need for
additional rescue forces it can call upon the resources of the neighbouring RCCs.
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6. The RCC will direct search operations until an on-scene aircraft or ship arrives on scene. Rescue
and Recovery assets will remain until all hope of survival has passed, in which case the search is
continued for the debris or wreckage.
7. REMEMBER – because the search forces have found you, you are not RESCUED out of your
survival environment, which may occur some time later.
8. The initial search is normally carried out by aircraft flying at high altitude in the hope of hearing the
survivors Emergency Locator Transmitter signal (Radio Beacon).
9. Subsequent searches are carried out at lower altitude and the most common technique is called
(CREEPING LINE AHEAD).
B.5.21.2 Creeping Line Ahead

1. The search aircraft goes to the last known position for the aircraft he is looking for He then flies a
track, the average track being the same as the missing aircraft.
2. Whilst flying this pattern, the search aircraft projects GREEN pyrotechnics at regular intervals
every 10 to 15 minutes and always before and after turning As soon as the survivors see GREEN
pyrotechnics, they must endeavour to attract the aircrafts attention by all means at their disposal, e.g.
3. When the rescue aircraft has seen the survivors signal, to acknowledge he will:
Waggle His Wings (daylight hours only) or flash his landing / navigation lights ON and OFF TWICE.
B.5.21.3 Attracting Attention

1. Use any object with a bright colour, e.g. Lifejackets or seat covers
2. Lay out ground air visual signals, these must be as large as possible. Use fabric, pieces of wood,
stones or life jackets
3. Flash a light, such as torch
4. Fly anything in the form of a flag
5. Blow whistles
6. Fire – light fires in the shape of a triangle
7. ELT – Emergency Locator Transmitter (radio beacon)
8. The aircraft itself – stay as near to the aircraft as possible if safe to do so
B.5.21.4 Ground – Air Visual Signal Codes for Use by Survivors

B.5.21.4.1 Air to Ground Signals
The following signals by aircraft mean that the ground signals have been understood:
1. During the hours of daylight
By rocking the aircraft’s wings
2. During the hours of darkness
Flashing on and off twice the aircraft’s landing lights or, if not so equipped, by switching on and off
twice its navigation lights
Lack of the above signal indicates that the ground signal is not understood.
B.5.21.4.2 Ground Air Visual Signal Code

Ground air visual signal code for use by survivors;
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Ground air visual signal code for use by rescue units;
B.5.21.5 Dangers to The Body

B.5.21.5.1 Cold
Death usually occurs if body temperature falls below 95º F (35°C).
1. Causes of Loss of Body Heat
a) Exposure to cold winds
b) Contact with cold surfaces
c) Contact with cold water
2. Actions and Considerations
a) Insulate shelters as much as possible.
b) Mental function reduces, keep awake and keep the person talking.
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c) Reduced motor function causes difficulties in speaking, walking and use of hands, keep warm by
huddling together, wear extra layers of clothes if available, keep muscles exercised.
d) Use body heat to thaw areas affected by frostbite.
e) Do not rub frostbite.
f) Do not walk on frostbitten feet.
g) Hypothermia causes reduced vital signs and the heartbeat slows.
h) Warm the centre of the body and head first, then the whole body.
i) Do not rub hands or feet of hypothermic person as this can cause the heart to stop beating.
j) A person can stay alive for considerable lengths of time, although they appear unconscious or
dead.
B.5.21.5.2 Heat
1. Causes of Overheating
a) Contact with hot surfaces
b) The rays of the sun
c) The hot wind
2. Actions And Considerations
a) Drink water where available to avoid dehydration.
b) Cover body to avoid insect bites.
c) Cover head from the sun
d) Cool down sunburn.
e) Reserve energy, salt is lost from the body when you exert yourself therefore you need more
water.
f) Boil water to avoid diarrhea.
g) Use diarrhea tablets from first aid kit.
h) Stay in the shade.
i) If suffering from heat stroke – treat, keep ventilated and cool down, use cold compresses if
available. If person is conscious give water.
B.5.21.5.3 Frostbite
Frostbite affects particularly the exposed parts of the body and regions which being furthest from the
heart, have the least blood circulation e.g. the face, nose, hands and feet.
1. Prevention
a) Keep wrinkling your face and forehead to make sure that stiff patches have not formed
b) Watch your hands
c) Watch each other’s faces and ears for signs of frostbite
d) Do not handle cold metal with bare hands
e) Avoid tight clothing which will reduce circulation
f) Avoid exposure to the wind
g) Avoid spilling fuel on bare flesh. In sub zero temperatures this will freeze almost at once
h) Do not go out of the shelter even for short periods without adequate clothing
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i) Do not let your clothing become wet from perspiration or water if it does dry promptly
2. Symptoms
a) Frostbite first appears as a small patch of white or cream – coloured frozen skin
b) The skin will be firm to the touch and feel stiff
c) May be a feeling of slight prickling sensations as the skin freezes
d) May not notice anything
If treated at this stage the consequences will not be serious. If the process goes further:
a) Tissues of muscle and bone are frozen (deep frostbite)
b) The blood vessels become clotted and so much tissue may be destroyed that part of a limb, an
ear or a nose may be lost
B.5.21.5.4 Mild Frostbite

When the area is warmed up there will be some swelling and redness of the skin with a little pain and as
the condition heals the skin may scale off.
B.5.21.5.5 Deep Frostbite

1. Sypmtoms
a) Swelling and pain will occur
b) Blisters will form
c) These may become infected
d) In serious cases the tissues will become grey, then black and dead and will eventually fall off
2. Treatment
a) A small area may be warmed by placing a bare hand over it covering the outside of the hand with
a glove.
b) Frost bitten hands should be thrust inside the clothing against the body.
c) Frost bitten feet should be thrust inside a companion’s clothing.
d) NEVER rub frostbite with snow.
e) Treat for exposure – get them into a shelter.
f) DO NOT burst blisters – cover them with a dry dressing.
g) NEVER rub a frost bitten area.
h) NEVER warm up frostbite quickly, e.g. in front of a fire or by dipping into hot water or any other
means.
i) Use body heat only.
j) Very severe pain is usually an indication that the frost bitten parts have been made too hot and
further damage is occurring.
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B.5.21.5.6 Hypothermia
This is a condition, which exists when the body temperature falls below that necessary to sustain life
(about 95º F/35º C).
1. Prevention
Avoid exposure to extreme cold, wet, dampness and winds above (about 5 knots)
2. Symptoms
Decreasing resistance to cold, excessive shivering and low vitality
3. Treatment
a) Re-warming the body should start without delay.
b) Provide the best shelter possible.
c) Remove wet clothing and wrap in dry clothes or blankets if possible.
d) If improvised hot bottles are available apply to the body in order of priority, e.g. plastic water
bottles filled with hot water.
e) Stomach
f) Back
g) Armpits
h) Neck
i) Between the thighs
j) Hot drinks will help if conscious
k) Shared body heat is very effective
B.5.21.5.7 Sunstroke
Caused by over-exposure to the sun and can lead to very serious results.
1. Symptoms
a) Hot dry skin
b) Sweating stops
c) The face is flushed and feverish
d) The temperature rises
e) Pulse rate becomes fast and strong
f) Severe headache
g) Vomiting
h) Unconsciousness may follow
2. Treatment
a) Lower the body temperature as soon as possible.
b) Lay the person in the shade with head and shoulders slightly raised.
c) Remove outer clothing.
d) Cool the body by wetting the underclothing with water if available and fanning.
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B.5.21.5.8 Malaria
Although mosquitoes can be found almost anywhere in the world the Malaria-bearing types appear in
warm and hot climates. They usually fly by night but in dense jungles, which are usually quite dark, they
may be active through the day. Those who have taken Malaria tablets (Larium) should be well protected.
1. Prevention
a) Avoid getting bitten by day or night
b) Use insect repellent on any part of the body
c) Wear clothes where possible
d) Improvise mosquito nets
e) Tuck the trouser legs into your socks
f) Tie the bottom of your shirt sleeves
g) Stay away from the swamp and stagnant water
h) If possible light a smoky fire to keep the mosquitoes away
2. Symptoms
a) At first the patient feels chilly and shivers and then a burning fever
b) The attacks alternate in this manner
c) The attacks occur at regular intervals
B.5.21.5.9 Dysentery
This is caused by using polluted food or water and is easily confused with ordinary diarrhea because of
the similar symptom.
1. Prevention
Ensure that all doubtful food is cooked and water is boiled for 8-10 minutes
2. Symptoms
a) Severe inflammation of the bowels leading to abdominal pain
b) Severe diarrhea can be accompanied with green feces streaked with blood
B.5.21.5.10 Sore Eyes

Often caused by exposure to direct or reflected sunlight or by glare from snow and water, can lead to
temporary blindness.
1. Prevention
a) Shelter from the glare
b) Sunglasses
c) Improvise with suitable material to make sunshades
2. Treatment
Relief can be given by smearing any soothing cream around the eyes or by using a damp bandage.
These can be found in the first aid kits.
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B.5.21.6 Principles of Survival
Principles of survival should be considered in the following order:
B.5.21.6.1 Protection
Protect yourself and passengers from any hostile environment e.g. danger of fire, smoke, unsafe
structures, sun, wind. Rain, wild animals, etc. If it safe to do so use the aircraft fuselage itself. Build a
shelter using the natural surroundings.
B.5.21.6.2 Location
Activate a radio beacon; attract the attention of rescuers using mirrors. Use rocks or stones to create
markers on ground, build fires, etc. Stay in the vicinity of the aircraft, as it will be clearly visible from the
air.
B.5.21.6.3 Water
Liquids should be given in small quantities and frequently.
Rationing will have to be strictly enforced if necessary. Only issue water in the first 24 hours to replace
fluid loss due to bleeding or burns. Water can be found on the aircraft (if still intact). Other sources of
water include rain water, snow and ice. Never drink seawater, urine or alcohol. Do not eat if water is
unavailable.
B.5.21.6.4 Food
Any food items should be given in small quantities and frequently. Rationing will be strictly enforced if
necessary.
Food is the least important of the survival principles. Initially the body can survive on accumulated fat.
Human body can survive without food for several weeks. Need more food in cold climates. Lack of food
will eventually lead to loss of energy and the inability to work hard, keep warm or resist illness. Food is a
moral booster, preparation and catching in long-term situations will bring a routine. Collect all available
supplies from aircraft or natural surroundings. Ration. Take control. Food should be issued in small
quantities and often. Do not eat if no water supplies. The human body can survive for long period of time
without food.
Note: Human needs for survival vary according to locality. For instance, in cold areas, exposure causes death before
lack of liquid and a supply of food is more important for survival than in hot areas such as the tropics. In hot areas,
however, dehydration is usually the principle cause of exhaustion and death.
B.5.21.7 The Will to Survive

The will to survive varies considerably in human beings. Throughout history, evidence has shown that
individuals have withstood extreme conditions for a considerable time. In 1943 a British Airman survived
for four days in the Atlantic Ocean with no water or food. Doctors felt that his survival was due to his
incredible will to survive. We are all different, but if we keep the following points in mind, our survival
chances are increased:
1. Have and maintain a positive mental attitude.
2. Keep occupied - mentally and physically.
3. Push negative thoughts out of your mind.
4. Conserve energy.
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Considerations:
1. Exercises are necessary to prevent painful stiffness and to maintain body warmth. They must be
done slowly and frequently and should not become exhausting.
2. Protect the body from cold and damp.
3. Prevent boredom and depression. Keep yourself and passengers occupied - allocate a task, however
simple, to everyone.
4. Provide positive and firm leadership.
5. Make effective use of supplies and equipment.
6. Prevent hostility between people (common in confined areas).
7. Separate people showing signs of hostility or aggression.
8. Carry out first aid treatment – loss of blood and infection can kill if not dealt with properly.
B.5.21.8 Survival on Land

1. Move survivors to a safe upwind location talking all survival equipment which has been removed from
aircraft. Do a headcount.
2. When all danger of fire has passed and the integrity of the aircraft allows, re-enter aircraft and
remove any items of use.
3. Attend to those injured. Do not give alcohol as it induces body heat loss and dehydration.
4. Make patterns on ground. Light fires.
5. Ration water and food. Divide up and, if possible, keep an inventory.
6. Keep a log – a diary of events, list of survivors names, first aid treatment given and if possible a list
of names and locations of fatalities.
7. Maintain a twenty-four hour watch. Allocate no longer than four-hour periods.
8. Never allow individuals to wander off in search of food/water. Three people is considered the
minimum. If one gets injured, the second stays and the third returns to base for help.
B.5.21.9 Survival in The Desert

Desert are large, dry, barren areas where temperatures vary tremendously from very hot during the day
to very cold at night. Temperature differences between day and night as hot days maybe followed by
cooler night with temperature dropping by as much as 10 to 20o C.
As well as the preceding information, consideration should be given to the following :
1. Evacuate all passengers safely using slides after aircraft has come to rest. Retrieve as much water,
food and other items of survival from the aircraft if situation permits. Stay well away from the aircraft
until the danger of fire or explosion has passed.
2. Delegate duties and other essential assignment:
a) Administering first aid
b) Sourcing food and water
c) Preparing signaling equipment
d) Making shelters and fires
e) Organizing security duties
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3. The wreckage or grounded aircraft will be more noticeable from the air. The crashed aircraft if intact
and safe can provide shelter depending on weather conditions. Slides and rafts may be considered
for use as shelters. Keep shelters safe from snakes, scorpions and spiders.
4. Do not eat if there is no water, as digestion will further deplete the body’s liquid reserves and
accelerate dehydration
5. Cactus and roots can be water source. Vegetation away from oasis and waterholes is likely to be little
more than shrubs and grasses
6. Small water holes are often seasonal and are usually covered with stone or rush wood
7. Digging at the lowest point of the outside bend of a dry streambed or at lowest point between dunes
8. Campfire ashes, animal droppings usually indicate that water is not far away
B.5.21.10 Survival In The Jungle

There is no standard form of jungle. The terrain can range from primary jungle i.e. trees up to 200 ft in
height growing closely together with relatively little undergrowth, to secondary jungle i.e. trees varying
in height with dense undergrowth and creepers. In both types of jungle there are likely to be clearings,
shrubs and rivers of varying sizes.
As well as the preceding information, consideration should be given to the following:
1. Due to the terrain, it is likely that a forced landing in trees will cause a large loss of life and multiple
injuries. The Captain will endeavour to land either in a clearing or on a river or lake.
2. Most jungles are, to a varying degree, inhabited and with very few exceptions, the natives are friendly.
They ten to make their villages near major rivers and it are said that “the rivers are the rods of the
jungle”.
3. There is a multitude of animal and insect life, but most of the animals are so timid that, although you
may hear them, it may be several days before you see them. Insects vary from those which cause a
nuisance to those which are a health hazard.
4. The jungle is the easiest place to survive in, as there is an abundance of food and water. However
there is a risk of sickness caused by plants and insects.
5. There is likely to be torrential rain, so protection from this is paramount. Use large broad leaves to
create shelter.
6. Rescuers will have difficulty locating you, as a canopy of trees over head will probably obscure all
visual signals. To overcome this you should:
a) Stay in the vicinity of the aircraft, if possible.
b) Light smoky fires.
c) Scatter brightly coloured objects (life jackets, seat covers, etc.) to give contrasting colours in any
clear spaces.
7. If you decide to leave the vicinity of the aircraft e.g. to go to a clearing or river where location is made
easier, “blaze a trail” i.e. leave markers to ensure you can return to the aircraft if needed. Travel
through jungle will be slow and tedious. You may cover only one or two miles a day.
8. Purify any water you find by boiling the water.
9. Any food items caught e.g. small animals or plant life should be cooked and tested e.g. try a very
small quantity and wait for any adverse effect. These should only be mild and not harmful:
a) Avoid brightly coloured plants.
b) Do not eat anything with a milky sap.
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c) Avoid any fungi.

10. If leeches or ticks attach themselves to the body, never pull them off. Apply tobacco juice, heat, salt
or wood ash to them. They should drop off. Examine each other frequently for leeches or ticks. Adopt
the ‘buddy system’.
B.5.21.11 Arctic / Winter Survival

The principle of winter survival must be applied to any region where low temperatures, high winds and a
covering of snow prevail at various times. The terrain can range from the bare ice cap to the coniferous
forest, with some form of tundra between. Tundra is a level or undulating treeless plain with a permanently
frozen subsoil that is characteristic of artic and sub-arctic regions.
As well as the preceding information, consideration should be given to the following :
1. Evacuate all passengers safely after aircraft has come to rest. In view of the wintry condition, it may
be safe to return to the aircraft for shelter; however this is only to be determined after danger has
passed.
2. Delegate duties and other essential assignment :
a) Administering first aid
b) Sourcing food and water
c) Preparing signaling equipment
d) Making shelters and fires
e) Organizing security duties
3. Unless the fire risk obvious, use of the aircraft fuselage as shelter is desirable. It may even be
possible to remove the seats and inflate a slide outside the aircraft to create a shelter within a shelter.
If the aircraft not possible as a shelter :
a) Look for snow or rock caves to provide shelter
b) A trench can be dug in the snow to keep out freezing winds
c) Keep out draught and avoid opening the door unnecessarily in the shelter
d) Make sure that there is adequate ventilation to avoid carbon monoxide poisoning if burning a fire
inside the shelter
e) Do not camp at bases of slopes or cliffs where snow may come down in avalanches
4. Ensure survivors keep warm by wearing as many clothes, jackets and blankets. If possible retrieve
bags from cargo hold.
5. Consider using the slide/rafts as shelter. Erect canopy to keep out the cold wind
6. Seabirds, fish and seals are potential foods, where there is water. e.g. lakes, rivers
7. Melt ice rather than snow to obtain water for drinking. Do not attempt to suck ice or snow
B.5.21.12 Survival At Sea

Body heat reduces rapidly once a person is wet, so keeping as dry as possible will prolong survival time
considerably. Water and food supplies will be limited so careful allocation of these must be enforced.
Consider the following:
1. Never drink sea water.
2. Inspect the ditching slide for leaks as often as possible.
3. Maintain a continuous 24 hour watch.
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4. To help maintain body warmth, whether in the water or in the raft, adopt the foetal position.
5. It is not practical or desirable to navigate the slide / raft. It is better to stay in the vicinity of the aircraft
and be influenced by the winds and currents. However, if a favourable wind or current drifts you
towards land, pull in the sea anchor to facilitate drift.
6. Apart from food supplies taken from the aircraft, fishing is the only other source of food. Bear in mind
the following points:
a) Do not eat any fish which are slimy or scaly, have sunken eyes, flabby skin or unpleasant odour.
Spiny fish, brightly coloured or fish with a puffed up appearance should also be avoided since
they may not only be poisonous to touch, but also to eat.
b) Sunburn and sore eyes are easier to prevent than cure. Keep covered up and protect the eyes.
Sharks are scavengers, but have been known to attack swimmers and rafts, etc. Therefore, when
a shark is sighted, take the following action:
− Stop fishing.
− Remain still and keep quiet.
B.5.21.13 Emergency Exit (Overwing escape hatches)

AIRBUS BOEING
Refer to CCOM 09-030 Emergency Cabin Evacuation To open hatch from inside
1. Pull handle down and inward
2. Lift window out and throw out diagonally.
To open hatch from outside

1. Push in panel
2. Push hatch inward and lift up
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B.6 Announcement and Briefing Pattern

B.6.1 Briefing Point
DOOR
Indonesian
Selamat Pagi / Siang / Malam, Bapak / Ibu,
Nama saya ...... Saya akan menjelaskan beberapa prosedur mengenai pintu darurat ini. Apakah Bapak / Ibu
bersedia membantu kami dalam keadaan darurat?
Apabila Bapak / Ibu mendengar aba-aba “EVACUATE” (repeated) dalam keadaan darurat, mohon segera buka
pintu ini.
Sebelum membukanya pastikan keadaan di luar tidak ada api dan hambatan.
Cara membukanya:
− Genggam pegangan ini untuk melindungi diri.
− Angkat tuas ini ke atas dan segera lepaskan (Airbus).
− Putar tuas ini searah panah, dorong pintu keluar (Boeing).
− Tarik tuas merah di lantai, sebelah kanan.
− Pastikan peluncur menggembung dengan sempurna.
Segera keluar dari pesawat dan bantu penumpang lain dari luar. Untuk keterangan lebih rinci, silakan pelajari
kartu petunjuk keselamatan ini.
Apakah ada pertanyaan?

Terima kasih.
English
Good .........., Sir / Mam,
My name is ...... I will explain some procedures about this emergency door. Do you mind helping us in an
emergency situation?
If you hear command “EVACUATE” (repeated) in an emergency situation, please open this door immediately.
Before opening, please ensure outside condition is clear from fire and obstacle.
To open it:
− Hold this handle to protect yourself.
− Lift this handle up and release it immediately (Airbus).
− Rotate this handle to arrow direction (Boeing).
− Pull the red manual inflation handle located on the floor, right hand side.
− Make sure the slide is fully inflated.
Evacuate from the aircraft and help other passengers from the outside. For more detail, please learn this safety
instruction card.
Is there any question?

Thank you.
WINDOW
Indonesian
Selamat Pagi / Siang / Malam, Bapak / Ibu,
Nama saya ...... Saya akan menjelaskan beberapa prosedur mengenai jendela darurat ini. Apakah bapak/ibu
bersedia membantu kami dalam keadaan darurat?
Apabila bapak/ibu mendengar aba-aba “EVACUATE” (repeated) dalam keadaan darurat, mohon segera buka
jendela ini.
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Sebelum membukanya pastikan keadaan di luar tidak ada api dan hambatan.
Cara membukanya:
− Tarik penutup tuas ke dalam
− Tarik tuas ke dalam
− Angkat jendela dan buang keluar, ke arah depan.
− Pastikan peluncur menggembung dengan sempurna (Airbus).
− Jika peluncur tidak menggembung dengan sempurna tarik tuas merah di sisi atas bingkai jendela (Airbus).
Segera keluar dari pesawat dan bantu penumpang lain dari luar. Untuk keterangan lebih rinci, silakan pelajari
kartu petunjuk keselamatan ini.
Apakah ada pertanyaan?
Terima kasih.
English
Good .........., Sir / Mam,
My name is ...... I will explain some procedures about this emergency window. Do you mind helping us in an
emergency situation?
If you hear command “EVACUATE” (repeated) in an emergency situation, please open this window immediately.
Before opening, please ensure outside condition is clear from fire and obstacle.
To open it:
− Pull out the cover
− Pull the handle inward
− Lift the window and throw it outside, frontwards.
− Make sure the slide is fully inflated (Airbus).
− If the slide is not fully inflated pull the red manual inflation handle located on the upper side of the window
frame (Airbus).
Evacuate from the aircraft and help other passengers from the outside. For more detail, please learn this safety
instruction card.
Is there any question?
Thank you.
B.6.2 Emergency Announcement
TERRAIN
Indonesian
Bapak dan Ibu Yth,
Kami mohon perhatian Anda. Bagi Anda yang berada di luar tempat duduk, kami mohon untuk kembali secepatnya
ke tempat duduk Anda, dan jika penumpang di sebelah Anda sedang tidur, mohon mereka dibangunkan, kami
akan menyampaikan pengumuman penting.
English
Ladies and Gentlemen,
May I have your attention please. If you are out of your seat, return to it immediately. If passenger next to you is
sleeping, wake them for this important announcement.
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Indonesian
Bapak dan Ibu Yth,
Di sini awak kabin senior Anda, atas nama kapten .…. kami beritahukan bahwa karena alasan .…. kami terpaksa
akan melakukan pendaratan darurat di atas daratan/perairan dalam waktu ….. menit. Kami persilakan Anda untuk
tetap duduk dan tetap tenang sambil menunggu instruksi selanjutnya.
English
This is your Senior Cabin Crew, on behalf of captain .…. we inform you that due to .…. we are forced to make
an emergency landing on land/water in about .…. minutes. Please remain seated and keep calm, within a few
moments further instructions will follow.
Indonesian
Awak kabin harap membersihkan kabin dan mengunci meja penumpang. Trolley makanan harus segera dikunci.
English
Cabin Crew, clear the cabin from any article, lock and place meal trolley.
OTHER CABIN CREW PERFORM CABIN CLEANING

Command:
Indonesian
Bapak dan Ibu Yth,
Awak kabin Anda sudah terlatih untuk dapat mengatasi situasi seperti ini. Dengan kerja sama serta perhatian
Anda, kita akan menghadapi segalanya dengan cepat dan efisien.
Ikuti petunjuk-petunjuk ini dengan segera:
− Tegakkan sandaran kursi Anda.
− Lipat dan kunci meja Anda.
− Lepaskan barang-barang tajam dari pakaian Anda dan masukkan ke dalam kantong kursi di depan Anda.
− Lepaskan sepatu bertumit tinggi, masukkan ke dalam kantong kursi.
English
Your entire crew has been thoroughly trained to handle this situation. With your cooperation and attention, we can
accomplish everything quickly and efficiently.
Listen carefully and follow our instruction:
− Place the seat back in the upright position.
− Fold and lock your tray table.
− Remove sharp objects from your clothes and put them in the seat pocket in front of you.
− Remove your high heel shoes and put them in the seat pocket in front of you.
OTHER CABIN CREW PERFORM CABIN CHECK

Indonesian
Sesaat sebelum mendarat, Anda akan mendengar aba-aba dari kapten: “BRACE FOR IMPACT”. Itu berarti:
Dorong sandaran kursi di depan Anda ke depan, letakkan dahi di atas punggung tangan.
Tetaplah dalam posisi ini sampai pesawat berhenti.
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English
Before landing, there will be commands given by captain: “BRACE FOR IMPACT”. This mean push the seatback in
front of you and put your forehead on your back hand.
Keep this bracing position until this aircraft has come to a complete stop.

Indonesian
Kita akan menggunakan:
− 4 (empat) pintu darurat yang dilengkapi dengan alat peluncur, 2 (dua) di kabin bagian depan dan 2 (dua) di
kabin bagian belakang, kiri dan kanan.
− 4 (empat) jendela darurat yang dilengkapi dengan alat peluncur di kabin bagian tengah, 2 (dua) di sisi kiri dan
2 (dua) di sisi kanan.
English
We will use:
− 4 (four) emergency exit doors with escape slide, 2 (two) in the front cabin and 2 (two) in the rear cabin, left and
right side.
− 4 (four) emergency exit windows with escape slide in the center cabin, 2 (two) on the left hand side and 2
(two) on the right hand side.

Indonesian
Bapak dan Ibu Yth,
Pelajarilah kartu petunjuk keselamatan yang terdapat di kantong kursi. Awak kabin akan menyiapkan bayi dan
anak-anak. Jika ada di antara Anda adalah awak pesawat atau petugas medis, silakan menghubungi awak kabin
untuk membantu proses evakuasi.
English
Please study the safety instruction card from seat pocket in front of you. The cabin crew will now assist to prepare
babies and children. If there any crewmembers or medical personal onboard, please identify yourself to the cabin
crew for evacuation assistant.
DITCHING
Indonesian
Bapak dan Ibu Yth,
Kami mohon perhatian Anda. Bagi Anda yang berada di luar tempat duduk, kami mohon untuk kembali secepatnya
ke tempat duduk Anda, dan jika penumpang di sebelah Anda sedang tidur, mohon mereka dibangunkan, kami
akan menyampaikan pengumuman penting.
English
May I have your attention please. If you are out of your seat, return to it immediately. If passenger next to you is
sleeping, wake them for this important announcement.
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Indonesian
Bapak dan Ibu Yth,
Di sini awak kabin senior Anda, atas nama kapten .…. kami beritahukan bahwa karena alasan .…. kami terpaksa
akan melakukan pendaratan darurat di atas daratan/perairan dalam waktu ….. menit. Kami persilakan Anda untuk
tetap duduk dan tetap tenang sambil menunggu instruksi selanjutnya.
English
This is your Senior Cabin Crew, on behalf of captain .…. we inform you that due to .…. we are forced to make
an emergency landing on land/water in about .…. minutes. Please remain seated and keep calm, within a few
moments further instructions will follow.
Indonesian
Awak kabin harap membersihkan kabin dan mengunci meja penumpang. Trolley makanan harus segera dikunci.
English
Cabin Crew, clear the cabin from any article, lock and place meal trolley.
OTHER CABIN CREW PERFORM CABIN CLEANING

Command:
Indonesian
Bapak dan Ibu Yth,
Awak kabin Anda sudah terlatih untuk dapat mengatasi situasi seperti ini. Dengan kerja sama serta perhatian
Anda, kita akan menghadapi segalanya dengan cepat dan efisien.
Ikuti petunjuk- petunjuk ini dengan segera:
− Tegakkan sandaran kursi Anda.
− Lipat dan kunci meja Anda.
− Lepaskan barang-barang tajam dari pakaian Anda dan masukkan ke dalam kantong kursi di depan Anda.
− Lepaskan sepatu, masukkan ke dalam kantong kursi.
English
Your entire crew has been thoroughly trained to handle this situation, and with you cooperation and attention, we
can accomplish everything quickly and efficiently.
Listen carefully and follow our instruction:
− Place the seat back in the upright position.
− Fold and lock your tray table.
− Remove sharp objects from your clothes and put them in the seat pocket in front of you.
− Remove your shoes and put them in the seat pocket in front of you.

Indonesian
Sesaat sebelum mendarat, Anda akan mendengar aba-aba dari kapten: “BRACE FOR IMPACT”. Itu berarti dorong
sandaran kursi di depan Anda ke depan, letakkan dahi di atas punggung tangan.
Tetaplah dalam posisi ini sampai pesawat berhenti.
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English
Before landing, there will be commands given by captain: “BRACE FOR IMPACT”. This mean push the seatback in
front of you and put your forehead on your back hand.
Keep this bracing position until this aircraft has come to a complete stop.

Indonesian
− Ambil pelampung dari bawah kursi Anda.
− Buka kantung plastiknya.
− Kenakan baju pelampung.
− Jangan dikembungkan dulu, saya ulangi jangan dikembungkan dulu sampai Anda berada di depan pintu atau
di atas sayap.
English
− Take life vest from under your seat.
− Open the plastic bag.
− Put the life vest on.
− Do not inflate, I repeat, do not inflate the life vest until you reach the door or on the wing.

Indonesian – Airbus A320
− 4 (empat) jendela darurat yang dilengkapi dengan alat peluncur di kabin bagian tengah, 2 (dua) di sisi kiri dan
2 (dua) di sisi kanan.
Indonesian – Boeing 737-300/500

− 2 (dua) jendela darurat yang dilengkapi dengan alat peluncur di kabin bagian tengah, 1 (satu) di sisi kiri dan 1
(satu) di sisi kanan.
English – Airbus A320

We will use:
right side.
− 4 (four) emergency exit windows with escape slide in the center cabin, 2 (two) on the left hand side and 2
(two) on the right hand side.
English – Boeing 737-300/500

We will use:
right side.
− 2 (two) emergency exit windows with escape slide in the center cabin, 1 (one) on the left hand side and 1
(one) on the right hand side.
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Indonesian
Bapak dan Ibu Yth,
Pelajarilah kartu petunjuk keselamatan yang terdapat di kantong kursi. Awak kabin akan menyiapkan bayi dan
anak-anak. Jika ada di antara Anda adalah awak pesawat atau petugas medis, silakan menghubungi awak kabin
untuk membantu proses evakuasi.
English
Please study the safety instruction card from seat pocket in front of you. The Cabin Crew will now assist to prepare
babies and children. If there any crewmembers or medical personal onboard, please identify yourself to the cabin
crew for evacuation assistant.
B.6.3 ABP BRIEFING

Establish Relationship
Indonesian
“Anda dipilih untuk membantu proses evakuasi. Apakah Anda bersedia?”
English
“You have been chosen to help the evacuation process. Do you mind helping us?”
Discuss Responsibility
ABPs on Exit Door
Indonesian
− Setelah Anda mendengar aba-aba “EVACUATE – EVACUATE - EVACUATE” atau “BAHAYA – BUKA SABUK
PENGAMAN” segera berdiri dan tahan penumpang.
− Teriak “MUNDUR” saat saya membuka pintu.
− Jika saya tidak dapat membukanya, bantu saya.
− Sebelum membuka, lihat keluar. Pastikan bahwa tidak ada api, asap, hambatan atau situasi berbahaya.
Pastikan pintu tidak terasa panas (showing).
− Jika kondisi di luar berbahaya, jangan dibuka. Halangi pintu. Arahkan penumpang ke pintu lain, berikan
alasan, teriak “LEWAT SANA”. Dengarkan “Aba-aba Evakuasi” dan arahkan penumpang ke arah suara.
− Jika pintu dapat digunakan, berpegangan (show frame assist handle), tarik tuas ini ke atas (show the use of
door control handle).
− Setelah pintu terbuka, tarik tuas merah di lantai, sebelah kanan (show location of manual inflation handle).
− Alat peluncur akan menggembung secara otomatis.
− Jika slide tidak menggembung, tidak menyentuh tanah atau terlalu curam, halangi pintu dan arahkan
penumpang ke pintu lain.
English
− After you hear command “EVACUATE – EVACUATE – EVACUATE” or “BAHAYA – BUKA SABUK
PENGAMAN” stand up and hold people back.
− Shout “STAND BACK” while I open the door.
− If I am unable to open the door, help me.
− Before opening, look outside. Make sure there is no fire, smoke, obstacle or any dangerous situations. Feel
the door for heat (demonstrate).
− If outside condition is dangerous, do not open it. Block the door. Direct passenger to another exit. Shout
“LEWAT SANA”. Listen for “Evacuation Command” and send passengers in the direction of the voice.
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− If the door can be used, hold on (show frame assists handle), pull this control handle upwards (show the use
of door control handle).
− Once the door is opened, pull the red manual inflation handle located on the floor, right hand side (show
location of the manual inflation handle).
− The slide will automatically inflated.
− If the slide is not inflated, not reaching the ground or too steep, block the door and direct passengers to
another exit.
ABPs on Exit Window

Indonesian
− “Setelah Anda mendengar aba-aba “EVACUATE – EVACUATE - EVACUATE” atau “BAHAYA – BUKA SABUK
PENGAMAN” segera buka jendela ini.”
− “Sebelum membuka, lihat keluar. Pastikan bahwa tidak ada api, asap, hambatan atau situasi berbahaya.
Pastikan pintu tidak terasa panas (showing).”
− “Jika kondisi di luar berbahaya, jangan dibuka. Halangi jendela ini. Arahkan penumpang ke pintu lain, berikan
alasan, teriak “LEWAT SANA”. Dengarkan seseorang berteriak “KEMARI” dan arahkan penumpang ke arah
suara.”
− “Cara membukanya; tarik penutup tuas ke dalam, tarik tuas ke dalam, angkat jendela dan buang keluar, ke
arah depan.”
− “Alat peluncur akan menggembung secara otomatis.”
− “Jika peluncur tidak menggembung secara otomatis, tarik tuas merah di sisi atas bingkai jendela. Pastikan
peluncur menggembung dengan sempurna, menyentuh tanah dan tidak terlalu curam.”
− “Jika slide tidak menggembung, tidak menyentuh tanah atau terlalu curam, halangi pintu dan arahkan
penumpang ke pintu lain.”
English
− “After you hear command “EVACUATE –EVACUATE – EVACUATE” or “BAHAYA – BUKA SABUK
PENGAMAN” open this window immediately.”
− “Before opening, look outside. Make sure there is no fire, smoke, obstacle or any dangerous situations. Feel
the window for heat (demonstrate).”
− “If outside condition is dangerous, do not open it. Block the exit. Direct passenger to another exit. Shout
“LEWAT SANA”. Listen for someone shouting “KEMARI” and send passengers in the direction of the voice.”
− “To open it; pull out the cover, pull the handle inward, lift the window and throw it outside, frontwards.
− “The slide will automatically inflated.”
− “If the slide is not automatically inflated, not reaching the ground or too steep, block the door and direct
passengers to another exit.”
Review Procedures
Prepare ABPs for landing. ABPs should read the Safety Information Card.
B.6.4 ABP Briefing For Life Raft Operation

Establish Relationship
Indonesian
“Anda telah dipilih untuk membantu kami untuk mengoperasikan perahu karet.”
English
“You have been chosen to assist us to operate the Life Raft”
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Discuss Responsibility
Indonesian
- Setelah semua penumpang keluar dan waktu memungkinkan, segera keluarkan perahu karet dari tempatnya.
- Tempatkan perahu karet di dekat pintu.
- Buka penutup berwarna merah. Genggam pegangan dan tarik tali dengan hati-hati.
- Ikat tali pada bagian pesawat.
- Lempar perahu karet keluar dari pesawat, perahu karet akan menggembung secara otomatis.
- Jika perahu karet tidak menggembung secara otomatis, tarik tali untuk menggembungkan.
- Kembungkan pelampung, naik ke atas perahu karet
- Bantu penumpang lain untuk naik ke atas perahu karet.
- Potong tali.
English
- When evacuation completed and time permits, remove life raft from the container.
- Place the life raft near the exit.
- Unsnap and lift open the red pull handle flap. Grasp the handle and carefully pull the mooring line out of the
carrying case.
- Attach the mooring line to a fixed part of the aircraft.
- Throw the life raft out of the aircraft, the life raft will inflate automatically.
- If the life raft does not inflate automatically, pull on the mooring line to inflate the life raft.
- Inflate life vest, board the raft.
- Help other passenger to get into the raft.
- Cut the mooring line.
Review Procedures
Ask ABPs to repeat instructions from cabin crew.
Prepare ABPs for landing. ABPs should read the Safety Information Card.
B.6.5 Infant Briefing
Indonesian
− Selamat ………. (pagi / siang / malam), bapak / ibu,
− Ini adalah baju pelampung dan sabuk pengaman bayi.
− Baju pelampung hanya digunakan dalam keadaan darurat, dan sabuk pengaman hanya digunakan dalam
keadaan normal.
− Mohon kembalikan kedua alat ini sebelum bapak / ibu keluar dari pesawat di bandara tujuan.
− Jika bapak / ibu memerlukan bantuan atau informasi, silakan menghubungi kami.
− Terima kasih.”
English
− Good ………. (morning / afternoon / evening). Sir / madam.
− These are life vest and seatbelt for infant.
− The life vest is only to be used in an emergency situation and the seatbelt is only to be used when needed in
normal condition.
− Please return both items before leaving this aircraft in destination airport.
− If you need any assistance or information during this flight, please kindly contct us.
− Thank you.
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B.6.6 Visually Impaired Passenger Briefing
Indonesian
− Selamat ………. (pagi / siang / malam), bapak / ibu,
− Nama saya ……….………. pramugari/a dalam penerbangan ini.
− Saya akan memberikan beberapa informasi yang mungkin akan bapak / ibu perlukan selama penerbangan.
− Sabuk pengaman harus digunakan selama penerbangan saat bapak / ibu sedang duduk.
− Sekarang, saya akan membantu bapak / ibu untuk mengenali cara memasang dan melepaskan sabuk
pengaman (perform simulation).
− Jika tekanan udara di dalam kabin berkurang secara tiba-tiba, masker oksigen akan jatuh dari tempat
penyimpanan di atas kepala bapak / ibu.
− Kami akan memberikan instruksi agar semua penumpang segera mengenakan masker oksigen.
− Saat instruksi terdengar, segera tarik masker ke arah bapak / ibu, pasang menutupi mulut dan hidung dan
bernapaslah seperti biasa.
− Sekarang, saya akan membantu bapak / ibu untuk mengenali posisi masker tersebut saat jatuh dari
tempatnya (perform simulation).
− Baju pelampung ada di bawah kursi bapak / ibu. Dan hanya digunakan saat pendaratan darurat di air. Ambil
baju pelampung begitu diinstruksikan.
− Cara penggunaannya; ambil kantung berisi pelampung dari bawah kursi, buka kantung, ambil baju pelampung
dari dalam kantung, buka lipatannya dan kenakan.
− Saya akan membantu bapak / ibu untuk mengenali tempat dimana pelampung itu tersimpan (perform
simulation).
− Jika kita harus melakukan pendaratan darurat, posisikan kedua tangan bapak /ibu seperti ini untuk melindungi
kepala saat mendengar instruksi dari pilot “BRACE FOR IMPACT” (perform simulation).
− Pintu keluar terdekat terletak ……….………. langkah dari tempat bapak / ibu duduk, di sebelah kanan dan kiri.
− Jika bapak / ibu memerlukan sesuatu silakan tekan tombol yang berada di atas kepala bapak / ibu.
− Sekarang, saya akan membantu bapak / ibu untuk mengenali tombol tersebut (perform simulation).
− Apakah ada pertanyaan?
− Terima kasih.
English
− Good ………. (morning / afternoon / evening). Sir / madam.
− My name is .................... cabin crew of this flight.
− I will give you some information that might be needed during flight.
− Seat belt must be used during the flight whenever you are seated.
− Now, I will help you to recognize the usage of seat belt (perform simulation).
− If the cabin pressure drop, oxygen masks will fall from a storage above your head.
− We will give instructions to all passengers to put on the mask immediately.
− When you hear the instruction, immediately pull the mask towards you, put the mask covering mouth and nose
and breathe normally.
− Now, I will help you to recognize the position of the mask while falling out of place (perform simulation).
− Life vest is stowed under your seat. And to be used only in water evacuation. Take life vest as ordered by the
cabin crew.
− To use it; take the bag containing the life vest from under your seat, open the bag, grab the life vest from the
bag, unfold and use it. I will help you to identify the location of the bag (perform simulation).
− If we have to make an emergency landing, put both hands in front of you to protect your head when you hear
command from the pilot “BRACE FOR IMPACT” (perform simulation).
− The nearest exits are .................... steps from where you sit, on the right and left.
− If you need anything please press the button located on the overhead panel.
− Now, I will help you to recognize that button (perform simulation).
− Is there any question? Thank you.
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MANUAL A GENERAL
B.7 COWADS
Cabin Cabin Cabin Cabin Cabin Cabin Cabin Cabin

Crew In Crew 2 Crew 3 Crew 4 Crew 5 Crew 6 Crew 7 Crew 8
Charge
(CIC)
RESPONSIBILITIES
AFT
AFT RH swiveling
Door Side seat
Takeoff and FWD LH AFT LH FWD LH Note: AFT
(Airbus)
Swiveling SR 1D SR 1E SR 1F
landing Door Side Door Side Aisle Side seat (Airbus)
in operation AFT jump
with 4 cabin seat RH
crew
(Boeing)
FWD AFT SR 6 LH/ SR 22 SR 11 FWD
Boarding N/A
GALLEY GALLEY RH LH/RH LH/RH GALLEY
AFT FWD AFT AFT FWD FWD AFT
Work area
CABIN CABIN CABIN CABIN CABIN CABIN CABIN
WHOLE
Lavatory N/A A D&E N/A
Galley AFT N/A
PREFLIGHT DUTIES
Announcement X
Preflight check X X X X X X X X
SOB checking
X
and reporting
Assist SOB
X
checking
Boarding X X X X X X
Profiling X X X X X X X X
Inf. LV dist. X X
X X X
ABP briefing
*Last Row *First Row *Emer Exit
Head count X
INFLIGHT - BEFORE TAKEOFF
Announcement X
Safety Demo X X X X
Final Cabin
X X X X X
Check
INFLIGHT – AFTER TAKEOFF
Announcement X
Periodic Cabin
X X X X X X X X
and Lav. Check
Assist Cockpit X
Responsibility
X X
Meal Service
Assist Meal
X X X X X X
Service
MDSE SOB X X X X X X X X
F&B SOB X X X X X X X X
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Debarrasser X X X X X X X X
SOB Closing
X
and Reporting
Assist SOB
X
Closing
Landing Prep. X X X X X X X X
Final Cabin
X X X X X
Check
AFTER LANDING DUTIES
Announcement X
Farewell
X X X X
Greeting
Collecting Inf.
LV and Inf. X X
Seatbelt
Cabin Cleaning X X X X X X X X
Cabin Check X X X X X X X X
BEFORE LEAVING THE AIRCRAFT
Cabin Check X X X X X X X X
Note:
1. The word “cabin” comprises of passenger compartment, galleys and lavatories.
2. All procedures should be based on related company manuals.
3. Delegation of duties are allowed on Cabin Crew In Charge (CIC)’s discretion.
4. In aircraft with 5 Cabin Crews onboard, Cabin Crew 5 work area is at Fwd Cabin
5. In aircraft wiht 3 Cabin Crews onboard, Cabin Crew 2 is responsible for Lavatory D and E
6. Boarding Station for Cabin Crew 3 in Boeing 737-300/500 is in the Overwing Exit Seating Row
7. Boarding Station for Cabin Crew 4 in Boeing 737-300/500 is in the Middle of The AFT Cabin
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MANUAL A Appendix B
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MANUAL A GENERAL
Runway Incursion
Appendix C
Runway Incursion
C.1 Runway Incursion Avoidance Guidance

This guidance focuses on the activities occurring within the cockpit (e.g., planning, communicating,
and coordinating) as opposed to the actual control of the aircraft (e.g., steering, maneuvering). Taxi
operations present distinct challenges and requirements not found in other phases of flight operations.
These distinct challenges are elaborated, when necessary, throughout the guidance.
C.2 Background
The process of getting to and from a runway has become increasingly complex. This is mainly due
to the increase in number of aircraft, takeoff times being held more closely to a set schedule, and all
the varied combinations of weather, time of day, aircraft type, and language usage. Increased traffic
and expansion at many airports create complex runway and taxiway layouts. This additional complexity
has made airport surface operations more difficult and potentially more hazardous. To increase safety
and efficiency, it is necessary to lessen the exposure to hazards and risks by holding the flight crew’s
workload to a minimum during taxi operations.
C.3 SOP for Taxi / Maneuvering

At airports with complicated infrastructures and/or complex construction work in progress, all checklist
items must be accomplished when the aircraft is stationary and parking brake is on. Flight control check
will be accomplished before taxi or at convenient time on paralel taxiway. Taxi checks with the exception
of the brake check, will be accomplished, either while waiting in line or at the holding position before
entering the runway with the intention of taking-off. No attention diversion may take place during taxi.
This will increase the flight crew’s awareness but will not increase their workload while the aircraft is
taxiing.
C.4 Task Sharing

PM will conduct the navigational duties during taxi operations and assists the PF in navigating the required
taxi-routes as per ATC clearance. PM must use the appropriate aerodrome chart for this purpose. PF will
maneuver the aircraft during ground operations and will monitor the navigation of PM. He/she shall have
the appropriate aerodrome chart displayed.
C.5 Planning
1. Through planning for taxi operations is essential for a safe operation. Flight crews should plan for the
airport surface movement portion of the flight just as they plan for the other phases of flight. Planning
for taxi operations should be an integral part of the flight crew’s flight planning process and should be
completed in two main phases:
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MANUAL A
a) Flight crews should anticipate airport surface movements by conducting pre-taxi or pre-landing
planning based on information on the automatic terminal information service (ATIS), previous
experience at that airport, and review of the airport diagram.
b) Once taxi instructions are received, the pre-taxi plans should be reviewed and updated as
necessary. It is essential that the updated plan be understood by all flight crewmembers.
2. The following guidance should be used to conduct a briefing of all flight crewmembers, containing:
a) Prevention of runway incursions
- Use of airport diagram
- Crew confirmation of taxi clearance
- Visually clear final approach path and the runway before crossing or taking any active runway
- Complex intersections, airfield construction, and “hot spots”
b) Consider
- How familiar are the flight crewmembers with the airport? Has anyone flown out of or into the
airport recently? Have there been changes made at the airport recently? Flight crews should
remember to review the latest Notices to Airmen (NOTAM) for both the departure and arrival
airports for information concerning construction and/or taxiway / runway closures.
- Flight crews should:
• Take some time and study the airport layout. An airport diagram should be readily
available for use by the pilots (see following NOTE on Use of Airport Diagrams). Pre-taxi
plans should focus on the departure airport, and pre-landing plans should focus on the
arrival airport.
• Check the expected taxi route against the airport diagram or taxi chart.
• Pay special attention to any unique or complex intersections along the taxi route.
• Identify critical times and locations on the taxi route (transitioning through complex
intersections, crossing intervening runways, entering and lining up on the runway
for takeoff, and approaching and lining up on the runway for landing) where verbal
coordination between the PIC and the FO will be important for correct aircraft navigation
and crew orientation.
- The flight crew should plan the timing and execution of aircraft checklists and company
communications at the appropriate times and locations so the pilot who is not taxiing the
aircraft can be available to participate in verbal coordination with the pilot who is taxiing
the aircraft. This action is needed to confirm compliance with ATC taxi instructions at the
appropriate times and locations. When planning these tasks, flight crews should also
consider the anticipated duration of the taxi operation, the locations of complex intersections
and runway crossings, and the visibility along the taxi route. If possible during low visibility
operations, flight crews should conduct pre-departure checklists only when the aircraft is
stopped or while taxiing straight ahead on a taxiway without complex intersections.
c) Situational Awareness
- When conducting taxi operations, flight crews need to be aware of their situation as it relates
to other aircraft operations going on around them as well as to other vehicles moving on the
airport. The flight crew should know the aircraft’s precise location on the airport. Sometimes
this is a challenge, especially when flight crews are at an unfamiliar airport, the airport layout
and taxi routes are complex, or the visibility is poor. It is important for the flight crew to:
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MANUAL A Appendix C
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MANUAL A GENERAL
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• Understand and follow ATC instructions and clearances;

• Have an airport diagram available for use; and
• Know and use all of the visual aids available at the airport, such as the signs, markings,
and lighting.
- Flight crews should use a “continuous loop” process for actively monitoring and updating
their progress and location during taxi. This includes knowing the aircraft’s present location
and mentally calculating the next location on the route that will require increased attention
(e.g., a turn onto another taxiway, an intersecting runway, or any other transition points).
Use all resources available (heading indicators, airport diagrams, airport signs, markings,
lighting, and air traffic control – ground and/or tower) to keep the aircraft on its assigned
taxi route. As the “continuous loop” is updated, flight crewmembers should verbally share
relevant information with each other.
- Situational awareness is enhanced by monitoring ATC instructions or clearances issued to
other aircraft. Flight crews should be especially vigilant if another aircraft is on frequency
that has a similar call sign. Care should be taken to not inadvertently execute a clearance or
instruction for another aircraft.
- Prior to entering or crossing any runway, flight crewmembers should scan the full length of
the runway and scan for aircraft on final approach or landing roll out. They should verbally
confirm scan results with each other. Aircraft movement should be stopped if there is any
difference or confusion on the part of any flight crewmember about the scan results.
- Flight crews should be especially vigilant when instructed to taxi into “position and hold,”
particularly at night or during periods of reduced visibility. They should scan the full length
of the runway and scan for aircraft on final approach or landing roll out when taxiing onto
a runway either at the end of the runway or at an intersection. ATC should be contacted
anytime there is a concern about a potential conflict.
• In instances where flight crews have been instructed to taxi into “position and hold” and
have been advised of a reason/condition (wake turbulence, traffic on an intersecting
runway, etc.) or the reason / condition is clearly visible (another aircraft that has landed
on or is taking-off on the same runway), and the reason / condition is satisfied, they
should expect an imminent takeoff clearance, unless advised of a delay.
• If landing traffic is a factor, the tower is required to inform flight crews when clearing them
to taxi into “position and hold” of the closest traffic that is cleared to land, touch-and-go,
stop-and-go, or unrestricted low approach on the same runway. Flight crews should take
care to note the position of that traffic and be especially aware of the elapsed time from
the “position and hold” clearance while waiting for the takeoff clearance.
Note: Pilots should consider the length of time that they have been holding in position whenever they
HAVE NOT been advised of any expected delay to determine when it is appropriate to query the
controller.
- If any flight crewmember is uncertain about any ATC instruction or clearance, query ATC
immediately.
- If anyone suspects radio problems and weather conditions permit, attempt to observe the
tower for light gun signals.
- Extra caution should be used when directed to taxi on a runway during reduced visibility
conditions.
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MANUAL A
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MANUAL A
- Flight crews should use the utmost caution after landing on a runway that intersects another
runway, or on a runway where the exit taxiway will shortly intersect another runway. All flight
crewmembers must have a common understanding of ATC’s instructions and expectations
regarding where the aircraft is to stop and must be able to identify the appropriate hold points.
ATC should be advised immediately if there is any uncertainty about the ability to comply with
any of their instructions.
CAUTION
• After landing, when on a taxiway that is between parallel runways, taxi the aircraft clear of the landing runway
unless you are constrained by a hold-short line associated with the adjacent parallel runway.
• Unless otherwise instructed by ATC, taxi clears of the landing runway even if that requires you to cross or
enter a taxiway / ramp area.
• At an airport with an operating air traffic control tower, never enter a runway without specific authorization.
When in doubt, contact ATC.
C.6 Intra-Flight Deck / Cockpit Verbal Coordination

It is essential that the flightcrew correctly understand and agree on all ATC ground movement instructions.
Any misunderstanding or disagreement should be resolved to the satisfaction of all flight crewmembers
before taxiing the aircraft. It is the verbal aspect of this coordination that is most significant. It is not
enough to assume that all flight crewmembers have heard and understood instructions correctly.
A common understanding can be enhanced by one flight crewmember repeating the instructions verbally
and getting agreement on the content and intent from the other flight crewmember(s). Any persistent
disagreement or uncertainty among crewmembers should be resolved by contacting ATC for clarification.
When flight crewmembers verbally confirm their understanding of the instructions, they then have a
chance to discover and correct any misunderstandings and thus prevent hazardous situations from
developing. This verbal coordination/agreement should be accomplished at the following times:
1. When ATC issues taxi instructions for a departure, the flightcrew should refer to the airport diagram,
coordinate verbally, and agree on the assigned runway and taxi route, including any instructions to
hold short of or cross an intersecting runway.
2. When ATC issues landing instructions, the flight crew should coordinate verbally and agree on the
runway assigned by ATC, as well as any restrictions, such as hold short points of an intersecting
runway after landing.
3. After landing and exiting the runway, the flight crew should coordinate verbally and agree on the ATC
taxi instructions to the aircraft’s parking area, including any instructions to hold short of or cross an
intersecting runway.
4. At complex intersections, the flight crew should verbally coordinate to be sure that the intersection is
correctly identified and that the aircraft is transitioning through the intersection to the correct taxiway.
5. When it becomes necessary for a flight crewmember to stop monitoring any ATC frequency, he or she
should tell the other flight crewmember(s) when stopping and resuming the monitoring of the ATC
frequency. Any instructions or information received or transmitted during that flight crewmember’s
absence from the ATC frequency should be briefed and reviewed upon his or her return.
6. When the pilot not taxiing the aircraft focuses his or her attention on instruments in the cockpit,
such as entering data into the aircraft’s FMS, and, consequently, is not able to visually monitor the
aircraft’s progress, he or she should verbally notify the pilot taxiing the aircraft. Likewise, notification
should be made when that flight crewmember has completed his or her task and is again able to
visually monitor the taxi operation.
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MANUAL A Appendix C
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MANUAL A GENERAL
Runway Incursion
C.7 ATC / Flight Crew Communication

The primary way the flight crew and ATC communicate is by voice. The safety and efficiency of taxi
operations at airports with operating control towers depend on this “communication loop.” Controllers use
standard phraseology and require read backs and other responses from the flight crew in order to ensure
that clearances and instructions are understood.
In order to complete the “communication loop,” the controllers must also clearly understand the flight
crew’s read back and other responses. The flight crew can help enhance the controller’s understanding
by responding appropriately and using standard phraseology. The AIM, approved flight crewmember
training programs, and operational manuals provide information for flight crews on standard ATC
phraseology and communications requirements. Some of the most important guidelines that contribute
to clear and accurate communications are included here. Flight crews should:
1. Maintain a “sterile” cockpit. Flight crewmembers must be able to focus on their duties without being
distracted by non-flight related matters, such as eating meals, engaging in non-essential conversation,
or reading material not related to the safe and proper operation of the aircraft. When operating an
aircraft that does not have a door between the flight deck and the passenger compartment, the pilot
may need to ask passengers to refrain from unnecessary conversation from the time the pre-flight
preparations begin until the time the aircraft is clear of the terminal area and at cruising altitude. The
same procedure should be followed on arrival, from the time landing preparations begin until the
aircraft is safely stopped at the terminal.
2. State their position whenever making initial contact with any tower or ground controller, regardless of
whether their position was previously stated to a different controller.
3. Use standard ATC phraseology at all times in order to facilitate clear and concise ATC / flight crew
communications.
4. Focus on what ATC is instructing. Flight crewmembers should not perform any non-essential tasks
while communicating with ATC.
5. Read back all clearances/instructions to enter a specific runway, hold short of a runway, and taxi into
“position and hold,” including the runway designator.
a) Pilots should not acknowledge the ATC instructions or clearances to enter a specific runway, hold
short of a runway, and taxi into “position and hold” by using their call sign and saying “Roger” or
“Wilco.” Instead, they should read back the entire instruction or clearance including the runway
designator.
b) Air traffic controllers are required to obtain from the pilot a read back of all runway hold short
instructions.
6. Actively monitor the assigned tower frequency for potential conflicts involving their runway when
holding in position for takeoff and when on final approach.
7. Read back all takeoff and landing clearances, including the runway designator.
8. Clarify any misunderstanding or confusion concerning ATC instructions or clearances to the
satisfaction of all flight crewmembers.
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MANUAL A
GENERAL
Runway Incursion
OPERATION
MANUAL A
C.8 Taxiing
This paragraph does not discuss speed management, steering, or maneuvering the aircraft, but suggests
some good practices regarding other cockpit activities during taxi.
1. Prior to taxiing, a copy of the airport diagram should be available for use by the flight crew.
2. The aircraft’s compass or heading display is an excellent tool, as a supplement to visual orientation,
for confirming correct taxiway or runway alignment. It should be referred to as frequently as necessary,
but especially at complex intersections and where the takeoff ends of two runways are close to one
another.
3. Low visibility conditions increase the challenge of safely moving the aircraft on the airport surface.
Although visibility is technically designated as “low” when the runway visual range (RVR) falls
below 1,200 ft, visibility along the taxi route may be considerably less than the runway visibility.
All resources available should be used, including heading indicators, airport signs, markings and
lighting, and airport diagrams to the fullest extent possible in order to keep the aircraft on its assigned
taxi route. Only one flight crewmember should perform heads-down tasks (e.g., programming the
FMS, calculating takeoff data) while the aircraft is taxiing. If there are complex taxi instructions or
intersections, heads-down activity should only be accomplished by one flight crewmember while
taxiing straight ahead on a taxiway without complex intersections or while stopped.
4. Anytime the flight crew becomes uncertain as to the aircraft’s location on the airport movement
area, they should stop the aircraft and immediately advise ATC. If necessary, they should request
progressive taxi instructions. The flight crew should give ATC any information available about their
position, such as signs, markings, and landmarks.
5. When cleared to takeoff, or to cross a runway, or when exiting a runway, flight crews should do so in
a timely manner. ATC should be informed of any anticipated delay.
6. Some cockpit displays of traffic information (CDTI) (such as some implementations of the Traffic Alert
and Collision Avoidance System (TCAS) have the capability and sufficient resolution to enable the
display of traffic behind an aircraft. When flight crews are holding in position, they should consider
displaying traffic landing behind them to increase their awareness of the traffic situation.
7. Last-minute turn-off instructions from the tower should not be accepted unless the flight crew clearly
understands the instructions and are certain that they can comply.
8. After landing, flight crews should not exit onto another runway without ATC authorization.
C.9 Use of Exterior Aircraft Lights to Make Aircraft More Conspicuous

C.9.1 General
1. Exterior aircraft lights may be used to make an aircraft operating on the airport surface more
conspicuous. Pilots may use various combinations of exterior lights to convey their location and
intent to other pilots, air traffic control, and ground personnel. Certain exterior lights may also be used
in various combinations to signal whether the aircraft is on a taxiway or on a runway, in position on
the runway but holding for takeoff clearance, crossing an active runway, or moving down the runway
for takeoff.
2. Because adherence to the guidelines in this AC are voluntary and aircraft equipment varies, flight
crews are cautioned not to rely solely on the status of an aircraft’s lights to determine the intentions of
the flight crew of the other aircraft. Additionally, flight crews must remember to comply with operating
limitations on the aircraft’s lighting systems.
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MANUAL A Appendix C
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MANUAL A GENERAL
Runway Incursion
C.9.2 Exterior Lights

To the extent possible and consistent with aircraft equipage, operating limitations, and flight crew
procedures, pilots should illuminate exterior lights as follows:
a) Engines Running
Turn on the rotating beacon whenever an engine is running.
b) Taxiing
Prior to commencing taxi, turn on navigation, position, anti-collision, and logo lights, if available. To
signal intent to other pilots, consider turning on the taxi light when the aircraft is moving or intending
to move on the ground, and turning it off when stopped, yielding, or as a consideration to other pilots
or ground personnel. Strobe lights should not be illuminated during taxi if they will adversely affect
the vision of other pilots or ground personnel.
c) Entering the departure runway for takeoff or “position and hold”
When entering a runway either for takeoff, or when taxiing into “position and hold,” flight crews should
make their aircraft more conspicuous to aircraft on final behind them and to ATC by turning on lights
that highlight the aircraft’s silhouette.
C.10 Backtrack and Cross Runway Procedures

At airport with specific taxi routes which required backtrack and/or cross runway, the situational awareness
must be increased. To have a good situational awaraness, some procedures have to complied:
1. Flight control check must be accomplished before entering runway for takeoff purpose.
2. All checklist shall be completed before entering runway or lining-up.
3. Avoid reading checklists during crossing runway.
4. For long backtracking, some checklist items may be delayed accordingly (i.e. ATC Clearance, Cabin
Ready for Takeoff, Packs OFF performed etc.).
5. Crew confirmation of backtrack or cross runway clearance if required.
6. Flight crew shall check the taxi route and takeoff direction before entering the runway.
The flight crew should verbally coordinate in order to identify the runway. They should also verbally
review the ATC instructions as to whether they are to hold short of or cross the runway.
7. The flight crew should visually scan to the left and to the right, including the full length of the runway
and its approach paths, and coordinate verbally that the scan area is or is not clear.
8. Understand and use all of the visual aids available at the runway such as signs, markings and
lighting.
9. Monitoring ATC instructions or clearances addressed to other aircraft.
10. Head down task (i.e. MCDU program) during backtrack or cross runway should be avoided.
11. All exterior lights (taxi light, runway turn off lights, landing lights and strobe lights) shall be turned ON
before entering the runway.
CAUTION
Flight crews should consider any adverse effects to safety that illuminating the forward facing lights will have
on the vision of ther pilots or ground personnel during runway crossings.
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Appendix C
7
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MANUAL A
GENERAL
Runway Incursion
OPERATION
MANUAL A
12. Maximum speed for backtracking and or crossing runway is 30 kts (dry) and 10 kts (contaminated).
13. TCAS Mode Selector on TA. On the ground, switch TCAS to TA/RA will activate TA only.
14. Do not stop on a runway.
If possible, taxi off the runway and then initiate communications with ATC to regain orientation.
C.11 Runway Occupancy Time

Occupancy time has an impact on the capacity of the runway, but even small reductions in the average
time an aircraft spends on the runway can have a significant impact on the overall runway capacity.
Creating an environment where pilots and controllers work together to safely increase capacity is the key
to reducing delay, cost and increasing the performance of the airport.
C.11.1 Arriving Aircraft

Runway occupancy time during landing will vary depending on the location of exits, wind and runway
surface conditions. However, by making sound, informed decisions, pilots can contribute to reducing
wasted runway capacity. Consistent and predictable runway occupancy times also assist controllers
deliver optimum separation.
For example, as part of the pre-landing briefing, it is important that pilots establish a runway exit strategy
that will minimise occupancy time. New information about rapid exit taxiway (RET) design speeds has
been included to assist pilots determine the most suitable exit based on the landing weight of the aircraft
and prevailing conditions.
Planning the runway exit does not mean that excessive braking is required. In some cases, it will be
necessary to use less braking and maintain a safe speed to expedite your exit from the runway. However,
it is the awareness, planning and briefing that is important.
C.11.2 Departing Aircraft

For departing aircraft, the emphasis is getting onto the runway and being ready to depart without undue
delay. An appreciation of the traffic situation can help the pilot improve response times.
Minimising departure runway occupancy times can be helped by:
- Completing checklists in due time to minimise checks on the runway
- Lining-up without delay and avoiding backtracking unless required for performance reasons
- Reacting promptly to take-off clearance
- Most importantly - don’t rush and be prepared.
C.11.3 Conclusion
Reducing runway occupancy time is a key component of the Airport Capacity Enhancement (ACE)
strategy.
Cooperation and understanding between pilots and air traffic controllers is vital to achieving this goal.
By anticipating the actions that pilots will take and the time they will spend on the runway, controllers can
eliminate the need for margins and improve the movement rate. This will support consistent delivery of
optimum separation between arriving and departing aircraft.
Enhancing runway capacity will help Airservices and operators achieve consistent performance, and
build the confidence of pilots and controllers.
OPERATION
MANUAL A Appendix C
8
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REVISIONS SHALL BE STUDIED IMMEDIATELY UPON RECEIPT AND INSERTED ON FIRST

Date: August 1st 2017

Flight Operation Center

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Jakarta, August 1st, 2017 Jakarta, August 1st, 2017

Captain Bambang Tarunaning P. Captain Fattahullah

PT Citilink Indonesia (JKTQG) Head Office

PT Citilink Indonesia (JKTOFQG) Flight Operation Office

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Structure of The Manual

CHAPTER NUMBER NAME OF CHAPTER

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1.6.1 Vice President Safety, Security and Quality —34

3.3.2 Citilink Indonesia Aviation Security Policy —7

6.1.12 Blood Donations —6

8.1.1.6.1 Temperature Correction —12

8.1.6 Weight and Balance —60

8.3 Ground Handling —118

8.3.4.3.1 Communication —164

8.4.5.2.2.2 T2CAS Predictive Functions —211

8.4.8.14.7.1 General Consideration —244

9.1.2.1.1 Dangerous goods forbidden in aircraft under any circumstances —2

A.7.7.1 Thrust Reduction and Acceleration Altitude —27

B.2.1.8.2 For Infant —28

B.3.3 Emergency Locator Transmitter —75

B.5.11 Water Evacuation (Ditching) —135

List of Effective Page

Capt. Bonifal Andi Purnama

Record of Normal Revision

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Record of Temporary Revision

TR Nbr. Issued Date Filed Date Inserted By Revoked Date Revoked By

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0.1.2 Operations Manual Compliance

0.2.3 Availability and Use

0.2.4 Writing Policy

0.3 System of Amendment and Revision

0.3.1.2 Internal Responsibility for Initiating Amendments

0.3.1.3 Revision Cycle

0.3.1.3.2 Operation Manual Part B Updating

0.3.1.6 Publication Authority

0.3.1.7 Annotation of Changes

0.3.1.8 Temporary Revisions

TR shall be promulgated, as appropriate, in:

0.3.1.9 Revision & Issue

0.3.2.2 Manual Special Notice

0.3.3.1 Destruction and Disposal of Obsolete Operational Documents

0.3.3.2 Management and Control of Flight Operations Documents / Publications

5. Are legible, readily identifiable and retrievable.

0.3.3.2.2 Station Library

0.3.3.2.3 Manual and Aeronautical Chart Dissemination

Note : For detail, refer to CTV-Cloud SOP.

Aeronautical Chart Dissemination

0.4.3 Units Conversion Table

0.4.4 International Standard Atmosphere (ISA)

40,000 - 56.5 188 2.72 5.54 0.1851 0.2462 573 12,192

45 Makasar / Ujung Pandang (Hassanudin) UPG F – 19 softcopy

137 PK-GQS PK-GQS G – 45 hardcopy

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Feb 10th, 2016

1.6.1 Vice President Safety, Security and Quality —34

3.3.2 Citilink Indonesia Aviation Security Policy —7

6.1.12 Blood Donations —6

8.1.1.6.1 Temperature Correction —12

8.1.6 Weight and Balance —60

8.3 Ground Handling —118

8.3.4.3.1 Communication —164

8.4.5.2.2.2 T2CAS Predictive Functions —211

8.4.8.14.7.1 General Consideration —244

9.1.2.1.1 Dangerous goods forbidden in aircraft under any circumstances —2

A.7.7.1 Thrust Reduction and Acceleration Altitude —27

B.2.1.8.2 For Infant —28

B.3.3 Emergency Locator Transmitter —75

B.5.11 Water Evacuation (Ditching) —135