OM - A B C (Operation Manual - A B C) Rev 03 Iss 03 310818 PDF

Doc. No.
: BA-OPS-01-001
Rev.03, Issued 03, 31 Aug 2018
Uncontrolled copy when printed or downloaded

Operations Manual Vol. A
This page has been verified with FMS/CrewNet by :_________ID________
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OPERATIONS DIRECTORATE
OPERATIONS MANUAL
(OM)
Issued: 03
Revision: 03, 31 August 2018
Document No: BA-OPS-01-001

VOL. A
CHAPTER
PREAMBLE

OPERATIONS MANUAL

Organization
OPERATIONS MANUAL VOL. A of
The Manual
PREAMBLE Page : 1
ORGANIZATION OF THE MANUAL

General layout of the Manual
A decimal section and paragraph numbering system is used for ease of reference. A list of section and
an alphabetic index of subjects are provided.
Main headings are displayed in BOLD CAPITALS, Sub headings and statement / note requiring
emphasis appear in Bold upper and lower case letter.
Descriptions are given for the purpose of understanding the page title and numbering by users.
Company Logo Manual Title Section Title Chapter Title

Section Page
Document No.
Issuance Number: 03
Revision Number: 00
Effective Date: 11 Apr 2016
BA-OPS-01-001 Rev : 00 / Issued : 03 31 Aug 2016

Organization
of
OPERATIONS MANUAL VOL. A The Manual
PREAMBLE Page : 2
Tableof Content
The information in Table of Content consists of:
 Section, Paragraph and Sub-Paragraph number
This information is located on the left side of Table of Content body.
The number format is “Chapter-Section-Paragraph-Sub-Paragraph”.
 Title of each section, Paragraph and Sub-Paragraph
These titles a replace dafter the Section, Paragraph and Sub-Paragraph number.
 Page number
Page number of each Section, Paragraph and Sub-Paragraph found on the right side of
Table of Content body.

Page number format is “Chapter-Section-Page number of this section”.

Organization
of
PREAMBLE Page : 3


Organization
of
PREAMBLE Page : 4

INTENTIONALLY LEFT BLANK

Highlight
OPERATIONS MANUAL VOL. A Revision
PREAMBLE Page : 1
Revision Highlight
NO CHAPTER PAGE DESCRIPTION
1 Foreword 1 Added new paragraph

2 Company Policy 1-4 Revised company policy to meet the aspect of legality
System of
3 Revision and 1 Revised
Amendment
4 OM-A 1.2 4 Revised name of Flight Attendant Manager.

5 OM-A 1.3.5 16 Revision of Organization Structure.

6 OM-A 1.3.7 25-28 Revision of Organization and Jobdesk.
7 OM-A 2.1.4.2.2 7 Revised Crew Portal from Geneva to Sabre.
8 OM-A 2.1.9 10 Revised paragraph 4
9 OM-A 2.1.10 11 Revised bullet no.1
10 OM-A 2.1.11.4.4 14 Revised chapter
11 OM-A 2.1.14.3 18 added new bullet on OM-A 2.1.11.5
12 OM-A 2.1.14.8 20 Revised bullet no.1
13 OM-A 2.2.2.1 22 Revised paragraph 5
14 OM-A 2.2.4.1 24 Revised paragraph 1, 2, and 4.
17 OM-A 3.1.1 3 Revised quality policy template.
18 OM-A 3.2 7 Added new paragraph & revised Safety Policy template.
19 OM-A 3.2.2 8 Removed chapter “Non-Punitive Policy”
20 OM-A 3.2.5 11 Revise Protection of Reporter / Just Culture template.
21 OM-A 3.2.6 12 Revised Security Policy template
22 OM-A 8.1.3.2.7 11 Revised “MINIMUM VISIBILITY” column
23 OM-A 8.1.8.2.3 29 Added new sub chapter
added words “The maximum allowable extra fuel to be carried is
24 OM-A 8.1.8.2.4 30 600 Kgs and applicable for the non tankering routes only. Any
excess of this amount must be clearly stated in the VR.”
25 OM-A 8.1.8.2.5 31-32 Added a few paragraphs.
26 OM-A 8.1.11 50 added new paragraph
27 OM-A 8.2.2.8 15 Revise a few paragraph
28 OM-A 8.2.2.9.3 Revise maximum not dangerous prisoners are allowed on each
20
flight.
added new paragraph “Unruly/Disruptive passenger should not
be accepted on board the aircraft at the discretion of the Pilot in
29 OM-A 8.2.2.10 20 Command” and delete words “Disorderly passengers should not
be accepted on board at the discretion of the Pilot in Command”
30 OM-A 8.2.3.2 36 added words “dent or scratch” on dash no.2

Highlight
PREAMBLE Page : 2
added new bullet "Reading any materials other than material

31 OM-A 8.3.1.5.9 16 provided by the company and listening to the music in the cockpit
during flight is prohibited."
32 OM-A 8.3.2.1.2 21 added new bullet.
33 OM-A 8.3.2.2.1 22 added new bullet.
34 OM-A 8.3.2.9.1 35 added a few paragraph.
35 OM-A 8.3.3.10.2 56-57 Revised bullet one and added note.

36 OM-A 8.3.10.3.4 109 added note

37 OM-A 8.3.10.3.5 109 Added new paragraph
38 OM-A 8.3.21.15 166 Added new sub paragraph “Emergency Descent”
39 OM-A 8.5.5 14 Revise point 9 and 10.
40 OM-A 10.1 3 Revise Security Policy template
Added words on para 2 “on the ground after engine shutdown
41 OM-A 11.3.3 8 procedures completed and in coordination with maintenance
personnel”
42 Appendix 1A 10 Update ops. Contact details
43 Appendix 1C 13 Revised manual revision/amendment sheet
44 Appendix 2D 29 Revised Voyage Report form
45 Appendix 26 247 Revised
46 Appendix 27 263 Added “MEDIF CERTIFICATE”

Record of
PREAMBLE Page : 1
Record of Revision
Revision of this manual should be recorded in appropriate block below.
Upon receipt of revision, insert revised pages in the manual and enter the revision number, revision
date and the name of person incorporating the revision.
All users of this manual are expected to suggest revision or revision to the Operation Standard when
there is any incorrect or out of date information presented in this manual.

Rev.

Issued Date Chapter Remark
No.
COM
00 01 11 Apr 2013 All
(Company Operation Manual)
00 02 1 Apr 2015 All Changed to OM from COM
Changed to new format
00 03 31 Aug 2016 All accordance to CMGM
Manual.
 Preamble
01 03 31 Aug 2017  Chapter 1
1.1, 1.2, 1.1.3.1, 1.3.3.1, 1.3.3.4, 1.3.4.1,
1.3.9.1
 Chapter 2
2.1.3, 2.1.11.2, 2.1.11.5, 2.3.3.1.2,
2.3.3.1.3, 2.3.8
 Chapter 5
5.2.7.1.1, 5.2.7.1.3
 Chapter 6
6.2.3.3, 6.5.1.7,
 Chapter 8.1
8.1.8, 8.1.9.8
 Chapter 8.2
8.2.2.8.5, 8.2.2.10, 8.2.2.11.3, 8.2.2.11.7,
8.2.2.11.8, 8.2.2.17, 8.2.2.21, 8.2.10
 Chapter 8.3
8.3.1.4, 8.3.1.6, , 8.3.2.4.1, 8.3.2.9.3,
8.3.2.9.7, 8.3.2.9.8, 8.3.3.10, 8.3.3.11,
8.3.3.12, 8.3.4.4.2, 8.3.14.9, 8.3.15.2,
8.3.20.2, 8.3.20.6.2, 8.3.20.6.3
8.3.21.14.3
 Chapter 8.4
8.4.2, 8.4.2.3.4
 Chapter 8.6
8.6.8
 Chapter 8.7
8.7.1
 Chapter 11
11.3.1, 11.4.1, 11.4.5
 Appendices
Appendix 1A, Appendix 1B, Appendix 2A,
Appendix 2B, Appendix 2D, Appendix 20,
Appendix 23, Appendix 24, Appendix 25,
Appendix 26

Record of
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Rev.
No.
 Preamble
 Chapter 0
Protection Reporter – Just Culture
Distribution of The Operation Manual
 Chapter 1
1.3.5, 1.3.5.7, 1.3.6
 Chapter 2

2.1.14.1, 2.1.14.3, 2.3.2, 2.3.6.5, 2.4.1.2.1
 Chapter 3

3.2.1
 Chapter 4
4.1, 4.5
 Chapter 5
5.2.4.1
 Chapter 6
6.3.11, 6.5.1.4
02 03 31 Jan 2018
 Chapter 7
7.4.1
 Chapter 8.1
8.1.3.2.2, 8.1.3.2.4, 8.1.3.2.7, 8.1.5.12,
8.1.5.13, 8.1.8.3.2
 Chapter 8.2
8.2.6.9
 Chapter 8.3
8.3.2.2.4, 8.3.2.4.4, 8.3.2.6.2, 8.3.3.6,
8.3.10, 8.3.21.3.1, 8.3.21.10.5
 Chapter 9
9.1, 9.8, 9.8.2
 Chapter 10
10.1
 Chapter 11
11.3.3
 Preamble
 Chapter 0
- Foreword/Introduction
- System of Amendment Revision and
Responsible of the Publication
- Company Policy
 Chapter 1
1.2, 1.3.5, 1.3.7.
03 03 31 Aug 2018  Chapter 2
2.1.4.2.2, 2.1.9, 2.1.10, 2.1.11.4.4,
2.1.14.3, 2.1.14.8, 2.2.2.1, 2.2.4.1,
2.2.4.2, 2.4.1.5.
 Chapter 3
3.1.1, 3.2, 3.2.2, 3.2.5, 3.2.6.
 Chapter 8.1
8.1.3.2.7, 8.1.8.2.3, 8.1.8.2.4, 8.1.8.2.5,
8.1.11.

Record of
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Rev.
No.
 Chapter 8.2
8.2.2.8, 8.2.2.9.3, 8.2.2.10, 8.2.3.2
 Chapter 8.3
8.3.1.5.9, 8.3.2.1.2, 8.3.2.2.1, 8.3.2.9.1,
8.3.3.10.2, 8.3.10.3.4, 8.3.10.3.5,
8.3.21.15
 Chapter 8.5

03 03 31 Aug 2018 8.5.5
 Chapter 10

10.1
 Chapter 11
11.3.3
 Appendices
Appendix 1A, Appendix 1C, Appendix 2D,
Appendix 26, Appendix 27

Record of
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OPERATIONS MANUAL VOL. A Temporary Revision
PREAMBLE Page : 1

Temporary Revision
No. Chap Sect Page Description TR No



OPERATIONS MANUAL VOL. A Temporary Revision
PREAMBLE Page : 2




List of Effective
OPERATION MANUAL VOL.A Pages
PREAMBLE Page : 1
List of Effective Pages

Page Rev. Page Rev.
Chap Sect Date Chap Sect Date
No. No. No. No.
Preamble Preamble (Cont’d)
Approval 1 00 31 Aug 2016 22 03 31 Aug 2018
Control Page 1 03 31 Aug 2018 23 03 31 Aug 2018
HR 1 03 31 Aug 2018 24 03 31 Aug 2018
2 03 31 Aug 2018 25 03 31 Aug 2018
Organization 26 03 31 Aug 2018
1 01 31 Aug 2017

of the manual 27 03 31 Aug 2018
28 03 31 Aug 2018
2 01 31 Aug 2017

29 03 31 Aug 2018
3 01 31 Aug 2017 30 03 31 Aug 2018
4 01 31 Aug 2017 31 03 31 Aug 2018
RoR 1 03 31 Aug 2018 32 03 31 Aug 2018
2 03 31 Aug 2018 33 03 31 Aug 2018
TR 1 03 31 Aug 2018 34 03 31 Aug 2018
03 31 Aug 2018 35 03 31 Aug 2018
2
36 03 31 Aug 2018
LoEP 1 03 31 Aug 2018
37 03 31 Aug 2018
2 03 31 Aug 2018 38 03 31 Aug 2018
3 03 31 Aug 2018 Chapter 0
4 03 31 Aug 2018 0.1 Introduction 1 03 31 Aug 2018
5 03 31 Aug 2018 2 03 31 Aug 2018
03 31 Aug 2018 Company
6 1 03 31 Aug 2018
Policies
7 03 31 Aug 2018
2 03 31 Aug 2018
8 03 31 Aug 2018 3 03 31 Aug 2018
9 03 31 Aug 2018 4 03 31 Aug 2018
10 03 31 Aug 2018 System of
TOC 1 03 31 Aug 2018 Revision and 1 03 31 Aug 2018
Amendment
2 03 31 Aug 2018
2 02 31 Jan 2018
3 03 31 Aug 2018 3 01 31 Aug 2017
4 03 31 Aug 2018 4 01 31 Aug 2017
5 03 31 Aug 2018 Abbreviations
6 03 31 Aug 2018 and 1 00 31 Aug 2016
03 31 Aug 2018 Definitions
7
2 00 31 Aug 2016
8 03 31 Aug 2018
3 00 31 Aug 2016
9 03 31 Aug 2018
4 00 31 Aug 2016
10 03 31 Aug 2018
5 00 31 Aug 2016
11 03 31 Aug 2018
6 00 31 Aug 2016
12 03 31 Aug 2018
03 31 Aug 2018 Chapter 1
13
TOC 1 03 31 Aug 2018
14 03 31 Aug 2018
2 03 31 Aug 2018
15 03 31 Aug 2018
Organizational
16 03 31 Aug 2018 1.1 3 01 31 Aug 2017
Structure
17 03 31 Aug 2018 Required
18 03 31 Aug 2018 1.2 Management 4 03 31 Aug 2018
19 03 31 Aug 2018 Personnel
20 03 31 Aug 2018 5 00 31 Aug 2016
21 03 31 Aug 2018 6 00 31 Aug 2016

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Page Rev. Page Rev.

No. No. No. No.
Chapter 1 (Cont’d) Operational
2.1 5 00 31 Aug 2016
Responsibilities and Supervision
1.3 Duties of Operations 7 01 31 Aug 2017 6 01 31 Aug 2017
Personnel
7 03 31 Aug 2018
8 03 31 Aug 2018
8 00 31 Aug 2016
9 03 31 Aug 2018
9 00 31 Aug 2016
10 03 31 Aug 2018
10 03 31 Aug 2018
11 03 31 Aug 2018
11 03 31 Aug 2018

12 03 31 Aug 2018 12 01 31 Aug 2017
13 03 31 Aug 2018

13 00 31 Aug 2016
14 03 31 Aug 2018 14 03 31 Aug 2018
15 03 31 Aug 2018 15 03 31 Aug 2018
16 03 31 Aug 2018 16 02 31 Jan 2018
17 03 31 Aug 2018 17 00 31 Aug 2016
18 03 31 Aug 2018 18 03 31 Aug 2018
19 03 31 Aug 2018 19 02 31 Jan 2018
20 03 31 Aug 2018 20 03 31 Aug 2018
21 03 31 Aug 2018 Dissemination of
22 03 31 Aug 2018 2.2 Operational 21 00 31 Aug 2016
23 03 31 Aug 2018 Information
24 03 31 Aug 2018 22 03 31 Aug 2018
25 03 31 Aug 2018 23 03 31 Aug 2018
26 03 31 Aug 2018 24 03 31 Aug 2018
27 03 31 Aug 2018 Operational
2.3 25 03 31 Aug 2018
Control System
28 03 31 Aug 2018
26 03 31 Aug 2018
29 03 31 Aug 2018
27 03 31 Aug 2018
30 03 31 Aug 2018
28 03 31 Aug 2018
Authority, Duties
1.4 and Responsibilities 31 03 31 Aug 2018 29 03 31 Aug 2018
of The PIC 30 03 31 Aug 2018
32 03 31 Aug 2018 31 03 31 Aug 2018
33 03 31 Aug 2018 32 03 31 Aug 2018
Duties and 33 03 31 Aug 2018
Responsibilities of 34 03 31 Aug 2018
1.5 Other Crewmembers 34 03 31 Aug 2018
35 03 31 Aug 2018
and FOO Certification and
35 03 31 Aug 2018 2.4 Surveillance By 36 03 31 Aug 2018
36 03 31 Aug 2018 The Authority
Event Review 37 03 31 Aug 2018
1.6 37 03 31 Aug 2018 2.5 Leasing
Board 38 03 31 Aug 2018
1.7 Ops. Directorate 38 03 31 Aug 2018 39 03 31 Aug 2018
Chapter 2 40 03 31 Aug 2018
TOC 1 03 31 Aug 2018 Chapter 3
2 03 31 Aug 2018 TOC 1 03 31 Aug 2018
3 03 31 Aug 2018 2 03 31 Aug 2018
4 03 31 Aug 2018 Quality
3.1 Management 3 03 31 Aug 2018
System

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Page Rev. Page Rev.

No. No. No. No.
Chapter 3 (Cont’d) Chapter 5 (Cont’d)
4 00 31 Aug 2016 Flight Crew
5 00 31 Aug 2016 5.3 Qualification 15 00 31 Aug 2016
6 Requirements
00 31 Aug 2016
FOO
Safety
5.4 Qualification 16 00 31 Aug 2016
3.2 Management 7 03 31 Aug 2018
Requirements
System
Training and
8 00 31 Aug 2016 Checking

9 02 31 Jan 2018 5.5 Personnel 17 00 31 Aug 2016
10 00 31 Aug 2016 Qualification

11 03 31 Aug 2018 Requirements
Management
12 03 31 Aug 2018
and
Chapter 4 Supervisory
TOC 1 00 31 Aug 2016 5.6 18 00 31 Aug 2016
Personnel
2 00 31 Aug 2016 Qualification
4.1 General 3 02 31 Jan 2018 Requirements
4 00 31 Aug 2016 Chapter 6
4.2 Flight Crew 5 00 31 Aug 2016 TOC 1 00 31 Aug 2016
6 00 31 Aug 2016 2 00 31 Aug 2016
7 00 31 Aug 2016 6.1 General 3 00 31 Aug 2016
Alcohol and
8 00 31 Aug 2016 6.2 4 00 31 Aug 2016
Drugs Policies
9 00 31 Aug 2016 5 00 31 Aug 2016
Flight
4.3 10 00 31 Aug 2016 6.3 Medication 6 01 31 Aug 2017
Attendants
7 01 31 Aug 2017
Succession of
4.4 11 00 31 Aug 2016 8 02 31 Jan 2018
Command
Meal Precautions
12 00 31 Aug 2016
6.4 Prior to and 9 01 31 Aug 2017
Supernumerary During Flight
4.5 13 02 31 Jan 2018
Crew/Observer
6.5 Other Precautions 10 01 31 Aug 2017
14 02 31 Jan 2018
11 02 31 Jan 2018
Chapter 5 Cosmic and Solar
TOC 1 00 31 Aug 2016 6.6 12 01 31 Aug 2017
Radiation
2 00 31 Aug 2016 Chapter 7
Training TOC 1 00 31 Aug 2016
5.1 3 00 31 Aug 2016
Programs 2 00 31 Aug 2016
4 00 31 Aug 2016 7.1 General 3 00 31 Aug 2016
5 00 31 Aug 2016 4 00 31 Aug 2016
6 00 31 Aug 2016 5 00 31 Aug 2016
7 00 31 Aug 2016 Flight and
8 00 31 Aug 2016 Flight Duty
7.2 6 00 31 Aug 2016
Flight Crew Time
5.2 Qualification 9 00 31 Aug 2016 Limitations
Requirements Extension of
10 02 31 Jan 2018 7.3 Flight Duty 7 00 31 Aug 2016
Time
11 01 31 Aug 2017
8 00 31 Aug 2016
12 01 31 Aug 2017
13 00 31 Aug 2016
14 00 31 Aug 2016

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No. No. No. No.
Chapter 7 (Cont’d) Chapter 8.1 (Cont’d)
Crew Members Determination
7.4 Rest 9 02 31 Jan 2018 of The
Requirements 8.1.8 Quantities of 28 03 31 Aug 2018
Fuel and Oil
10 00 31 Aug 2016
Carried
FOO Duty
29 03 31 Aug 2018
Time
7.5 11 00 31 Aug 2016 30 03 31 Aug 2018
Limitations and
rest 31 03 31 Aug 2018

12 00 31 Aug 2016 32 03 31 Aug 2018

Chapter 8.1 33 03 31 Aug 2018
TOC 1 03 31 Aug 2018 Mass and
2 03 31 Aug 2018 8.1.9 Center of 34 03 31 Aug 2018
Gravity
8.1.1 General 3 03 31 Aug 2018
35 03 31 Aug 2018
4 03 31 Aug 2018
36 03 31 Aug 2018
5 00 31 Aug 2016
37 03 31 Aug 2018
Minimum Flight
8.1.2 6 03 31 Aug 2018 38 03 31 Aug 2018
Altitudes
ATS Flight
7 03 31 Aug 2018 8.1.10 39 03 31 Aug 2018
Plan
Criteria For 40 03 31 Aug 2018
The Usability of
8.1.3 8 03 31 Aug 2018 41 03 31 Aug 2018
Routes and
Aerodomes 42 03 31 Aug 2018
9 03 31 Aug 2018 43 03 31 Aug 2018
10 03 31 Aug 2018 44 03 31 Aug 2018
11 03 31 Aug 2018 45 03 31 Aug 2018
12 03 31 Aug 2018 46 03 31 Aug 2018
Operating 47 03 31 Aug 2018
8.1.4 Performance 13 03 31 Aug 2018 48 03 31 Aug 2018
Considerations 49 03 31 Aug 2018
14 03 31 Aug 2018 Operational
8.1.11 50 03 31 Aug 2018
15 03 31 Aug 2018 Flight Plan
16 03 31 Aug 2018 Chapter 8.2
17 03 31 Aug 2018 TOC 1 03 31 Aug 2018
Determination 2 03 31 Aug 2018
of Aerodrome 3 03 31 Aug 2018
8.1.5 18 03 31 Aug 2018
Operating 4 03 31 Aug 2018
Minima Fueling
19 03 31 Aug 2018 8.2.1 5 03 31 Aug 2018
Procedures
20 03 31 Aug 2018 6 03 31 Aug 2018
21 03 31 Aug 2018 7 03 31 Aug 2018
22 03 31 Aug 2018 8 03 31 Aug 2018
23 03 31 Aug 2018 9 03 31 Aug 2018
24 03 31 Aug 2018 10 03 31 Aug 2018
25 03 31 Aug 2018 Aircraft, Pax,
VFR En-Route and Cargo
8.1.6 Operating 26 03 31 Aug 2018 8.2.2 Handling 11 03 31 Aug 2018
Minima Safety
Meteorological Procedures
8.1.7 27 03 31 Aug 2018
Information

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Page Rev. Page Rev.

No. No. No. No.
Chapter 8.2 (Cont’d) Chapter 8.2 (Cont’d)
12 03 31 Aug 2018 48 03 31 Aug 2018
13 03 31 Aug 2018 49 03 31 Aug 2018
14 03 31 Aug 2018 50 03 31 Aug 2018
15 03 31 Aug 2018 Hot Weather
8.2.7 51 03 31 Aug 2018
Operations
16 03 31 Aug 2018
Operations In A
17 03 31 Aug 2018 8.2.8 Sandy or Dusty 52 03 31 Aug 2018
18 03 31 Aug 2018 Environment

19 03 31 Aug 2018 53 03 31 Aug 2018

20 03 31 Aug 2018 HI Density
21 03 31 Aug 2018 8.2.9 Altitude (HDA) 54 03 31 Aug 2018
Operations
22 03 31 Aug 2018
55 03 31 Aug 2018
23 03 31 Aug 2018
Transit Check by
24 03 31 Aug 2018 8.2.10 56 03 31 Aug 2018
PIC
25 03 31 Aug 2018 Chapter 8.3
26 03 31 Aug 2018 TOC 1 00 31 Aug 2016
27 03 31 Aug 2018 2 00 31 Aug 2016
28 03 31 Aug 2018 3 00 31 Aug 2016
29 03 31 Aug 2018 4 00 31 Aug 2016
30 03 31 Aug 2018 5 00 31 Aug 2016
31 03 31 Aug 2018 6 00 31 Aug 2016
32 03 31 Aug 2018 7 00 31 Aug 2016
RAMP 8 00 31 Aug 2016
8.2.3 33 03 31 Aug 2018
Operations 8.3.1 General Policies 9 00 31 Aug 2016
34 03 31 Aug 2018
10 00 31 Aug 2016
35 03 31 Aug 2018
11 00 31 Aug 2016
36 03 31 Aug 2018
12 00 31 Aug 2016
RAMP
13 01 31 Aug 2017
Departure and
8.2.4 37 03 31 Aug 2018 14 00 31 Aug 2016
Arrival
Procedures 15 00 31 Aug 2016
38 03 31 Aug 2018 16 03 31 Aug 2018
Procedures For 17 00 31 Aug 2016
8.2.5 The Refusal of 39 03 31 Aug 2018 18 00 31 Aug 2016
Embarkation 19 00 31 Aug 2016
Icing Condition General Flight
8.2.6 and Cold 40 03 31 Aug 2018 8.3.2 20 00 31 Aug 2016
Procedures
Weather 21 03 31 Aug 2018
41 03 31 Aug 2018 22 03 31 Aug 2018
42 03 31 Aug 2018 23 03 31 Aug 2018
43 03 31 Aug 2018 24 03 31 Aug 2018
44 03 31 Aug 2018 25 02 31 Jan 2018
45 03 31 Aug 2018 26 02 31 Jan 2018
46 03 31 Aug 2018 27 02 31 Jan 2018
47 03 31 Aug 2018 28 02 31 Jan 2018
29 02 31 Jan 2018

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No. No. No. No.
30 02 31 Jan 2018 74 03 31 Aug 2018
31 02 31 Jan 2018 75 03 31 Aug 2018
32 03 31 Aug 2018 Altimeter 76
8.3.4 03 31 Aug 2018
33 03 31 Aug 2018 Setting
34 03 31 Aug 2018 77 03 31 Aug 2018
35 03 31 Aug 2018 78 03 31 Aug 2018
36 03 31 Aug 2018 8.3.5 RVSM 79 03 31 Aug 2018

37 03 31 Aug 2018 80 03 31 Aug 2018
81 03 31 Aug 2018

38 03 31 Aug 2018
82 03 31 Aug 2018
39 03 31 Aug 2018
8.3.6 PBN 83 03 31 Aug 2018
40 03 31 Aug 2018
84 03 31 Aug 2018
41 03 31 Aug 2018
85 03 31 Aug 2018
8.3.3 Communications 42 03 31 Aug 2018
86 03 31 Aug 2018
43 03 31 Aug 2018
44 03 31 Aug 2018 87 03 31 Aug 2018
45 03 31 Aug 2018 88 03 31 Aug 2018
46 03 31 Aug 2018 89 03 31 Aug 2018
47 03 31 Aug 2018 90 03 31 Aug 2018
48 03 31 Aug 2018 91 03 31 Aug 2018
49 03 31 Aug 2018 92 03 31 Aug 2018
50 03 31 Aug 2018 93 03 31 Aug 2018
51 03 31 Aug 2018 94 03 31 Aug 2018
52 03 31 Aug 2018 95 03 31 Aug 2018
96 03 31 Aug 2018
53 03 31 Aug 2018
54 03 31 Aug 2018 97 03 31 Aug 2018
55 03 31 Aug 2018 98 03 31 Aug 2018
56 03 31 Aug 2018 RNP-AR
8.3.7 99 03 31 Aug 2018
Operations
57 03 31 Aug 2018
100 03 31 Aug 2018
58 03 31 Aug 2018
101 03 31 Aug 2018
59 03 31 Aug 2018 Contingency
60 03 31 Aug 2018 Procedures For
61 03 31 Aug 2018 8.3.8 Operations in 102 03 31 Aug 2018
62 03 31 Aug 2018 Oceanic/RVSM
Airspace
63 03 31 Aug 2018
8.3.9 GPWS 103 03 31 Aug 2018
64 03 31 Aug 2018
104 03 31 Aug 2018
65 03 31 Aug 2018
105 03 31 Aug 2018
66 03 31 Aug 2018
Airborne
67 03 31 Aug 2018 Collision
68 03 31 Aug 2018 8.3.10 106 03 31 Aug 2018
Avoidance
69 03 31 Aug 2018 System
70 03 31 Aug 2018 107 03 31 Aug 2018
71 03 31 Aug 2018 108 03 31 Aug 2018
72 03 31 Aug 2018 109 03 31 Aug 2018
73 03 31 Aug 2018

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Page Rev. Page Rev.

No. No. No. No.
In-Flight Fuel 144 03 31 Aug 2018
8.3.11 110 03 31 Aug 2018
Management Cabin Safety
111 03 31 Aug 2018 8.3.20 Policies and 145 03 31 Aug 2018
In-Flight Procedures
8.3.12 Redispatch 112 03 31 Aug 2018 146 03 31 Aug 2018
Operations 147 03 31 Aug 2018
Adverse and
148 03 31 Aug 2018
Potentially

8.3.13 Hazardous 113 03 31 Aug 2018 Irregularities,
Atmospheric Abnormal, and 149

8.3.21 03 31 Aug 2018
Conditions Emergency
Procedures
114 03 31 Aug 2018
150 03 31 Aug 2018
115 03 31 Aug 2018
151 03 31 Aug 2018
116 03 31 Aug 2018
152 03 31 Aug 2018
117 03 31 Aug 2018
153 03 31 Aug 2018
118 03 31 Aug 2018
154 03 31 Aug 2018
119 03 31 Aug 2018
155 03 31 Aug 2018
120 03 31 Aug 2018
156 03 31 Aug 2018
121 03 31 Aug 2018
157 03 31 Aug 2018
122 03 31 Aug 2018
158 03 31 Aug 2018
123 03 31 Aug 2018
159 03 31 Aug 2018
124 03 31 Aug 2018
Wake 160 03 31 Aug 2018
8.3.14 125 03 31 Aug 2018 161
Turbulences 03 31 Aug 2018
126 03 31 Aug 2018 162 03 31 Aug 2018
127 03 31 Aug 2018 163 03 31 Aug 2018
128 03 31 Aug 2018 164 03 31 Aug 2018
129 03 31 Aug 2018 165 03 31 Aug 2018
130 03 31 Aug 2018 166 03 31 Aug 2018
131 03 31 Aug 2018 167 03 31 Aug 2018
132 03 31 Aug 2018 168 03 31 Aug 2018
133 03 31 Aug 2018 Chapter 8.4
134 03 31 Aug 2018 TOC 1 00 31 Aug 2016
135 03 31 Aug 2018 2 00 31 Aug 2016
Crew members At 8.4.1 Definitions 3 00 31 Aug 2016
8.3.15 136 03 31 Aug 2018
Stations CAT II Landing
Use of Safety 8.4.2 4 01 31 Aug 2017
Operations
8.3.16 belts For Crew 137 03 31 Aug 2018 5 01 31 Aug 2017
and Passengers
6 00 31 Aug 2016
Admission to
8.3.17 138 03 31 Aug 2018 7 00 31 Aug 2016
Flight Deck
139 03 31 Aug 2018 8 01 31 Aug 2017
140 03 31 Aug 2018 9 01 31 Aug 2017
141 03 31 Aug 2018 10 01 31 Aug 2017
Use of Vacant 11 01 31 Aug 2017
8.3.18 Crew Seats in 142 03 31 Aug 2018 12 01 31 Aug 2017
Cabin CAT III Landing
8.4.3 13 00 31 Aug 2016
Incapacitation of Operations
8.3.19 143 03 31 Aug 2018
Crew Members

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No. No. No. No.
Low Visibility Non-Normal
8.4.4 14 00 31 Aug 2016 8.5.15 26 00 31 Aug 2016
Take-off Procedures
15 00 31 Aug 2016 27 00 31 Aug 2016
16 00 31 Aug 2016 28 00 31 Aug 2016
Chapter 8.5 8.5.16 Postflight 29 00 31 Aug 2016
TOC 1 00 31 Aug 2016 Flight
2 00 31 Aug 2016 Following
8.5.17 30 00 31 Aug 2016

8.5.1 General 3 00 31 Aug 2016 Across ETOPS
8.5.2 Definitions Segments

4 00 31 Aug 2016
Flight Crew
5 00 31 Aug 2016
8.5.18 Training and 31 00 31 Aug 2016
6 00 31 Aug 2016 Evaluation
Crew
8.5.3 7 00 31 Aug 2016 32 00 31 Aug 2016
Qualification
Dispatch Chapter 8.6
8.5.4 8 00 31 Aug 2016 TOC 1 00 31 Aug 2016
Requirements
9 00 31 Aug 2016 2 00 31 Aug 2016
10 00 31 Aug 2016 8.6.1 General 3 00 31 Aug 2016
11 00 31 Aug 2016 MEL
12 00 31 Aug 2016 8.6.2 Authorization By 4 00 31 Aug 2016
DGCA
13 00 31 Aug 2016
In-Flight Rectification
8.5.5 14 03 31 Aug 2018 8.6.3 Interval / Repair 5 00 31 Aug 2016
Requirements
Categories
Diversion
Strategy Rectification
8.5.6 15 00 31 Aug 2016 8.6.4 Interval 6 00 31 Aug 2016
Following
Engine Failure Extension (RIE)
Landing at The Release of An
8.5.7 Nearest 16 00 31 Aug 2016 8.6.5 Aircraft With 7 00 31 Aug 2016
Suitable Airport Inoperative Items
Adequate 8.6.6 Flight Preparation 8 00 31 Aug 2016
8.5.8 17 00 31 Aug 2016 DMI Notification
Airport List 8.6.7 9 00 31 Aug 2016
Diversion To Crew
Strategy Acceptance By
8.6.8 10 01 31 Aug 2017
8.5.9 Following 18 00 31 Aug 2016 The PIC
Depressurizati 8.6.9 MEL Applicability 11 00 31 Aug 2016
on 12 00 31 Aug 2016
19 Chapter 8.7
00 31 Aug 2016
TOC 1 00 31 Aug 2016
8.5.10 Checklist 20 00 31 Aug 2016 2 00 31 Aug 2016
Preflight Check Charter/Non-
8.5.11 and FMS 21 00 31 Aug 2016 8.7.1 3 01 31 Aug 2017
Scheduled Flights
Setup 4 00 31 Aug 2016
8.5.12 Taxiing 22 00 31 Aug 2016 5 00 31 Aug 2016
Inflight Maintenance Test
8.5.13 23 00 31 Aug 2016 8.7.2 6 00 31 Aug 2016
Procedures Flights
24 00 31 Aug 2016 7 00 31 Aug 2016
In-Transit
8.5.14 ETOPS 25 00 31 Aug 2016
Service Check

List of Effective
PREAMBLE Page : 9
Page Rev. Page Rev.

No. No. No. No.
Chapter 8.7 Chapter 9 (Cont’d)
Base Training Packing,
8.7.3 8 00 31 Aug 2016 Labeling, and
Flights
9.4 Marking of 14 00 31 Aug 2016
Aircraft Company
8.7.4 Positioning 9 00 31 Aug 2016
Flights Consignments
Acceptance,
8.7.5 Ferry Flights 10 00 31 Aug 2016 Handling and
Delivery/Re- 9.5 Stowage of 15 00 31 Aug 2016
8.7.6 11 00 31 Aug 2016

Delivery Flights Dangerous
12 00 31 Aug 2016 Goods

Chapter 8.8 16 00 31 Aug 2016
TOC 1 00 31 Aug 2016 Response To
2 00 31 Aug 2016 Emergencies
8.8.1 General 9.6 Involving 17 00 31 Aug 2016
3 00 31 Aug 2016
Dangerous
Requirements For
8.8.2 Crew Members 4 00 31 Aug 2016 Goods
and Passengers 18 00 31 Aug 2016
5 00 31 Aug 2016 19 00 31 Aug 2016
Protective 20 00 31 Aug 2016
8.8.3 Breathing 6 00 31 Aug 2016 21 00 31 Aug 2016
Equipment 22 00 31 Aug 2016
7 00 31 Aug 2016 23 00 31 Aug 2016
General 24 00 31 Aug 2016
Precautions 9.7 Reporting 25 00 31 Aug 2016
8.8.4 8 00 31 Aug 2016
While Using Carriage of
Oxygen 9.8 Firearms and 26 02 31 Jan 2018
Passengers Weapons
8.8.5 9 00 31 Aug 2016
Briefing 27 02 31 Jan 2018
10 00 31 Aug 2016 28 00 31 Aug 2016
Chapter 9 Chapter 10
TOC 1 00 31 Aug 2016 TOC 1 00 31 Aug 2016
2 00 31 Aug 2016 2 00 31 Aug 2016
Transport of 10.1 Security Policy 3 03 31 Aug 2018
9.1 Dangerous 3 02 31 Jan 2018 Aircraft Operator
Goods 10.2 Security 4 00 31 Aug 2016
4 00 31 Aug 2016 Program (AOSP)
Classification Guidance To
and Labeling of Crew In Case Of
9.2 Dangerous 5 00 31 Aug 2016 10.3 5 00 31 Aug 2016
Act Of Unlawful
Goods Interference
6 00 31 Aug 2016 6 00 31 Aug 2016
7 00 31 Aug 2016 7 00 31 Aug 2016
8 00 31 Aug 2016 8 00 31 Aug 2016
9 00 31 Aug 2016 9 00 31 Aug 2016
Limitation of Searches and
Dangerous 10.4 Checks of 10 00 31 Aug 2016
9.3 Goods On Batik 10 00 31 Aug 2016
Aircraft
Air Aircraft
11 00 31 Aug 2016
12 00 31 Aug 2016
13 00 31 Aug 2016

OPERATIONS MANUAL VOL. A Table of Content
PREAMBLE Page : 1
TABLE OF CONTENT
APPROVAL PAGE 1
CONTROL PAGE
INTERNAL APPROVAL 1

PREAMBLE

HIGHLIGHT OF REVISION 1
ORGANIZATION OF THE MANUAL 1
RECORD OF REVISION 1
TEMPORARY REVISION 1
LIST OF EFFECTIVE PAGE 1
TABLE OF CONTENT 1
CHAPTER 0
FOREWORD 1
COMPANY POLICY 1
SYSTEM OF AMENDMENT REVISION AND RESPONSIBLE OF THE PUBLICATION 1
ABBREVIATION AND DEFINITION 1
CHAPTER 1 ORGANIZATION & RESPONSIBILITY

1.1 ORGANIZATIONAL STRUCTURE 3
1.1.1 BATIK AIR ORGANIZATION CHART 3
1.1.2 OPERATIONS DIRECTORATE ORGANIZATION CHART 3
1.2 REQUIRED MANAGEMENT PERSONNEL 4
1.2.1 PRESIDENT DIRECTOR 4
1.2.2 SAFETY, SECURITY AND QUALITY DIRECTOR 6
1.2.3 OPERATIONS DIRECTOR 6
1.2.4 MAINTENANCE AND ENGINEERING DIRECTOR 6
1.2.5 CHIEF PILOT / FLIGHT CREW MANAGER 6
1.2.6 CHIEF INSPECTOR 6
1.2.7 CHIEF FA / FLIGHT ATTENDANT MANAGER 6
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS PERSONNEL 7
1.3.1 GENERAL 7

PREAMBLE Page : 2
1.3.2 OPERATIONS DIRECTOR 7

1.3.3 FLIGHT CREW GROUP 9
1.3.3.1 ORGANIZATION 9
1.3.3.2 CHIEF PILOT / FLIGHT CREW MANAGER 9
1.3.3.3 FLEET CHIEF PILOTS 10
1.3.3.4 DEPUTY FLEET CHIEF PILOTS 11

1.3.3.5 TECHNICAL SAFETY PILOTS 11

1.3.4 FLIGHT ATTENDANTS GROUP 13
1.3.4.2 CHIEF FA / FLIGHT ATTENDANT MANAGER 13
1.3.4.3 CHIEF FA ASSISTANT FOR DAILY OPERATIONS 14
1.3.4.4 CHIEF FA ASSISTANT QUALITY CONTROL 15
1.3.5 FLIGHT STANDARDS 16
1.3.5.2 FLIGHT STANDARDS MANAGER 16
1.3.5.3 CHIEF FLEET FLIGHT STANDARDS 18
1.3.5.4 CHIEF FA FLIGHT STANDARDS 18
1.3.5.5 CHIEF FOO FLIGHT STANDARDS 19
1.3.5.6 GL (GROUP LEADER) STANDARD MANUAL 20
1.3.5.7 GL (GROUP LEADER) LEGAL DOCUMENTS 20
1.3.6 OPERATIONS SUPPORT 21
1.3.6.2 OPERATIONS SUPPORT MANAGER 21
1.3.6.3 CREW SCHEDULING DEPUTY MANAGER 22
1.3.6.4 OPERATION DEPUTY MANAGER 23
1.3.6.5 OPERATIONS PLANNING & DEVELOPMENT DEPUTY MANAGER 23
1.3.6.6 OPS CONTROL DUTY MANAGER 24
1.3.7 OPERATIONS ENGINEERING 25
1.3.7.2 OPERATIONS ENGINEERING MANAGER 25
1.3.7.3 CHIEF AIRCRAFT PERFORMANCE 26
1.3.7.4 CHIEF FLIGHT DATA & FUEL MONITORING 27
1.3.7.5 CHIEF OPERATION LIBRARY & PUBLICATION. 28
1.3.8 TRAINING PERSONNEL 29

PREAMBLE Page : 3
1.3.9 STAFF FUNCTIONS 30

1.3.9.1 PILOT, FA & FOO RECRUITMENT CHIEF 30
1.3.10 OPERATIONS QUALITY AND SAFETY MANAGEMENT PERSONNEL 30
1.3.10.1 CHIEF OPS AUDIT / QUALITY ASSURANCE 30
1.3.10.2 CHIEF FLIGHT OPERATIONS SAFETY 30
1.3.10.3 CHIEF CABIN AND SERVICE SAFETY 30

1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PIC 31

1.4.1 GENERAL RESPONSIBILITIES 31
1.4.2 SPECIFIC RESPONSIBILITIES 31
1.4.3 PIC AUTHORITHY OVER OTHER CREWMEMBERS 33
1.5 DUTIES AND RESPONSIBILITIES OF OTHER CREWMEMBERS AND FOO. 34
1.5.1 GENERAL RESPONSIBILITIES - ALL CREWMEMBERS 34
1.5.2 CO-PILOT 34
1.5.3 FLIGHT ATTENDANT 1 (PURSER/FA-1) 34
1.5.4 FLIGHT ATTENDANTS 35
1.5.5 FLIGHT OPERATIONS OFFICER 36
1.6 EVENT REVIEW BOARD (ERB) 37
1.7 OPERATIONS DIRECTORATE STAFF CONTACT DETAILS 38
CHAPTER 2 OPERATIONAL CONTROL AND SUPERVISION

2.1 OPERATIONAL SUPERVISION 5
2.1.1 GENERAL 5
2.1.2 AIRCRAFT FLEET 6
2.1.3 FACILITIES 6
2.1.4 COMMUNICATION 7
2.1.4.1 COMMON LANGUAGES 7
2.1.4.2 COMMUNICATION SYSTEM. 7
2.1.4.2.1 GENERAL 7
2.1.4.2.2 CREW PORTAL - CREWNET WEBSITE 7
2.1.4.2.3 DISSEMINATION OF SAFETY-CRITICAL OPERATIONAL INFORMATION. 8
2.1.5 FLIGHT CREW PRIORITIES ON ALL COMPANY’S FLIGHTS 9
2.1.6 GO-AROUND, DIVERSIONS AND OTHER DECISIONS BY FLIGHT CREW 9
2.1.7 WILLFUL OR DELIBERATE VIOLATION OF STANDARDS OR PROCEDURES 10
2.1.8 COMPETENCE OF OPERATIONS PERSONNEL 10

PREAMBLE Page : 4
2.1.9 LICENSE AND QUALIFICATION VALIDITY 10

2.1.10 FLIGHT DUTY TIME AND REST REQUIREMENTS 11
2.1.11 OPERATIONAL DOCUMENTATION 11
2.1.11.1 GENERAL 11
2.1.11.2 OPERATIONS MANUAL (OM) 12
2.1.11.3 MANUALS AND DOCUMENTS LINKED TO OPERATIONS MANUAL (OM) 12

2.1.11.3.1 BATIK AIR’s FCOM, QRH AND CHECKLISTS 12

2.1.11.3.2 BATIK AIR’s MINIMUM EQUIPMENT LIST (MEL) 13
2.1.11.3.3 SAFETY EMERGENCY AND PROCEDURES MANUAL (SEP) 13
2.1.11.3.4 RUNWAY ANALYSIS MANUAL (RAM) 13
2.1.11.4 OTHER INTERNAL DOCUMENTS 14
2.1.11.4.1 BATIK’s AIR OPERATIONS ADMINISTRATIVE MANUAL (OAM) 14
2.1.11.4.2 BATIK AIR’s FLIGHT ATTENDANT MANUAL (FAM) 14
2.1.11.4.3 BATIK AIR’s FLIGHT OPERATIONS OFFICER MANUAL (FOOM) 14
2.1.11.4.4 BATIK AIR’s AIRCREW GUIDANCE BOOK 14
2.1.11.5 OTHER EXTERNAL DOCUMENTS 14
2.1.12 SUBCONTRACTED AND OUTSOURCED ACTIVITIES 15
2.1.13 OPERATIONS SCHEDULE 15
2.1.14 USE AND RETENTION OF OPERATIONAL DATA AND RECORDS 15
2.1.14.1 DOCUMENTS TO BE CARRIED ON BOARD THE AIRCRAFT 15
2.1.14.1.1 AIRCRAFT DOCUMENTATION AND CERTIFICATES 15
2.1.14.1.2 OPERATIONAL DOCUMENTATION 16
2.1.14.1.3 DOCUMENT USED FOR THE PREPARATION AND RELEASE OF THE FLIGHT16
2.1.14.1.4 GROUND HANDLING DOCUMENTS 16
2.1.14.1.5 FORMS 16
2.1.14.1.6 REQUIREMENT TO COMPLETE ONBOARD LIBRARY CHECKLIST 17
2.1.14.2 INFORMATION TO BE RETAINED ON THE GROUND 17
2.1.14.3 DEFECT REPORT - AIRCRAFT FLIGHT AND MAINTENANCE LOG - CABIN
MAINTENANCE LOG 18
2.1.14.4 VOYAGE REPORT 18
2.1.14.5 FLIGHT SERVICE REPORT (FLIGHT ATTENDANTS) 19
2.1.14.6 SAFETY HAZARDS AND OCURRENCE REPORTS 19
2.1.14.7 USE OF FLIGHT DATA AND COCKPIT VOICE RECORDING 19
2.1.14.8 ELECTRONIC DATABASE AND RECORDS 20
2.1.14.8.1 ELECTRONIC DATABASES 20

PREAMBLE Page : 5
2.1.14.8.2 ELECTRONIC DATABASES MANAGEMENT 20

2.2 DISSEMINATION OF OPERATIONAL INFORMATION 21
2.2.1 GENERAL 21
2.2.2 CLASSIFICATION OF OPERATIONAL INFORMATION 21
2.2.2.1 OPERATIONAL NOTICES 21
2.2.2.2 COMPANY NOTAMS 22

2.2.2.3 NOTICE TO AIRMEN (NOTAMs) 22

2.2.3 PUBLICATION AND DIFFUSION OF OPERATIONAL INFORMATION 23
2.2.4 REQUIREMENTS TO READ NOTICES 24
2.2.4.1 FLIGHT CREWS 24
2.2.4.2 FLIGHT ATTENDANTS 24
2.2.4.3 FLIGHT OPERATIONS OFFICERS 24
2.3 OPERATIONAL CONTROL SYSTEM 25
2.3.1 DEFINITIONS 25
2.3.2 RESPONSIBILITY FOR OPERATIONAL CONTROL 25
2.3.3 UNITS, EQUIPMENT, AND SERVICES SUPPORTING OPERATIONAL CONTROL
26
2.3.3.1 UNITS INVOLVED IN OPERATIONAL CONTROL 26
2.3.3.1.1 DISPATCH CENTER 26
2.3.3.1.2 LOCAL DISPATCH UNITS (“FLOPS”) 26
2.3.3.1.3 SECONDARY STATIONS 26
2.3.3.1.4 OPERATIONAL CONTROL CENTER (OCC) 27
2.3.3.2 OPERATIONAL CONTROL COMMUNICATION 27
2.3.4 FLIGHT DISPATCH 28
2.3.4.1 GENERAL 28
2.3.4.2 CENTRALIZED DISPATCH CONCEPT 28
2.3.4.3 SHARING AND NON SHARING OF RESPONSIBILITIES BETWEEN PIC AND FOO
28
2.3.5 COMMENCEMENT AND CONTINUATION OF THE FLIGHT 29
2.3.5.1 GENERAL 29
2.3.5.2 CONTINUATION OF THE FLIGHT IN UNSAFE CONDITIONS 29
2.3.6 FLIGHT WATCH / FOLLOWING SYSTEM 29
2.3.6.1 GENERAL 29
2.3.6.2 INFORMATION TO BE REPORTED BY THE PIC 29
2.3.6.3 INFORMATION TO BE PROVIDED TO THE PIC 30

PREAMBLE Page : 6
2.3.6.4 FLIGHT FOLLOWING (FOLLOW UP) 30

2.3.6.5 FLIGHT FOLLOWING RADIOTELEPHONY RECOMMENDED PRACTICE. 31
2.3.7 EMERGENCIES 33
2.3.8 TYPHOON HANDLING PROCEDURES 33
2.3.8.1 GENERAL 33
2.3.8.2 TYPHOON HANDLING PROCEDURES CHART 34

2.4 CERTIFICATION AND SURVEILLANCE BY THE AUTHORITY 36

2.4.1 AIR OPERATOR CERTIFICATE 36
2.4.1.1 GENERAL 36
2.4.1.2 VALIDITY OF THE AOC 36
2.4.1.2.1 VALIDITY AND RENEWAL OF THE AOC 36
2.4.1.2.2 SUSPENSION, REVOKATION, TERMINATION OF THE AOC 36
2.4.1.2.3 RECENCY OF OPERATIONS 36
2.4.1.3 AMENDMENTS TO THE AOC AND OPSPECS 36
2.4.1.4 CHANGE OF ADDRESS 37
2.4.1.5 AVAILABILITY OF THE AOC AND OPSPECS 37
2.4.2 INSPECTION AUTHORITY 37
2.4.2.1 DGCA INSPECTION 37
2.4.2.2 DGCA VISIT TO THE FLIGHT DECK 37
2.4.2.3 RAMP INSPECTIONS 37
2.5 LEASING 38
2.5.1 DEFINITIONS 38
2.5.2 APPROVAL BY DGCA 38
2.5.3 OPERATIONS OF FOREIGN REGISTERED AIRCRAFT 38
2.5.4 EQUIPMENT INTERCHANGE AGREEMENT 39
CHAPTER 3 QUALITY AND SAFETY MANAGEMENT

3.1 QUALITY MANAGEMENT SYSTEM 3
3.1.1 QUALITY POLICY 3
3.1.2 INTRODUCTION TO QUALITY MANAGEMENT SYSTEM 4
3.1.3 QMS DOCUMENTATION 4
3.1.4 QUALITY ASSURANCE 5
3.1.4.1 FLIGHT CREWS RESPONSIBILITIES FOR QUALITY 5

PREAMBLE Page : 7
3.1.4.2 INTERNAL AUDIT 5

3.1.4.3 EXTERNAL SERVICE PROVIDER 5
3.2 SAFETY MANAGEMENT SYSTEM 7
3.2.1 SAFETY POLICY 7
3.2.2 OBJECTIVES OF THE SMS 9
3.2.3 FLIGHT DATA ANALYSIS PROGRAM 9

3.2.3.1 GENERAL 9

3.2.4 SMS DOCUMENTATION 10
3.2.5 PROTECTION OF REPORTER / JUST CULTURE 11
3.2.6 SECURITY POLICY 12
CHAPTER 4 CREW COMPOSITION

4.1 GENERAL 3
4.1.1 DEFINITIONS 3
4.1.2 METHOD FOR DETERMINING CREW COMPOSITION 3
4.2 FLIGHT CREW 5
4.2.1 MINIMUM FLIGHT CREW 5
4.2.2 FLIGHT CREW MEMBERS AGED 60 YEARS OR MORE 5
4.2.3 PILOT PAIRING REQUIREMENT 5
4.2.4 DESIGNATION OF THE PILOT /SECOND IN COMMAND 6
4.2.4.1 FLIGHT CREW OF TWO PILOTS 6
4.2.4.2 SPECIAL CREWING 6
4.2.4.3 FLIGHT CREW OF THREE OR MORE PILOTS 7
4.2.4.3.1 3 - PILOT CREW OPERATIONS 7
4.2.4.4 AUTHORITY FOR DESIGNATION OF THE PIC 7
4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW. 8
4.2.5.1 STANDARD IN-FLIGHT REST ARRANGEMENT. 8
4.2.5.2 FLIGHT DECK SEATING 8
4.2.5.3 CREW / SEAT CHANGE 8
4.2.5.4 CABIN CREW LIAISON 9
4.2.5.5 ABNORMAL SITUATION 9
4.2.5.6 DEPRESSURIZATION 9
4.3 FLIGHT ATTENDANTS 10
4.3.1 MINIMUM NUMBER OF FLIGHT ATTENDANTS 10

PREAMBLE Page : 8
4.3.2 PURSER/FLIGHT ATTENDANT-1 10

4.4 SUCCESSION OF COMMAND 11
4.5 SUPERNUMERARY CREW / OBSERVER 13
4.5.1 A SUPERNUMERARY CREW 13
4.5.2 BRIEFING OF THE SUPERNUMERARIES 13

CHAPTER 5 QUALIFICATIONS REQUIRMENTS

5.1 TRAINING PROGRAMS 3
5.1.1 GENERAL 3
5.1.2 DEFINITIONS 3
5.1.3 CATEGORIES OF TRAINING 3
5.1.4 TRAINING CURRICULUMS 4
5.1.5 GENERAL TRAINING CURRICULUM SEGMENTS 4
5.1.5.1 BASIC INDOCTRINATION TRAINING 4
5.1.5.2 CREWMEMBERS SAFETY AND EMERGENCY TRAINING 5
5.1.5.3 CRM / DRM TRAINING 6
5.1.5.4 DANGEROUS GOODS AWARENESS TRAINING 7
5.1.5.5 AVIATION SECURITY TRAINING 8
5.2 FLIGHT CREW QUALIFICATION REQUIREMENTS 9
5.2.1 PIC: MINIMUM QUALIFICATION 9
5.2.2 SIC: MINIMUM QUALIFICATION 9
5.2.3 PILOT QUALIFICATION: RECENT EXPERIENCE 10
5.2.4 PIC QUALIFICATION: ROUTE, AERODROME AND SPECIAL AREAS 10
5.2.4.1 ROUTES AND AIRPORTS 10
5.2.4.2 SPECIAL AREAS AND AIRPORTS 11
5.2.5 ENGLISH LANGUAGE PROFICIENCY 11
5.2.6 OPERATION ON MORE THAN ONE TYPE OR VARIANT 11
5.2.7 STANDARD PILOT UPGRADING QUALIFICATION 12
5.2.7.1 PIC AS A CANDIDATE 12
5.2.7.1.1 DIRECT INTAKE PIC 12
5.2.7.1.2 TYPE-RATED UPGRADING PIC 12
5.2.8 PIC CANDIDATES SCREENING PROCESS 13
5.2.9 EVALUATION PROCESS 13
5.2.10 TRAINING PROCESS 14

PREAMBLE Page : 9
5.2.11 PILOT CARRIER PATH DIAGRAM 14

5.3 FLIGHT ATTENDANTS QUALIFICATION REQUIREMENTS 15
5.3.1 PUSER/FA-1: MINIMUM QUALIFICATION 15
5.3.2 FLIGHT ATTENDANT: MINIMUM QUALIFICATION 15
5.4 FOO QUALIFICATION REQUIREMENTS 16
5.4.1 FOO: MINIMUM QUALIFICATION 16

5.5 TRAINING AND CHECKING PERSONNEL QUALIFICATION REQUIREMENTS 17

5.6 MANAGEMENT AND SUPERVISORY PERSONNEL QUALIFICATIONS
REQUIREMENTS 18
CHAPTER 6 CREW HEALTH AND MEDICAL FITNESS

6.1 GENERAL 3
6.2 ALCOHOL AND DRUGS POLICIES 4
6.2.1 DEFINITONS 4
6.2.2 USE OF PSYCHOACTIVE SUBSTANCE 4
6.2.3 DRUGS AND ALCOHOL TESTS 5
6.2.3.1 LAW ENFORCMENT / DGCA TESTS 5
6.2.3.2 COMPANY DRUG AND ALCOHOL TESTS (DAT) 5
6.2.3.3 BLOOD PRESSURE AND ALCOHOL CONTAMINATION 6
6.3 MEDICATION 7
6.3.1 HYPNOTIC (SLEEPING TABLETS) 7
6.3.2 ANTIHISTAMINES 7
6.3.3 TRANQUILLISER, ANTIDEPRESSANTS AND PSYCHOTIC DRUGS 7

6.3.4 ANTIBIOTICS 7
6.3.5 ANALGESICS (PAIN KILLERS) 7
6.3.6 STEROIDS (CORTISONE, ETC.) 7
6.3.7 ANTI-MALARIAL 8
6.3.8 ANTI-DIARRHOEAS 8
6.3.9 APPETITE SUPPRESSANTS 8
6.3.10 ANTI-HYPERTENSIVES (DRUGS FOR TREATING BLOOD PRESSURE) 8
6.3.11 IMMUNIZATION 8
6.4 MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT 9
6.5 OTHER PRECAUTIONS 10
6.5.1.1 FATIGUE 10

PREAMBLE Page : 10
6.5.1.2 EMOTION 10
6.5.1.3 VISION CORRECTION 10
6.5.1.4 PREGNANCY 11
6.5.1.5 BLOOD AND PLASMA DONATION 11
6.5.1.6 SCUBA DIVING 11
6.5.1.7 SURGICAL OPERATIONS 11

6.6 COSMIC AND SOLAR RADIATION 12

CHAPTER 7 DUTY TIME LIMITATIONS
7.1 GENERAL 3
7.1.1 OBJECTIVES 3
7.1.2 RESPONSIBILITIES 3
7.1.2.1 COMPANY RESPONSIBILITIES 3
7.1.2.2 CREW MEMBER RESPONSIBILITIES AND DUTIES 3
7.1.3 DEFINITIONS 3
7.1.4 RULES FOR DUTY TIMES CALCULATION 4
7.1.4.1 POSITIONNING FLIGHTS 4
7.1.4.2 DELAYED REPORTING TIME 4
7.1.4.3 RESERVE AND STANDBY DUTY 4
7.1.4.3.1 RESERVE 4
7.1.4.3.2 STANDBY 5
7.1.4.4 COMMERCIAL FLYING ACTIVITIES OUTSIDE BATIK AIR 5
7.1.5 RECORDS RETENTION 5
7.1.6 COMPANY POLICY FOR CREW SCHEDULING 5
7.2 FLIGHT AND FLIGHT DUTY TIME LIMITATIONS 6
7.2.1 BASIC LIMITATIONS WITHIN 24 CONSECUTIVE HOURS 6
7.2.2 SCHEDULING CUMULATIVE FLIGHT TIME LIMITATIONS FOR FLIGHT CREWS6
7.3 EXTENSION OF FLIGHT DUTY TIME 7
7.3.1 SCHEDULDED EXTENSION DUE TO AUGMENTED CREW 7
7.3.2 SCHEDULED EXTENSION DUE TO SPLIT FLIGHT DUTY TIME 7
7.3.3 EXTENSION DUE TO UNFORESEEN OPERATIONAL CIRCUMSTANCES 7
7.4 CREW MEMBERS REST REQUIREMENTS 9
7.4.1 ROSTERED DAY OFF (RDO) 9
7.4.2 MINIMUM REST PERIODS BETWEEN TWO FLIGHT DUTY PERIODS 9

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7.4.3 BEGIN / END OF THE REST PERIOD 9

7.4.4 REST PERIOD FOR CREW MEMBERS ON RESERVE 10
7.4.5 MANAGEMENT CREW MEMBERS. 10
7.5 FOO DUTY TIME LIMITATIONS AND REST 11
CHAPTER 8.1 FLIGHT PREPERATION

8.1 FLIGHT PREPARATION 3

8.1.1 GENERAL 3
8.1.1.1 ROUTE AND AIRPORT ANALYSIS 3
8.1.1.2 PRE-FLIGHT INFORMATION 3
8.1.1.3 BRIEFING AND FLIGHT DISPATCH RELEASE 4
8.1.1.4 PRE-FLIGHT CREW BRIEFING 5
8.1.2 MINIMUM FLIGHT ALTITUDES 6
8.1.2.1 DEFINITIONS 6
8.1.2.1.1 MINIMUM EN ROUTE ALTITUDE (MEA) 6
8.1.2.1.2 MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA) 6
8.1.2.1.3 MINIMUM OFF ROUTE ALTITUDE (MORA) 6
8.1.2.1.4 MINIMUM SAFE / SECTOR ALTITUDE (MSA) 6
8.1.2.1.5 MINIMUM VECTORING ALTITUDE 6
8.1.2.2 METHOD USED FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES
7
8.1.2.2.1 EN ROUTE 7
8.1.2.2.2 IN TERMINAL AREA 7
8.1.2.3 CORRECTIONS FOR TEMPERATURE AND QNH 7
8.1.3 CRITERIA FOR THE USABILITY OF ROUTES AND AERODROMES 8
8.1.3.2 SELECTION OF AIRPORTS 8
8.1.3.2.1 ADEQUATE AIRPORTS 8
8.1.3.2.2 AIRPORTS: REQUIRED DATA 8
8.1.3.2.3 RESCUE AND FIRE FIGHTING SERVICES 9
8.1.3.2.4 REQUIREMENTS FOR DESTINATION ALTERNATE AERODROMES 10
8.1.3.2.5 TAKE-OFF ALTERNATE AERODROME 10
8.1.3.2.6 EN-ROUTE ALTERNATE AERODROMES 11
8.1.3.2.7 PLANNING MINIMA FOR ALTERNATES AERODROMES 11

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8.1.3.2.8 ADDITIONAL CONSIDERATIONS FOR THE SELECTION OF ANY ALTERNATE

11
8.1.3.3 AIRPORT CATEGORIES 11
8.1.3.4 TYPE OF ROUTE - MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME
12
8.1.4 OPERATING PERFORMANCE CONSIDERATIONS 13
8.1.4.1 GENERAL 13

8.1.4.2 DECLARED DISTANCES - DEFINITIONS 13

8.1.4.3 TAKE-OFF LIMITATIONS 14
8.1.4.3.1 GENERAL 14
8.1.4.3.2 TAKE-OFF RUNWAY LENGTH REQUIREMENTS 14
8.1.4.3.3 TAKE-OFF OBSTACLE CLERANCE LIMITATIONS 14
8.1.4.4 EN-ROUTE LIMITATIONS 15
8.1.4.4.1 ONE ENGINE OUT - ALL AIRCRAFT 15
8.1.4.4.2 TWO ENGINES OUT - AIRCRAFT WITH 3 OR MORE ENGINES 16
8.1.4.5 LANDING LIMITATIONS 16
8.1.4.5.1 DEFINITIONS 16
8.1.4.5.2 AERODROME OF DESTINATION - DRY RUNWAYS 16
8.1.4.5.3 AERODROME OF DESTINATION – WET AND CONTAMINATED RUNWAYS 17
8.1.4.5.4 RUNWAY LENGTH - ALTERNATE AIRPORTS 17
8.1.5 DETERMINATION OF AERODROME OPERATING MINIMA 18
8.1.5.2 GENERAL 18
8.1.5.3 AIRCRAFT CATEGORIES 19
8.1.5.4 APPROACH LIGHTING SYSTEMS 19
8.1.5.5 TAKE-OFF MINIMA 20
8.1.5.5.1 GENERAL 20
8.1.5.5.2 REQUIRED VISIBILITY / RVR FOR DEPARTURE. 20
8.1.5.6 NON-PRECISION APPROACHES 20
8.1.5.6.1 MINIMUM DESCENT ALTITUDE / HEIGHT (MDA/H) 20
8.1.5.6.2 REQUIRED VISIBILITY / RVR FOR APPROACH. 20
8.1.5.6.3 CONTINUOUS DESCENT FINAL APPROACH (CDFA) 21
8.1.5.7 CAT I APPROACHES 22
8.1.5.7.1 DECISION ALTITUDE / HEIGHT 22
8.1.5.7.2 REQUIRED VISIBILITY / RVR FOR CAT I APPROACH 22

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8.1.5.8 CAT II/III APPROACHES 22

8.1.5.9 CIRCLING APPROACH 22
8.1.5.9.1 MINIMUM DESCENT ALTITUDE / HEIGHT 22
8.1.5.9.2 REQUIRED VISIBILITY / RVR FOR CIRCLING APPROACH. 22
8.1.5.10 COMPARABLE VALUES OF RVR AND GROUND VISIBILITY 23
8.1.5.11 RAISING OF AERODROME OPERATING MINIMA 23

8.1.5.11.1 GENERAL 23

8.1.5.11.2 CORRECTIONS TO THE PUBLISHED MINIMA 23
8.1.5.11.3 COMPONENT-OUT TABLE 24
8.1.5.12 PRESENTATION AND APPLICATION OF AERODROME OPERATING MINIMA 25
8.1.6 VFR EN-ROUTE OPERATING MINIMA 26
8.1.7 METEOROLOGICAL INFORMATION 27
8.1.7.1 GENERAL 27
8.1.7.2 INTERPRETATION OF METEOROLOGICAL INFORMATION 27
8.1.8 DETERMINATION OF THE QUANTITIES OF FUEL AND OIL CARRIED 28
8.1.8.1 ASSUMPTIONS FOR CALCULATING FUEL AND OIL QUANTITIES 28
8.1.8.2 FUEL POLICY (QUANTITIES- DEFINITIONS). 29
8.1.8.2.1 TAXI FUEL 29
8.1.8.2.2 TRIP FUEL 29
8.1.8.2.3 RESERVE FUEL 29
8.1.8.2.3.1. CONTINGENCY FUEL 30
8.1.8.2.3.2. DESTINATION ALTERNATE FUEL 30
8.1.8.2.3.3. FINAL RESERVE FUEL 30
8.1.8.2.3.4. ADDITIONAL FUEL (AS REQUIRED) 30
8.1.8.2.4. EXTRA FUEL 30
8.1.8.2.5. TANKERING FUEL 31
8.1.8.3. MINIMUM BLOCK FUEL 32
8.1.8.3.1. DISPATCH TO DESTINATION WITH ONE (OR TWO) ALTERNATE(S) 32
8.1.8.3.2. DISPATCH TO AN ISOLATED AERODROME (NO ALTERNATE AVAILABLE) 33
8.1.8.3.3. DISPATCH TO A DESTINATION WITH NO REQUIRED ALTERNATE 33
8.1.8.3.4. REDISPATCH OPERATIONS 33
8.1.9. MASS AND CENTER OF GRAVITY 34
8.1.9.1. DEFINITIONS 34
8.1.9.2. ILLUSTRATION OF THE DIFFERENT WEIGHTS 36

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8.1.9.3. CALCULATION OF THE ALLOWABLE PAYLOAD 36

8.1.9.4. RESPONSIBILITIES FOR PREPARATION AND ACCEPTANCE OF MASS AND
BALANCE CALCULATIONS 37
8.1.9.5. POLICY FOR USE OF STANDARD MASS 37
8.1.9.6. STANDARD MASS VALUES FOR PASSENGERS CREW MEMBERS, AND CREW
BAGGAGE 37
8.1.9.7. SEATING POLICY 38

8.1.9.8. LAST MINUTE CHANGE PROCEDURES 38

8.1.9.9. SPECIFIC FUEL / AVTUR GRAVITY 38
8.1.10. ATS FLIGHT PLAN 39
8.1.10.1. GENERAL 39
8.1.10.2. REPETITIVE FLIGHT PLAN (RPL) 39
8.1.10.2.1. GENERAL 39
8.1.10.2.2. INCIDENTAL CHANGE TO RPL 40
8.1.10.3. INSTRUCTION FOR INSERTION OF ATS DATA 40
8.1.11. OPERATIONAL FLIGHT PLAN 50
CHAPTER 8.2 GROUND HANDLING

8.2 GROUND HANDLING 5
8.2.1 FUELING PROCEDURES 5
8.2.1.1 FUEL TYPES 5
8.2.1.2 GENERALSAFETY PRECAUTIONS 5
8.2.1.3 SPECIFIC SAFETY MEASURES DURING FUELLING 5
8.2.1.4 FUELLING WITH PASSENGER ONBOARD 6
8.2.1.5 REFUELLING AFTER EMBARKATION 7
8.2.1.6 FUELLING WITH ONE ENGINE RUNNING 8
8.2.1.7 FUELLING INSIDE A HANGAR 8
8.2.1.8 FUELLING PROCEDURE AT AERODROMES WHERE NO COMPANY’S
ENGINEER 9
8.2.1.9 PRECAUTION PRIOR TO UPLIFT FUEL FROM BOWSER STOCK 9
8.2.1.10 PRECAUTION PRIOR TO UPLIFT FUEL FROM BARREL STOCK 9
8.2.1.11 NOTES REGARDING FUEL DRAIN CHECKING PROCEDURES 10
8.2.2 AIRCRAFT, PAX, AND CARGO HANDLING SAFETY PROCEDURES 11
8.2.2.1 MINIMUM FLIGHT ATTENDANTS ON BOARD DURING GROUND OPERATIONS
11
8.2.2.2 EMBARKING, DISEMBARKING PASSENGERS 11

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8.2.2.3 SEAT ALLOCATIONS AND MULTIPLE OCCUPANCY OF AIRCRAFT SEATS 12

8.2.2.4 EXIT ROW SEATING ASSIGNMENT 12
8.2.2.5 HEAD COUNT 13
8.2.2.6 EXPECTANT MOTHER & INFANT 13
8.2.2.6.1 PREGNANT WOMAN 13
8.2.2.6.2 INFANTS 14

8.2.2.7 UNACCOMPANIED MINOR 14

8.2.2.8 MEDICAL ASSISTANCE REQUIRED (MEDA) CUSTOMERS AND PERSON WITH
REDUCED MOBILITY 15
8.2.2.8.1 CARRIAGE OF MEDA CUSTOMER 15
8.2.2.8.2 STRETCHERS PATIENT 15
8.2.2.8.3 WHEELCHAIR PASSENGERS 15
8.2.2.8.4 PASSENGERS WITH REDUCED MOBILITY (PRM) 15
8.2.2.8.5 GUIDE DOG FOR BLIND PASSENGER 17
8.2.2.8.6 SERIOUS PASSENGER ILLNESS, INJURY OR DEATH IN FLIGHT 17
8.2.2.9 TRANSPORT OF INADMISSIBLE PASSENGERS, DEPORTEES OR PERSON IN
CUSTODIES 17
8.2.2.9.1 INADMISSIBLE PASSENGERS (NTL) 17
8.2.2.9.2 DEPORTEES 18
8.2.2.9.3 PERSON IN CUSTODIES / PRISONERS 19
8.2.2.10 UNRULY / DISRUPTIVE PASSENGERS 20
8.2.2.11 CARRY-ON BAGGAGE 21
8.2.2.11.1 COMPANY POLICY 21
8.2.2.11.2 CARRY-ON BAGGAGE ALLOWANCE 22
8.2.2.11.3 ON BOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE 22
8.2.2.11.4 ROLES AND RESPONSIBILITIES 22
8.2.2.11.5 RESPONSIBILITIES FOR ACCEPTANCE 22
8.2.2.11.6 CRITERIA FOR ACCEPTANCE 23
8.2.2.11.7 LOCATIONS FOR SCREENING / SCREENING CONDITIONS 23
8.2.2.11.8 INFORMATION TO CUSTOMER 23
8.2.2.12 CREW BAGGAGE/STOWAGE LOCATIONS AND PROCEDURES 24
8.2.2.13 LOADING AND SECURING THE ITEMS IN AIRCRAFT 24
8.2.2.14 CARRIAGE OF NARCOTIC DRUGS, MARIHUANA, AND DEPRESSANT OR
STIMULANT DRUGS OR SUBSTANCE 24
8.2.2.15 CARRIAGE OF ALCOHOL IN SAUDI ARABIA 24

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8.2.2.16 DANGEROUS GOODS AND WEAPONS 24

8.2.2.17 SPECIAL CARGO 24
8.2.2.18 CARRIAGE OF CARGO IN PASSENGERS COMPARTMENTS 25
8.2.2.19 CLASSIFICATION OF CARGO COMPARTEMENTS 25
8.2.2.20 POSITIONING OF GROUND SERVICING EQUIPMENT 25
8.2.2.20.1 SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (A320) 26

8.2.2.20.2 SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (B737 NG) 27

8.2.2.21 AIRCRAFT DISINSECTION PROCEDURES FOR FLIGHTS INTO AUSTRALIA. 28
8.2.2.21.1 PREFLIGHT AND TOP OF DESCENT DISINSECTION 28
8.2.2.21.2 PRE-FLIGHT CABIN TREATMENT PROCEDURE (FIRST PART). 28
8.2.2.21.3 TOP OF DESCENT CABIN TREATMENT PROCEDURE (SECOND PART) 29
8.2.2.21.4 CERTIFICATION FOR PRE-FLIGHT AND TOP OF DESCENT CABIN
TREATMENTS. 30
8.2.2.21.5 EXAMPLES OF PRE-FLIGHT AND TOP OF DESCENT CABIN TREATMENT
PROCEDURES. 30
8.2.2.21.6 PRE-FLIGHT HOLD DISINSECTION 31
8.2.2.21.7 PRE-FLIGHT HOLD PROCEDURES. 31
8.2.2.21.8 PRE-FLIGHT HOLD PROCEDURES – WHEN LOADING SMALL ANIMALS IN
LOWER HOLD. 32
8.2.2.21.9 PASSENGER EXEMPTION. 32
8.2.3 RAMP OPERATIONS 33
8.2.3.1 SAFETY ON THE RAMP 33
8.2.3.1.1 GENERAL 33
8.2.3.1.2 ENGINE INLEST / EXHAUST DANGER AREAS (B737NG) 34
8.2.3.1.3 ENGINE INLET / EXHAUST DANGER AREAS (A320) 35
8.2.3.2 EXTERIOR INSPECTION / WALK-AROUND CHECK 36
8.2.4 RAMP DEPARTURE AND ARRIVAL PROCEDURES 37
8.2.4.1 GENERAL 37
8.2.4.2 PUSH-BACK, PULL-OUT AND ENGINE START 37
8.2.4.2.1 PUSH-BACK 37
8.2.4.2.2 PULL-OUT 38
8.2.4.2.3 ENGINE START 38
8.2.4.3 PARKING OF THE AIRCRAFT 38
8.2.4.4 OPERATION OF AIRCRAFT DOORS 38
8.2.4.4.1 DEPARTURE 38

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8.2.4.4.2 ARRIVAL 38
8.2.4.4.3 OPENING DOORS FROM OUTSIDE 38
8.2.5 PROCEDURES FOR THE REFUSAL OF EMBARKATION 39
8.2.6 ICING CONDITION AND COLD WEATHER 40
8.2.6.1 GENERAL 40
8.2.6.2 EXTERIOR INSPECTION 40

8.2.6.3 DE-ICING AND ANTI-ICING 41

8.2.6.4 RESPONSIBILITIES 41
8.2.6.5 DE-ICING AND ANTI-ICING FLUIDS 41
8.2.6.5.1 TYPE I FLUIDS 42
8.2.6.5.2 TYPE II, III, AND IV FLUIDS 42
8.2.6.6 ONE-STEP AND TWO-STEP PROCEDURES 42
8.2.6.6.1 ONE-STEP DE-ICING/ANTI-ICING 42
8.2.6.6.2 TWO-STEP DE-ICING/ANTI-ICING 43
8.2.6.7 DE-ICING/ANTI-ICING PROCEDURE 43
8.2.6.7.1 GENERAL CONSIDERATIONS 43
8.2.6.7.2 COMMUNICATION WITH GROUND CREW DURING DE-/ANTI-ICING 43
8.2.6.8 HOLDOVER TIMES 43
8.2.6.8.1 GENERAL 43
8.2.6.9 FREEZING FUEL CONSIDERATIONS 49
8.2.6.10 AFML ENTRY 50
8.2.7 HOT WEATHER OPERATION 51
8.2.8 OPERATION IN A SANDY OR DUSTY ENVIRONMENT 52
8.2.9 HI DENSITY ALTITUDE (HDA) OPERATIONS 54
8.2.10 TRANSIT CHECK BY PIC. 56
CHAPTER 8.3 FLIGHT PROCEDURES

8.3 FLIGHT PROCEDURES 9
8.3.1 GENERAL POLICIES 9
8.3.1.1 VFR/IFR POLICY 9
8.3.1.2 FLIGHT IN UNCONTROLLED AIRSPACES 9
8.3.1.3 CREW RESSOURCES MANAGEMENT 9
8.3.1.3.1 SITUATIONAL AWARENESS 11
8.3.1.3.2 SUPPORT PROCESS 11

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8.3.1.4 STERILE COCKPIT PROCEDURES 13

8.3.1.5 FLIGHT CREW DUTIES / AIRCRAFT CONTROL 13
8.3.1.5.1. GENERAL 13
8.3.1.5.2. ASSIGNMENT OF DUTIES DURING NORMAL OPERATIONS 13
8.3.1.5.3. ASSIGNMENT OF DUTIES IN ABNORMAL AND EMERGENCY SITUATIONS 14
8.3.1.5.4. LIMITATIONS FOR LESS EXPERIENCE PILOT 14

8.3.1.5.5. FIRST OFFICER ROUTE FLYING 15

8.3.1.5.6. CONTROL HANDOVER 15
8.3.1.5.7. ACKNOWLEDGEMENT OF ORDERS 15
8.3.1.5.8. CREW CROSSCHECK AND CONFIRMATION OF CRITICAL ACTIONS 16
8.3.1.5.9. NON-ESSENTIAL DUTIES 16
8.3.1.6 USE OF AUTOMATION 16
8.3.1.6.1. GENERAL 16
8.3.1.6.2. AUTOPILOT MINIMUM ENGAGEMENT / DISENGAGMENT ALTITUDES 17
8.3.1.6.3. MANUAL FLIGHT 17
8.3.1.7 SIMULATION OF ABNORMAL AND EMERGENCY SITUATIONS 18
8.3.1.8 RUNWAY INCURSION 18
8.3.2 GENERAL FLIGHT PROCEDURES 20
8.3.2.1 TAXI 20
8.3.2.1.1. TAXI AND TAKEOFF BRIEFING 20
8.3.2.1.2. TAXIING 21
8.3.2.1.3. SINGLE ENGINE TAXI 21
8.3.2.2 TAKE-OFF 22
8.3.2.2.1 BEFORE TAKE-OFF BRIEFING 22
8.3.2.2.2 ROLLING TAKE-OFF 22
8.3.2.2.3 DURING TAKE-OFF 22
8.3.2.2.4 REJECTION OF TAKE-OFF 22
8.3.2.2.5 ENGINE FAILURE AFTER TAKE-OFF 24
8.3.2.3 DEPARTURE 24
8.3.2.3.1 GENERAL 24
8.3.2.3.2 STANDARD DEPARTURE PROCEDURE 24
8.3.2.3.3 NOISE ABATEMENT DEPARTURE PROCEDURE (NADP) 24
8.3.2.3.4 IMC DEPARTURES – NO PUBLISHED STANDARD INSTRUMENT DEPARTURES
(SID) 24
8.3.2.3.5 CLIMB GRADIENT VS CLIMB RATE 25

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8.3.2.4 CLIMB, CRUISE, DESCENT 25

8.3.2.4.1 FLIGHT CREW MONITORING OF NAVIGATION PERFORMANCE 25
8.3.2.4.2 IN-FLIGHT FUEL MANAGEMENT 25
8.3.2.4.3 WEATHER DEVIATION PROCEDURE 25
8.3.2.4.4 EN-ROUTE WEATHER MONITORING 26
8.3.2.4.5 COST INDEX 26

8.3.2.4.6 MANAGED vs. SELECTED SPEEDS 26

8.3.2.4.7 AIRCRAFT SPEED RESTRICTIONS - ALL PHASES OF FLIGHT 26
8.3.2.4.8 DESCENT / APPROACH PREPARATION 27
8.3.2.4.9 APPROACH BRIEFING 27
8.3.2.4.10 AIRCRAFT SPEED RESTRICTION – DESCENT 28
8.3.2.4.11 ATC SPEED CONTROL 28
8.3.2.5 APPROACH –GENERAL 28
8.3.2.5.1 CREW COORDINATION DURING HOLDING, APPROACH AND LANDING 28
8.3.2.5.2 SELECTION OF APPROACHES 29
8.3.2.5.3 DESCENT BELOW MSA 29
8.3.2.5.4 COMPANY DESCENT RATES BELOW 2,000 FT AGL 29
8.3.2.5.5 REQUIREMENT FOR STABILIZED FINAL APPROACH 29
8.3.2.5.6. CONTINUOUS DESCENT FINAL APPROACH (CDFA) 30
8.3.2.6 ILS CAT I AND NON-PRECISION APPROACH 30
8.3.2.6.1 APPLICABLE MINIMA 30
8.3.2.6.2 COMMENCEMENT AND CONTINUATION OF THE APPROACH 31
8.3.2.6.3 APPLICABILITY OF REPORTED WEATHER MINIMA 32
8.3.2.6.4 APPLICATION OF MDA(H) CONCEPT 32
8.3.2.6.5 APPLICATION OF THE DA(H) CONCEPT 32
8.3.2.6.6 DESCENT BELOW APPLICABLE MDA(H) or DA(H) 32
8.3.2.6.7 GO-AROUND 33
8.3.2.7 CIRCLE TO LAND APPROACH 33
8.3.2.7.1 GENERAL 33
8.3.2.7.2 CONTINUATION OF THE CIRCLING APPROACH 34
8.3.2.7.3 GO-AROUND DURING CIRCLING 34
8.3.2.8 VISUAL APPROACH 34
8.3.2.9 LANDING 35
8.3.2.9.1 SAFE LANDING GUIDELINES 35

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8.3.2.9.2 ACTUAL LANDING DISTANCE 35

8.3.2.9.3 USE OF THRUST REVERSERS AND AUTOBRAKES 36
8.3.2.9.4 BOUNCED LANDING / LONG FLARE 36
8.3.2.9.5 RUNWAY TURN OFF POINTS 36
8.3.2.9.6 LAND AND HOLD SHORT OPERATIONS (LAHSO) 37
8.3.2.9.7 OVERWEIGHT LANDING 37

8.3.2.9.8 HARD LANDING 38

8.3.2.10 GO-AROUND AND MISSED APPROACH 38
8.3.2.11 PRM APPROACHES 39
8.3.2.11.1 GENERAL 39
8.3.2.11.2 OPERATING REQUIREMENTS 39
8.3.2.11.3 CREW QUALIFICATION 41
8.3.2.11.4 AUTOMATIC SYSTEM USAGE 41
8.3.2.11.5 CREW DUTIES 41
8.3.2.11.6 BREAKOUT EVENT REPORTING 41
8.3.2.11.7 MINIMUM EQUIPMENT FOR PRM APPROACHES IN-FLIGHT REQUIREMENTS.
41
8.3.3 COMMUNICATIONS 42
8.3.3.1 USE OF HEADSETS / COCKPIT SPEAKERS 42
8.3.3.2 ATC STANDARD COMMUNICATIONS 42
8.3.3.2.1 STANDARD RADIO PHRASEOLOGY 42
8.3.3.2.2 USE OF CALL SIGN 42
8.3.3.2.3 ACCEPTANCE OF CLEARANCES 42
8.3.3.2.4 CLEARANCE READBACK 43
8.3.3.2.5 POSITION AND ALTITUDE REPORTS 43
8.3.3.3 USE OF COMPANY CHANNELS 44
8.3.3.4 LISTENING AND SELCAL WATCH 44
8.3.3.5 FLIGHT DECK STANDARD CALLS OUT 45
8.3.3.5.1 GENERAL PROCEDURE CALLS 45
8.3.3.5.2 STANDARD ALTIMETER CALLS 46
8.3.3.5.3 STANDARD INSRUMENT APPROACH CALLS 47
8.3.3.5.4 FLIGHT TOLERANCE DEVIATION 49
8.3.3.6 STANDARD CALLS BETWEEN FLIGHT CREW AND F/A 50
8.3.3.7 COCKPIT / CABIN SIGNALS 52
8.3.3.8 USE OF PUBLIC ADDRESS SYSTEM 52

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8.3.3.8.1 PUBLIC ADDRESS SYSTEM (PAS) SERVICEABILITY CHECK 52

8.3.3.8.2 GENERAL 52
8.3.3.8.3 WELCOME PA 52
8.3.3.8.4 PRE-DESCENT PA 52
8.3.3.8.5 DELAY / DISRUPTION PA 53
8.3.3.9 ADS-B OUT OPERATIONS 53

8.3.3.9.1 BACKGROUND 53

8.3.3.9.2 AIRCRAFT COMPONENTS 53
8.3.3.9.3 OPERATIONAL INFORMATION 54
8.3.3.9.4 PHRASEOLOGY 54
8.3.3.9.5 AUSTRALIAN AIRSPACE 55
8.3.3.9.6 IN FLIGHT CONTINGENCY 55
8.3.3.9.7 EMERGENCY 56
8.3.3.10 CTAF OPERATIONS 56
8.3.3.10.1 GENERAL 56
8.3.3.10.2 DEFINITION 56
8.3.3.10.3 REQUIREMENTS 58
8.3.3.10.4 PROCEDURES 58
8.3.3.10.5 BROADCAST 59
8.3.3.10.6 EXAMPLES OF THE STANDARD PHRASEOLOGY FOR BROADCASTING 59
8.3.3.11 TIBA (TRAFFIC INFORMATION BROADCAST BY AIRCRAFT) 61
8.3.3.11.1 INTRODUCTION 61
8.3.3.11.2 PROCEDURES 61
8.3.3.11.3 FREQUENCY 61
8.3.3.11.4 LISTENING WATCH 61
8.3.3.11.5 TIME OF BROADCASTS 61
8.3.3.11.6 CHANGES OF CRUISING LEVEL 62
8.3.3.11.7 COLLISION AVOIDANCE 62
8.3.3.11.8 REPORTING 62
8.3.3.12 SATCOM COMMUNICATIONS 62
8.3.3.12.1 INTRODUCTION 62
8.3.3.12.2 SYSTEM LOGON 63
8.3.3.12.3 CALL PRIOROTIES 63
8.3.3.12.4 TYPES OF AIR TO GROUND CALLS & USAGE POLICY 63

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8.3.3.12.5 MCDU INTERFACE 64

8.3.3.12.5.1. SATCOM MAIN MENU PAGE 64
8.3.3.12.5.4. DIRECTORY PAGE 67
8.3.3.12.5.5. SUBDIRECTORY PAGES 68
8.3.3.12.5.6. SATCOM STATUS PAGE 68
8.3.3.12.5.7. SATCOM LOG-ON STATUS PAGE 69

8.3.3.12.6. SYSTEM OPERATIONS 70

8.3.3.12.6.1. AIR-TO-GROUND CALLS– SELECTED NUMBER METHOD. 70
8.3.3.12.6.2. AIR-TO-GROUND CALLS– MANUAL DIAL METHOD 74
8.3.4. ALTIMETER SETTING 76
8.3.4.1. DEFINITIONS 76
8.3.4.2. TYPES OF ALTIMETER SETTING AND MAXIMUM DIFFERENCES ALTITUDE 76
8.3.4.3. TRANSITION ALTITUDE AND TRANSITION FLIGHT LEVELS 76
8.3.4.3.1. TRANSITION ALTITUDE 76
8.3.4.3.2. TRANSITION FLIGHT LEVEL 77
8.3.4.4. ALTIMETER SETTING PROCEDURE 77
8.3.4.4.1. ALTIMETER SETTING ON THE GROUND 77
8.3.4.5. TRANSITION ALTITUDE IN INDONESIAN FIRs 78
8.3.5. REDUCED VERTICAL SEPARATION MINIMA (RVSM) 79
8.3.5.1. INTRODUCTION 79
8.3.5.1.1. GENERAL 79
8.3.5.1.2. BATIK AIR RVSM APPROVAL STATUS 80
8.3.5.1.3. IDENTIFICATION OF RVSM AIRPSACE 80
8.3.5.2. GENERAL CONSIDERATIONS AND PROCEDURES FOR RVSM OPERATIONS
80
8.3.5.2.1. MINIMUM EQUIPMENT 80
8.3.5.2.2. FLIGHT PREPARATION 80
8.3.5.2.3. PRE-FLIGHT 81
8.3.5.2.4. PRIOR TO ENTRY IN RVSM AIRSPACE 81
8.3.5.2.5. IN-FLIGHT IN RVSM AIRSPACE 81
8.3.5.2.6. POST FLIGHT 81
8.3.5.2.7. ABNORMAL AND CONTINGENCIES PROCEDURES 81
8.3.5.2.8. RVSM SPECIFIC ATC – PILOT PHRASEOLOGY 82
8.3.6. PERFORMANCE-BASED NAVIGATION (PBN) 83
8.3.6.1. INTRODUCTION 83

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8.3.6.1.1. AREA NAVIGATION (RNAV) 83

8.3.6.1.2. REQUIRED NAVIGATION PERFORMANCE (RNP) 83
8.3.6.1.3. PERFORMANCE-BASED NAVIGATION (PBN) CONCEPT 84
8.3.6.1.4. BATIK AIR PBN AUTHORIZATION 85
8.3.6.1.5. ABOUT NAVIGATION SPECIFICATIONS FOR WHICH BATIK AIR IS AUTHORIZED
85
8.3.6.2. GENERAL CONSIDERATIONS & PROCEDURES FOR PBN OPERATIONS 85

8.3.6.2.1. FLIGHT PLANNING 86

8.3.6.2.2. PRE-FLIGHT 86
8.3.6.2.3. BEFORE ENTERING IN RNAV-X / RNP-X AIRSPACES 86
8.3.6.2.4. FLIGHT GUIDANCE AND NAVIGATION PERFORMANCE MONITORING 86
8.3.6.2.5. LOSS OR DEGRADATION OF RNAV / RNP CAPABILITY 87
8.3.6.2.6. POST FIGHT AND REPORTING 87
8.3.6.3. PBN OPERATIONS 87
8.3.6.3.1. RNAV OPERATIONS 87
8.3.6.3.2. RNAV REQUIREMENT 87
8.3.6.3.3. RNP OPERATIONS 88
8.3.6.3.4. NAVIGATION SYSTEM CAPABILITY 88
8.3.6.3.5. ATC FLIGHT PLAN REQUIREMENTS 88
8.3.6.3.6. RNP DESIGNATED AIRSPACE 89
8.3.6.3.7. EN-ROUTE OPERATIONS 89
8.3.6.3.8. RNP AIRSPACE IN-FLIGHT REQUIREMENTS 89
8.3.6.3.9. RNAV 2 (GPS) / RNAV 1 (P-RNAV) (GPS) / RNP 1 PROCEDURES 90
8.3.6.3.10. ATC FLIGHT PLAN REQUIREMENTS 90
8.3.6.3.11. REQUIRED AIRPLANE NAVIGATION EQUIPMENT 90
8.3.6.3.12. OPERATIONAL PROCEDURES 91
8.3.6.3.13. RT PHRASEOLOGY FOR RNAV TERMINAL AREA OPERATIONS 92
8.3.6.3.14. CONTINGENCY PROCEDURES 92
8.3.6.3.15. INCIDENT AND TECHNICAL LOG REPORTING 92
8.3.6.3.16. RNP APPROACH OPERATIONS 93
8.3.6.3.17. OPERATIONAL PROCEDURES 94
8.3.6.3.18. CONTINGENCY PROCEDURES 96
8.3.6.3.19. RT PHRASEOLOGY FOR RNP APPROACH OPERATIONS 96
8.3.6.3.20. INCIDENT REPORTING AND TECHNICAL LOG REPORTING 96
8.3.6.4. SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES 96

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8.3.6.4.1. APPLICATION 96
8.3.6.4.2. GENERAL PROCEDURES 97
8.3.6.4.3. SPECIAL PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID
DESCENT AND / OR TURN-BACK OR DIVERSION TO AN ALTERNATE AIRPORT
97
8.3.6.4.4. WEATHER DEVIATION PROCEDURES IN OCEANIC AIRSPACE 98
8.3.7. RNP-AR OPERATIONS 99

8.3.7.1. GENERAL 99

8.3.7.2. CHARACTERISTICS OF RNP-AR APPROACHES 99
8.3.7.3. RNP-AR TRAINING AND QUALIFICATION 99
8.3.7.4. RNP MONITORING PROGRAMME 99
8.3.7.5. EQUIPMENT 100
8.3.7.6. RNP-AR PROCEDURES 100
8.3.7.7. FAILURES AND ASSOCIATED ACTIONS 100
8.3.7.8. WEATHER DEVIATION DURING RNP-AR APPROACH 101
8.3.7.9. GO AROUND AP/FD MODE. 101
8.3.8. CONTINGENCY PROCEDURES FOR OPERATIONS IN OCEANIC / RVSM
AIRSPACE 102
8.3.8.1. GENERAL 102
8.3.8.2. BATIK AIROCEANIC / RVSM CONTINGENCY PROCEDURE FLOWCHART 102
8.3.9. GROUND PROXIMITY WARNING SYSTEM 103
8.3.9.1. HISTORY AND DESCRIPTION 103
8.3.9.2. SYSTEM LIMITATIONS 103
8.3.9.3. CONROLLED FLIGHT INTO TERRAIN (CFIT) 103
8.3.9.4. REACTION TO A GPWS/EGPWS ALERTS 104
8.3.9.4.1. CAUTION ALERTS 104
8.3.9.4.2. WARNING ALERTS 104
8.3.10. COLLISION AVOIDANCE 106
8.3.10.1. SEE AND AVOID 106
8.3.10.2. AIRBORNE COLLISION AVOIDANCE SYSTEM 106
8.3.10.2.1. HISTORY AND DESCRIPTION 106
8.3.10.3. REACTION TO TCAS EVENTS 106
8.3.10.3.1. TRAFFIC ADVISORY (TA) 106
8.3.10.3.2. RESOLUTION ADVISORY (RA) 107
8.3.10.3.3. PHRASEOLOGY RELATIVE TO TCAS EVENTS 107

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8.3.10.3.4. FLIGHT CREW / ATC INSTRUCTION DURING TCAS EVENTS 107

8.3.10.3.5. UNWANTED TCAS WARNINGS OR ALERTS 109
8.3.11. IN-FLIGHT FUEL MANAGEMENT 110
8.3.11.1. GENERAL 110
8.3.11.2. MINIMUM REQUIRED FUEL ON BOARD AT LANDING 110
8.3.11.3. IN-FLIGHT MONITORING 110

8.3.11.4. IN-FLIGHT FUEL POLICY 110

8.3.11.4.1. DEFINITION OF PHASES FOR IN-FLIGHT FUEL MANAGEMENT 110
8.3.11.4.2. ABNORMAL PHASE 111
8.3.11.4.3. EMERGENCY PHASE 111
8.3.11.5. FUEL DUMPING 111
8.3.12. IN-FLIGHT REDISPATCH OPERATIONS 112
8.3.13. ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS 113
8.3.13.1. THUNDERSTORMS 113
8.3.13.1.1. GENERAL 113
8.3.13.1.2. LIGHTNING STRIKES 113
8.3.13.1.3. STATIC DISCHARGE 113
8.3.13.1.4. HAIL 113
8.3.13.1.5. PRECAUTONARY PROCEDURE TO AVOID THUNDERSTORM 114
8.3.13.2. FLIGHT IN ICING CONDITIONS 114
8.3.13.2.1. RECOGNIZED TERMS 114
8.3.13.2.2. OPERATIONS IN ICING CONDITIONS 115
8.3.13.3. TURBULENCE 115
8.3.13.3.1. GENERAL 115
8.3.13.3.2. TURBULENCE TERMINOLOGY 116
8.3.13.3.3. PROCEDURES IN CASE OF TURBULENCE ENCOUNTER 116
8.3.13.3.4. CLEAR AIR TURBULENCE 117
8.3.13.4. WINDSHEAR 118
8.3.13.4.1. GENERAL 118
8.3.13.4.2. WINDSHEAR EFFECTS 119
8.3.13.4.3. WINSHEAR AVOIDANCE 119
8.3.13.4.4. WINDSHEAR RECOGNITION 120
8.3.13.4.5. WINDSHEAR RECOVERY DURING TAKEOFF ROLL 120
8.3.13.4.6. WINDSHEAR RECOVERY AFTER TAKE-OFF AND ON APPROACH 121

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8.3.13.4.7. WINSHEAR WARNING SYSTEM 121

8.3.13.5. VOLCANIC ASH CLOUDS 121
8.3.13.5.1. GENERAL 121
8.3.13.5.2. GROUND OPERATIONS 122
8.3.13.5.3. TAXI 122
8.3.13.5.4. IN-FLIGHT 122

8.3.13.5.5. REPORTING 124

8.3.13.6. HEAVY PRECIPITATION 124
8.3.13.7. SAND AND DUST STORMS 124
8.3.13.8. MOUNTAIN WAVES 124
8.3.14. WAKE TURBULENCES 125
8.3.14.1. GENERAL 125
8.3.14.2. VORTEX GENERATION 125
8.3.14.3. VORTEX STRENGTH 125
8.3.14.4. VORTEX BEHAVIOR 126
8.3.14.5. OPERATIONAL PROBLEM AREAS 126
8.3.14.6. VORTEX AVOIDANCE PROCEDURES 127
8.3.14.7. AIRCRAFT TURBULENCE CATEGORIES 127
8.3.14.8. MINIMUM SEPARATIONS FOR TAKE-OFF AND LANDING 128
8.3.14.8.1. TIME SEPARATION (NON-RADAR) 128
8.3.14.8.2. RADAR SEPARATION 131
8.3.14.9. RECAT (WAKE TURBULENCE RE-CATEGORIZATION). 131
8.3.14.9.1. DEFINITION 131
8.3.14.9.2. RE-CATEGORISATION 132
8.3.14.9.3. SEPARATION CRITERIA 133
8.3.15. CREW MEMBERS AT STATIONS 136
8.3.15.1. FLIGHT CREW MEMBERS 136
8.3.15.2. FLIGHT ATTENDANTS 136
8.3.16. USE OF SAFETY BELTS FOR CREW AND PASSENGERS 137
8.3.16.1. FLIGHT CREW MEMBERS 137
8.3.16.2. FLIGHT ATTENDANTS 137
8.3.16.3. PASSENGERS 137
8.3.17. ADMISSION TO FLIGHT DECK 138
8.3.17.1. LOCKING OF COCKPIT DOOR 138

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8.3.17.1.1. COCKPIT DEADBOLT POLICY 139

8.3.17.2. ACCESS TO FLIGHT DECK FOR FLIGHT ATTENDANTS 139
8.3.17.3. EXIT FROM FLIGHT DECK 140
8.3.17.4. MANIPULATION OF CONTROLS 140
8.3.17.5. JUMP SEAT POLICY 141
8.3.18. USE OF VACANT CREW SEATS IN CABIN 142

8.3.19. INCAPACITATION OF CREW MEMBERS 143

8.3.19.1. GENERAL 143
8.3.19.2. RECOGNITION OF INCAPACITATION 143
8.3.19.3. ACTION TO BE TAKEN IN CASE OF PILOT INCAPACITATION 144
8.3.19.4. ACTION TO BE TAKEN IN CASE OF FLIGHT ATTENDANT INCAPACITATION 144
8.3.20. CABIN SAFETY POLICIES & PROCEDURES 145
8.3.20.1. CREWMEMBERS PRE-FLIGHT SAFETY BRIEFING 145
8.3.20.2. ONBOARD SMOKING AND ALCOHOL REGULATION 145
8.3.20.3. FUELLING/DEFUELLING WITH PASSENGERS ON BOARD, EMBARKING OR
DISEMBARKING 145
8.3.20.4. SAFETY PRECAUTIONS DURING TAXI, TAKE-OFF AND LANDING 145
8.3.20.5. PORTABLE ELECTRONIC DEVICE 145
8.3.20.6. PASSENGER BRIEFING PROCEDURES 146
8.3.20.6.1. SAFETY INSTRUCTION CARDS 146
8.3.20.6.2. STANDARD BRIEFING 146
8.3.20.6.3. INDIVIDUAL SAFETY BRIEFINGS 147
8.3.21. IRREGULARITIES, ABNORMAL AND EMERGENCY PROCEDURES 149
8.3.21.1. DIVERSION 149
8.3.21.1.1. GENERAL 149
8.3.21.1.2. DIVERSION FUEL POLICY 149
8.3.21.1.3. COORDINATION REQUIREMENT 149
8.3.21.1.4. DIVERSION AIRPORT 149
8.3.21.1.5. FLIGHT PLAN AND ATC CLEARANCE 149
8.3.21.1.6. NOTIFYING FA AND PASSENGERS 150
8.3.21.1.7. CREW AND AIRCRAFT SCHEDULE 150
8.3.21.2. COMMUNICATION FAILURE 150
8.3.21.3. ELECTRICAL FAILURE 150
8.3.21.3.1. INDICATIONS OF ELECTRICAL FAILURE 150
8.3.21.3.2. ACTIONS TO BE TAKEN IN CASE OF ELECTRICAL FAILURE 150

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8.3.21.4. PRESSURIZATION FAILURE 151

8.3.21.5. FIRE AND SMOKE 151
8.3.21.5.1. CAUSE OF FIRE AND SMOKES 151
8.3.21.5.2. ACTIONS TO BE TAKEN IN CASE OF FIRE 151
8.3.21.5.3. SMOKES AND VAPOR REMOVAL 152
8.3.21.6. ENGINE INOPERATIVE 152

8.3.21.7. ENGINE FIRE 152

8.3.21.7.1. ENGINE FIRE ON GROUND 152
8.3.21.7.2. AIRCRAFT FIRE WARNING 153
8.3.21.8. LANDING GEAR FIRE 153
8.3.21.9. UNLOCKED LANDING GEAR 154
8.3.21.10. MEDICAL EMERGENCIES 154
8.3.21.10.1. SERIOUS MEASURES 154
8.3.21.10.2. MEDICAL ATTENTION ON ARRIVAL REQUEST 154
8.3.21.10.3. FIRST-AID INSTRUCTIONS 155
8.3.21.10.4. APPARENT DEATH IN FLIGHT 155
8.3.21.10.6. REPORTS 155
8.3.21.11. EMERGENCY LANDING – GENERAL 156
8.3.21.11.1. GENERAL 156
8.3.21.11.2. COMMUNICATION WITH ATC 156
8.3.21.11.3. COMMUNICATION BETWEEN CREWMEMBERS 157
8.3.21.11.4. PREPARATION OF THE AIRCRAFT 157
8.3.21.12. EMERGENCY LANDING ON LAND 158
8.3.21.12.1. CHOICE OF THE LANDING AREA 158
8.3.21.12.2. EXECUTION OF THE LANDING 158
8.3.21.12.3. EVACUATION OF THE AIRCRAFT 158
8.3.21.13. EMERGENCY LANDING AT SEA (DITCHING) 158
8.3.21.13.1. ACTION BEFORE DITCHING 158
8.3.21.13.2. EXECUTION OF DITCHING 159
8.3.21.14. EVACUATION DIRECTIVES 163
8.3.21.14.1. GENERAL 163
8.3.21.14.2. MINIMUM TIME AVAILABLE 163
8.3.21.14.3. TIME AVAILABLE 163
8.3.21.14.4. INITIATION OF THE EVACUATION 164

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8.3.21.14.5. EVACUATION COMMANDS FLOWCHART 165

8.3.21.14.6. POST EVACUATION 165
8.3.21.15. EMERGENCY DESCENT 166
CHAPTER 8.4 LOW VISIBILITY OPERATIONS
8.4 LOW VISIBILITY OPERATIONS 3
8.4.1 DEFINITIONS 3

8.4.2 CAT II LANDING OPERATIONS 4

8.4.2.1 GENERAL 4
8.4.2.2.1 LOW VISIBILITY TAKE-OFF. 4
8.4.2.2.2 FAIL PASSIVE AUTO-PILOT SYSTEM. 4
8.4.2.2.3 FAIL OPERATIONAL AUTO-PILOT SYSTEM. 4
8.4.2.2.4 ALERT HEIGHT (AH). 4
8.4.2.2.5 DECISION HEIGHT (DH). 4
8.4.2.3 OPERATING LIMITATIONS. 4
8.4.2.3.1 DEPARTURE MINIMAS. 4
8.4.2.3.2 APPROACH / LANDING MINIMAS. 5
8.4.2.3.3 FAILED OR DOWNGRADED EQUIPMENT HAVE AN EFFECT ON APPROACH
/ LANDING MINIMAS. 5
8.4.2.3.4 MAXIMUM WIND COMPONENT FOR CAT II OPERATIONS 5
8.4.2.4 CERTIFICATION OF PILOTS. 6
8.4.2.4.1 CERTIFICATE OF COMPETENCE. 6
8.4.2.4.2 CREW REGENCY REQUIREMENTS. 6
8.4.2.4.3 OPERATIONAL RESTRICTIONS. 6
8.4.2.5 RECURRENT TRAINING AND PROFICIENCY CHECKS. 6
8.4.2.5.1 RECURRENT TRAINING 6
8.4.2.5.2 PROFICIENCY CHECKS. 7
8.4.2.6 AIRPLANE STATUS. 7
8.4.2.6.1 AIRPLANE RECENCY REQUIREMENTS. 7
8.4.2.6.2 AUTOLAND MALFUNCTIONS. 7
8.4.2.7 AUTOMATIC SYSTEMS USAGE 8
8.4.2.7.1 AUTOPILOT 8
8.4.2.7.2 AUTOTHROTTLE 8
8.4.2.7.3 AUTOBRAKES 8

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8.4.2.8 OPERATIONAL PROCEDURES 8

8.4.2.8.1 GENERAL 8
8.4.2.8.2 CAT II APPROACH PREPARATION 8
8.4.2.8.3 CONTINUATION OF THE APPROACH. 9
8.4.2.8.4 CAT II APPROACH CREW DUTIES 9
8.4.2.8.5 CHANGE OF APPROACH CATEGORY 9

8.4.2.8.6 GO-AROUND 10

8.4.2.9 AUTOLAND AND CAT II 11
8.4.2.10 ATC REQUIREMENTS 12
8.4.2.10.1 ATC CLEARANCE 12
8.4.2.10.2 ADDITIONAL ATC CALLS 12
8.4.3 CAT III LANDING OPERATIONS 13
8.4.4 LOW VISIBILITY TAKE-OFF (LVTO) 14
8.4.4.1 GENERAL 14
8.4.4.2 REQUIREMENTS FOR LOW VISIBILITY TAKE-OFF 15
8.4.4.3 PROCEDURE FOR LOW VISIBILITY TAXI AND TAKE OFF 16
8.4.4.3.1 OPERATING LIMITATIONS 16
8.4.4.3.2 LOW VISIBILITY TAXI 16
8.4.4.3.3 LOW VISIBILITY TAKEOFF 16
8.4.4.3.4 LOW VISIBILITY TAKEOFF TRAINING 16
CHAPTER 8.5 ETOPS

8.5 EDTO / ETOPS 3
8.5.1 GENERAL 3
8.5.2 DEFINITIONS 4
8.5.2.1 ADEQUATE AIRPORT 4
8.5.2.2 SUITABLE AIRPORT 5
8.5.2.3 MAXIMUM DIVERSION TIME 5
8.5.2.4 MAXIMUM DIVERSION DISTANCE 5
8.5.2.5 ETOPS ENTRY POINT (EEP) 5
8.5.2.6 ETOPS SEGMENT 6
8.5.2.7 ETOPS AREA OF OPERATION 6
8.5.2.8 EQUAL TIME POINT (ETP) 6
8.5.2.9 CRITICAL POINT (CP). 6

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8.5.3 CREW QUALIFICATION. 7

8.5.4 DISPATCH REQUIREMENTS. 8
8.5.4.1 MINIMUM EQUIPMENT LIST (MEL) 8
8.5.4.2 FUEL POLICY 8
8.5.4.3 FLIGHT PLANNING 8
8.5.4.4 ALTERNATE NON-ETOPS ROUTES. 9

8.5.4.5 CRITICAL FUEL SCENARIO STUDY. 13

8.5.4.6 OPERATIONAL – NORMAL PROCEDURE 13
8.5.5 IN-FLIGHT REQUIREMENTS 14
8.5.6 DIVERSION STRATEGY FOLLOWING ENGINE FAILURE 15
8.5.7 LANDING AT THE NEAREST SUITABLE AIRPORT. 16
8.5.8 ADEQUATE AIRPORTS LIST 17
8.5.9 DIVERSION STRATEGY FOLLOWING DEPRESSURIZATION 18
8.5.10 CHECKLIST 20
8.5.10.1 DISPATCH 20
8.5.10.2 COCKPIT PREPARATION 20
8.5.11 PREFLIGHT CHECK AND FMS SETUP 21
8.5.12 TAXIING 22
8.5.13 INFLIGHT PROCEDURES 23
8.5.13.1 FMS PROCEDURES 23
8.5.13.2 RE-NOMINATION OF EN-ROUTE ALTERNATES. 23
8.5.13.3 MAINTAINING MAXIMUM DIVERSION DISTANCE 23
8.5.13.4 WEATHER UPDATE 23
8.5.13.5 CREW PREPARATION AND BRIEFING. 24
8.5.13.6 FUEL MONITORING 24
8.5.14 IN-TRANSIT ETOPS SERVICE CHECK 25
8.5.15 NON-NORMAL PROCEDURES 26
8.5.15.1 ETOPS DIVERSION DECISION MAKING 26
8.5.15.2 NAVIGATION EQUIPMENT FAILURE/LOSS OF RNP CAPABILITY 26
8.5.15.3 DIVERSION AIRPORT BECOMES UNSUITABLE 26
8.5.15.4 FAILURE CASES REQUIRING A DIVERSION TO THE NEAREST AIRPORT. 27
8.5.15.5 SPECIAL CONSIDERATION TO SYSTEM FAILURES 27
8.5.15.5.1 AFTER ENGINE START 27
8.5.15.5.2 HYDRAULIC SYSTEM FAILURE 27

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8.5.15.5.3 ELECTRICAL SYSTEM FAILURE 27

8.5.15.5.4 CARGO FIRE 27
8.5.15.5.5 FAILURE CASES RESULTING IN AN OVER FUEL CONSUMPTION. 28
8.5.15.6 GUIDELINES FOR DIVERSION PROCEDURE 28
8.5.16 POST FLIGHT 29
8.5.17 “FLIGHT FOLLOWING” ACROSS ETOPS SEGMENTS 30

8.5.18 FLIGHT CREW TRAINING AND EVALUATION 31

8.5.18.1 GENERAL 31
8.5.18.2 TRAINING CONTENTS AND POLICIES 31
CHAPTER 8.6 USE OF MEL / CDL

8.6 USE OF MINIUM EQUIPMENT LIST / CONFIGURATION DEVIATIONS LIST 3
8.6.1 GENERAL 3
8.6.2 MEL AUTHORIZATION BY DGCA 4
8.6.3 RECTIFICATION INTERVALS / REPAIR CATEGORIES 5
8.6.4 RECTIFICATION INTERVAL EXTENSION (RIE) 6
8.6.5 RELEASE OF AN AIRCRAFT WITH INOPERATIVE ITEMS 7
8.6.6 FLIGHT PREPARATION 8
8.6.7 DMI NOTIFICATION TO CREW 9
8.6.8 ACCEPTANCE BY THE PIC 10
8.6.9 MEL APPLICABILITY 11
CHAPTER 8.7 SPECIAL AND NON-REVENUE FLIGHTS

8.7 SPECIAL AND NON-REVENUE FLIGHTS 3
8.7.1 CHARTER / NON-SCHEDULED FLIGHTS 3
8.7.1.1 GENERAL 3
8.7.1.2 APPROVAL BY DGCA 4
8.7.1.3 CREW REQUIREMENTS 4
8.7.1.4 PROCEDURES AND RESTRICTIONS 4
8.7.1.5 PIC INTERFACING WITH PASSENGERS GROUP LEADER 5
8.7.2 MAINTENANCE TEST FLIGHTS. 6
8.7.2.1 GENERAL 6
8.7.2.2 MAINTENANCE TEST FLIGHT CATEGORIES 6

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8.7.2.4 PROGRAM 7
8.7.3 BASE TRAINING FLIGHTS 8
8.7.3.1 GENERAL 8
8.7.3.2 CREW QUALIFICATION REQUIREMENTS 8

8.7.4 AIRCRAFT POSITIONING FLIGHTS 9

8.7.4.1 GENERAL 9
8.7.4.2 APPROVAL FROM DGCA 9
8.7.5 FERRY FLIGHTS 10
8.7.5.1 GENERAL 10
8.7.6 DELIVERY/RE-DELIVERY FLIGHTS 11
8.7.6.1 GENERAL 11
8.7.6.3 CREW REQUIREMENT 11
8.7.6.4 PROCEDURES AND RESTRICTION 11
CHAPTER 8.8 OXYGEN REQUIREMENT

8.8 OXYGEN REQUIREMNTS 3
8.8.1 GENERAL 3
8.8.2 REQUIREMENTS FOR CREWMEMBERS AND PASSENGERS 4
8.8.2.1 SUPPLEMENTAL OXYGEN 4
8.8.2.2 FIRST AID OXYGEN 5
8.8.3 PROTECTIVE BREATHING EQUIPMENT (PBE) 6
8.8.3.1 FLIGHT CREW QUICK DONNING MASKS 7
8.8.3.2 PORTABLE PROTECTIVE BREATHING EQUIPMENT 7
8.8.3.3 PBE CHECK BEFORE FLIGHT 7
8.8.4 GENERAL PRECAUTIONS WHILE USING OXYGEN 8
8.8.5 PASSENGERS BRIEFING 9

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CHAPTER 9 DANGEROUS GOODS AND WEAPONS

9.1 TRANSPORT OF DANGEROUS GOODS 3
9.1.1 GENERAL 3
9.1.2 BATIK AIR AUTHORIZATION 3
9.1.3 DEFINITIONS 4
9.1.3.1 CONTRACTED SERVICES 4

9.1.3.2 RECORD KEEPING 4

9.2 CLASSIFICATION AND LABELING OF DANGEROUS GOODS 5
9.2.1.1 CLASS 1 – EXPLOSIVES 5
9.2.1.2 CLASS 2 – GASES 6
9.2.1.3 CLASS 3 - FLAMMABLE LIQUIDS 6
9.2.1.4 CLASS 4 – FLAMMABLE SOLIDS 7
9.2.1.5 CLASS 5 – OXIDIZING MATERIAL AND ORGANIC PEROXIDE 7
9.2.1.6 CLASS 6 – TOXIC AND INFECTIOUS SUBSTANCES 8
9.2.1.7 CLASS 7 - RADIOACTIVE MATERIALS 8
9.2.1.8 CLASS 8 – CORROSIVES 8
9.2.1.9 CLASS 9 - MISCELLANEOUS DANGEROUS GOODS 9
9.3 LIMITATION OF DANGEROUS GOODS ON BATIK AIR AIRCRAFT 10
9.3.1 DANGEROUS GOODS FORBIDDEN FOR TRANSPORT BY AIR UNDER ANY
CIRCUMSTANCE 10
9.3.2 EXCEPTION FOR DANGEROUS GOODS OF THE OPERATOR 10
9.3.3 DANGEROUS GOODS CONTAINED IN COMPANY MATERIAL (COMAT) 10
9.3.4 EXCEPTION FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW
11
9.4 PACKING, LABELLING AND MARKING OF COMPANY CONSIGNMENTS 14
9.5 ACCEPTANCE, HANDLING AND STOWAGE OF DANGEROUS GOODS 15
9.5.1 ACCEPTANCE OF GOODS 15
9.5.2 STORAGE WITHIN COMPANY’S FACILITY 15
9.5.3 DISPLAY OF DANGEROUS GOODS NOTICES 15
9.5.4 PASSENGER HANDLING 15
9.5.5 BAGAGE HANDLING 15
9.5.6 SECURITY SCREENING 16
9.5.7 NOTIFICATION TO THE PIC 16
9.6 RESPONSE TO EMERGENCIES INVOLVING DANGEROUS GOODS 17
9.6.1 IN-FLIGHT EMERGENCY WITH APPEARS TO BE DANGEROUS GOODS 17

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9.6.2 EMERGENCY INVOLVING DANGEROUS GOODS 17

9.6.3 DANGEROUS GOODS EMERGENCY AND INFORMATION CONTACTS 17
9.6.4 EMERGENCY COURSE OF ACTIONS 18
9.6.5 DANGEROUS GOODS INCIDENT PROCEDURES FOR CREW 18
9.6.5.1 PROCEDURE FOR FLIGHT CREW 18
9.6.5.2 PROCEDURE FOR FLIGHT ATTENDANTS 20

9.6.6 AIRCRAFT EMERGENCY RESPONSE DRILLS 23

9.7 REPORTING 25
9.7.1 REPORTING UNDECLARED OR MISDECALRED DANGEROUS GOODS 25
9.7.2 REPORTING DANGEROUS GOODS IN PASSENGER BAGGAGE 25
9.7.3 LOST, STOLEN, OR MISPLACED DANGEROUS GOODS 25
9.7.4 REPORTING DANGEROUS GOODS OCCURRENCE 25
9.8 CARRIAGE OF FIREARMS AND WEAPONS 26
9.8.1 SECURITY ITEMS 26
9.8.2 CARRIAGE OF WEAPONS 26
CHAPTER 10 SECURITY
10.1 AVIATION SECURITY POLICY 3
10.2 AIRCRAFT OPERATOR SECURITY PROGRAM (AOSP) 4
10.3 GUIDANCE TO CREW IN CASE OF ACT OF UNLAWFUL INTERFERENCE 5
10.3.1 BOMB TREAT 5
10.3.1.1 ON THE GROUND 5
10.3.1.2 IN THE AIR 5
10.3.2 HIJACK 6
10.3.2.1 HIJACK THREAT REPORT 6
10.3.2.2 HIJACK (CONFIRMED) 6
10.3.3 PASSENGER MISCONDUCT / DISORDERLY PASSENGER 9
10.4 SEARCHES AND CHECKS OF AIRCRAFT 10
10.4.1 GENERAL 10
10.4.2 STANDARD OF SEARCHES AND CHECKS 10
CHAPTER 11 ACCIDENTS AND OCCURRENCE REPORTING

11.1 DEFINITIONS 3
11.1.1 ACCIDENT 3

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11.1.2 INCIDENT 3
11.1.3 SERIOUS INCIDENT 3
11.1.4 SERIOUS INJURIES 4
11.2 COMPANY EMERGENCY PHASES 5
11.2.1 COMPANY UNCERTAINTY PHASE 5
11.2.2 COMPANY ALERT PHASE 5

11.2.3 COMPANY DISTRESS PHASE 6

11.2.4 TERMINATION OF AN EMERGENCY PHASE 7
11.3 PROCEDURES IN CASE OF ACCIDENT, SERIOUS INCIDENT OR OVERDUE
AIRCRAFT REPORT 8
11.3.1 INITIAL / IMMEDIATE NOTIFICATION TO THE COMPANY 8
11.3.2 PILOT IN COMMAND / CREW POST ACCIDENT PROCEDURES 8
11.3.3 PRESERVATION, PRODUCTION AND USE OF FDR AND CVR 8
11.3.4 COMMUNICATION WITH THE PRESS AND MEDIA 9
11.4 REPORTABLE EVENTS 10
11.4.1 NOTIFICATION AND REPORTING OF ACCIDENTS AND SERIOUS INCIDENTS
10
11.4.2 DEVIATION FROM RULES TO THE EXTENT REQUIRED IN CASE OF
EMERGENCY 10
11.4.3 UNLAWFUL INTERFERENCE / SECURITY 10
11.4.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS 11
11.4.5 ATC INCIDENTS – AIRPROX - TCAS RESOLUTION ADVISORY 11
11.4.6 BIRD HAZARDS / STRIKE 11
11.4.7 WAKE VORTEX ENCOUNTER 12
11.4.8 POTENTIAL HAZARDOUS CONDITIONS ENCOUNTER 12
11.4.9 NON-EXHAUSTIVE LIST OF EVENTS TO BE REPORTED TO THE COMPANY 13
11.4.9.1 AIRCRAFT HANDLING DIFFICULTIES 13
11.4.9.2 WARNING SYSTEM AND AIR NAVIGATION SERVICES EVENT 13
11.4.9.3 AIRCRAFT COLLISION/NEAR-COLLISIONS OR DAMAGE CAUSED BY OTHER
AIRCRAFT, THE TERRAIN, OR OBJECT/OBSTACLES 13
11.4.9.4 DIVERSION - AIRCRAFT DOES NOT LAND AT ITS PLANNED DESTINATION 14
11.4.9.5 OPERATIONAL OCCURRENCES 14
11.4.9.6 AIRPORT, RUNWAY, TAXIWAY, APRON, NAVIGATION AID 14
11.4.9.7 WEATHER RELATED OCCURRENCES 15
11.4.9.8 SECURITY 15
11.4.9.9 OTHERS 15

PREAMBLE Page : 37
11.5 SAFETY HAZARDS AND OCCURRENCES REPORTING PROCEDURE 16

11.5.1 GENERAL 16
11.5.2 REPORTING METHODS AND FORMATS 16
11.5.2.1 EMAIL BASED REPORTING (PRIMARY) 17
11.5.2.2 FACSIMILE BASED REPORTING (ALTERNATE) 17
11.5.2.3 SHORT MESSAGE (SMS) BASED REPORTING (ALTERNATE) 17

11.5.3 HANDLING OF OCCURRENCE REPORTS 17

CHAPTER 12 RULES OF THE AIR
12.1 OPERATIONS IN A FOREIGN COUNTRY 3
12.2 RULES OF THE AIR 4
12.2.1 USE OF JEPPESEN TEXT SUPPLEMENT 4
12.2.2 APPLICABILITY OF THE RULES OF THE AIR 4
12.2.3 INSTRUMENT FLIGHT RULES 4
12.2.4 VISUAL FLIGHT RULES 5
12.2.5 TIME USED IN OPERATIONS 5
12.2.6 COMMUNICATION PROCEDURES 5
12.2.7 ATC CLERANCE, ADHERENCE TO FLIGHT PLAN AND POSITION REPORTS 5
12.2.8 SIGNALS 6
12.2.9 INTERCEPTION OF CIVIL AIRCRAFT 6
12.2.10 DISTRESS AND EMERGENCY 6
APPENDICES

PREAMBLE Page : 38


VOL. A
MANUAL
CHAPTER 0
CONTROL OF THE

ADMINISTRATION AND
OPERATIONS MANUAL

OPERATION MANUAL VOL. A Foreword
ADMINISTRATION AND CONTROL OF THE

Page : 1
MANUAL
0.1 INTRODUCTION / FOREWORD
This Operations Manual Part A lays down general policies, rules, standards and procedures defining
the manner PT. BATIK AIR INDONESIA (later referred to as “BATIK AIR” in this manual) operations are
to be conducted.
For brevity the pronoun ‘He’ is used throughout. Where appropriate, the pronoun ‘She’ should be inferred
or assumed.
All references to the A320 shall be taken to include the other family types, namely the A321 except
stated otherwise. This is also applicable to the B737 references to the B737-800 and B737-900.

Standards, procedures, and practices for safe operation of civil aircraft in Indonesia, as well as for
operation outside the Indonesian territory, are contained in the relevant parts of the Indonesia Civil
Aviation Safety Regulation (CASR) promulgated by the Director General of Civil Aviation under the
authority of the Minister of Transportation.
The standard practices and procedures detailed in this manual are in accordance with the laws and
regulation of the Government the Republic of Indonesia, and comply with CASR Part 121 requirements
as well as with standards and recommended practices published in the different ICAO annexes and
manuals. It also defines specific BATIK AIR policies and procedures relating to operations of its aircraft.
This manual is published under my authority, being delegated to me by the President Director of BATIK
AIR, as part of the airline’s manual system. Policies, procedures and instructions contained in this
manual apply in the conduct of all flight operations and are complemented by procedures and
instructions expressed in the Operations Manual Part B for a particular aircraft type, in Operations
Manual Part C for a specific route or airport.
The different parts of the Operations Manual (OM) have been compiled to provide information and
instructions to all BATIK AIR Operations Directorate personnel on the manner to fulfill their duties in
meeting BATIK AIR operational priorities:
• Safety;
• Customer services and comfort;
• Schedule Regularity;
• Economy and efficiency of operations;
The Operations Manual is therefore the reference manual for each of us to achieve the optimal result in
these tasks.
CAPT. I PUTU WIJAYA

DIRECTOR OF OPERATIONS

OPERATION MANUAL VOL. A Foreword
ADMINISTRATION AND CONTROL OF THE

Page : 2
MANUAL


Company
OPERATIONS MANUAL VO. A Policies
ADMINISTRATION AND CONTROL OF THE Page : 1
MANUAL

COMPANY POLICY
A. SAFETY POLICY



Company
MANUAL

B. PROTECTION OF REPORTER / JUST CULTURE



Company
MANUAL

C. SECURITY POLICY



Company
MANUAL

D. QUALITY POLICY



System of
OPERATIONS MANUAL VOL. A Revision and
Amendment
MANUAL

SYSTEM OF REVISION AND AMENDMENT
Responsible of the Publisher
To ensure that the information published in this manual is in all aspects current and complete, this
manual is subject to review and revision or amendment. It is the responsibility of the Operation Director
to maintain ongoing liaison and contact with the DGCA in order t o maintain the currency of
information contained in this manual.
Revision and Amendment
The responsibility of editing and updating this Manual is the Operation Director who may delegate it to
Operation Standard Manager.

The Manual review will be done every 6 months and immediately after notification of any conditions

requiring the Manual’s content revision or amendment. Typical conditions may include but not limited
to:
1. Introduction or changes of state aviation rules or regulation
2. Audit findings
3. Organizational change and continual improvement
The Manual’s amendments will be promulgated as required by Operation Standard
Manager under the authority of Operations Director.
Each amended page shall show the appropriate amendment number and date. A vertical black bar
in the right hand margin adjacent to the item that has been changed will indicate all changes. When this
manual is amended, a copy of the amendment is to be forwarded to the DGCA along with the
appropriate amendment instruction. A “Letter of Transmittal contains amendment instruction, the
Insert/Remove instruction and the reason for changes for controlled documents. After approval by
the DGCA, they will be issued to Manual holders. When manual or amendments thereto are
superseded, instruction should be issued to all manual holders to destroy the superseded copies.
Corrections and Revisions by hand

Hand written amendment and revision are not permitted except in situation requiring immediate
amendment or revision in the interest of safety.
Revision statuses and the total number of effective pages of the manual will be indexed in the
EFFECTIVE PAGES section. The section will be updated each time a revision is made.
Temporary Revisions
Temporary revisions, printed on yellow paper are issued to cover urgent matters arising between
normal revisions (6 months) which indicates:
 The revision number
 The date
 Record of changes
They are accompanied by filing instruction. A temporary revision record sheet is provided in
Temporary Revision Record sheet. However, matters stated in temporary revision will only be
valid after being reviewed and acknowleged by POI (Principle of Operations Inspector). During
temporary revision, any suggestion regarding the matter is acceptable for further revision or normal
revision.
BA-OPS-01-001 Rev: 03 / Issued : 03 31 Aug 2018


Distribution of
OPERATIONS MANUAL VOL. A The Operations
Manual
MANUAL

DISTRIBUTION OF THE OPERATIONS MANUAL
The Operations Manual is available in two versions, electronic (softcopy) or printed (hardcopy).
Electronic (softcopy)
The Operation Standard Manager is responsible for ensuring that any revisions to Operations Manual
are incorporated in the on-line version (electronic manual in PDF format) available on File
Management System Website: (http://192.168.180.10/batik/FileManagement)
and (http://fms.lionair.co.id/batik/filemanagement).

This manual is accessible to flight operation personnel through GENEVA CrewNet.
GENEVA CrewNet is a website providing through the internet network a library, notices, news,

crew Biweekly Schedule Roster and other operational information for flight crew.
GENEVA CrewNet is dedicated to crew member only (cockpit and cabin crew).
CrewNet Website can be reach through LAN (http://192.168.180.41/crewnet) and public Internet
(http://crewnet.lionair.co.id/crewnet).
The OPERATIONS MANUAL will be CONTROLLED and CURRENT ONLY in this Website.
Printed (hardcopy)
Printed copies of the Operations Manual are distributed to addresses in the Distribution List. Printed
copies download from FMS or CREWNET will be UNCONTROLLED (Uncontrolled when Printed).
Distribution List
The printed (hard copy) or electronic (soft copy) CONTROLLED COPY documents distributed to the
name (address) listed below must always be current, until such time they are removed from the
distribution list.
The Operations Engineering Department is responsible for the distribution of the manual, both the
printed and electronic versions.
No. Address Format Remarks

1 Flight Standard Manager Printed A4, CD Master/Controlled
2 DGCA Printed A5, CD Controlled
3 Flight Operations Director Printed A5, CD Controlled
4 Aircraft Library Printed A5 Controlled
5 SSQ DIRECTOR Printed A5, CD Controlled
6 BTK Hub Stations Printed A5, CD Controlled
7 Simulators Printed A5, CD Controlled
8 Office Library Printed A5, CD Controlled

Note: 1. Batik Air Hub Stations: CGK, HLP
2. For list of non-hub stations manual and documents distribution refer to Appendix: APP.19
Printed copies other than stated in the Distribution List will be considered uncontrolled. However, the
management recognizes that in certain exceptional cases some page(s) of this manual might be
downloaded and printed for reference. Prior to be used for operational, the relevant page, must be
checked and verified on FMS/Crewnet. Such case a remark will appear in the right hand side margin of
each page. The remark fields MUST be correctly and completely filled in.
BA-OPS-01-001 Rev: 02 / Issued : 03 31 Jan 2018


Distribution of
Manual
MANUAL

Explanation:
By : name of the person who had downloaded/printed the page(s)

ID : employee number of the person downloading and printing the page(s) of the manual
Date : date on which the document has been downloaded and printed
Signature : signature of the person downloading and printing the page(s) of the manual





Distribution of
Manual
MANUAL





Abbreviations
OPERATION MANUAL VOL. A and Definitions

MANUAL
ABBREVIATIONS AND DEFINITIONS
A/P Auto Pilot

ACFT Aircraft
ACL Authorization, Conditions, and Limitations
ADF Aircraft Direction Finding
ADI Attitude Director Indicator

AFM Aircraft Flight Manual
AFML Aircraft Flight & Maintenance Log

AGL Above Ground Level
AIREP Air Report
AOC Air Operator Certificate
AOG Aircraft on Grounded
AOM/FCOM Aircraft Operation Manual/Flight Crew Operating Manual
APU Auxiliary Power Unit
ASD Accelerate Stop Distance
ATA Actual Time of Arrival
ATC Air Traffic Controller
ATP Airline Transport Pilot
ATS Air Traffic Services
Auto Throttle System
BIC Basic Instructor Course

BMKG Badan Meteorology Klimatology dan Geophysical
C Celsius
C of G Center of Gravity
CASR Civil Aviation Safety Regulations
CAMP Continuous Airworthiness Maintenance Program
CAT Category
Clear Air Turbulence
Cabin Crew Cabin Attendant or Flight Attendant
CC Competency Check
CCP/FE/N Company Check Pilot/Flight Engineer/Navigator
CCP Company Check Pilot
CDL Configuration Deviation List
CDI Course Deviation Indicator
CDU Computer Display Unit
CFP Computerized Flight Plan
CI Company Instructor
CL Centerline Lights
Company PT. Batik Air Indonesia
CRM Crew Resource Management
DA Decision Altitude
DAC Directorate of Airworthiness Certification
DAAO Directorate of Airworthiness and Aircraft Operations
DGCA Directorate General Civil Aviation
DH Decision Height
DME Distance Measuring Equipment
DOR Dangerous Occurrence Report
DPER Designated Pilot Examiner Representative

Abbreviations

MANUAL
DRM Dispatch Resource Management
EFIS Electronic Flight Instrument System

ELT Emergency Locator Transmitter
ETA Estimated Time of Arrival
ETD Estimated Time of Departure
ETOPS Extended Range Twin Operations

F/D Flight Director

FA Flight Attendant
FAF Final Approach Fix
FAM Flight Attendant Manual
FAP Final Approach Point
FCOM Flight Crew Operating Manual
FCTM Flight Crew Training Manual
FDA Flight Data Analysis
FI Flight Instructor
FMGS Flight Management and Guidance System
FMS Flight Management System
FO First Officer
FOO Flight Operation Officer
Ft Feet
G Gravity unit(s)
GI Ground Instructor
G/S Glide Slope
GNSS Global Navigation Satellite System
GP Glide path
GPS Global Positioning System
HAT Height Above Touchdown

HF High Frequency (3-30 MHz)
HIRL High Intensity Runway Edge Lights
IAL Instrument Approach and Landing

IAS Indicated Airspeed
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ID Identity
IFSD In-flight Shutdown
IFR Instrument Flight Rules
ILS Instrument Landing System
IMC Instrument Meteorological Conditions
IOE Initial Operating Experience
Kg Kilogram
kHz Kilohertz
Km Kilo Meter
Kts Knots
Lbs Pounds(s)
LH Left Hand
LHS Left Hand Seat
LLZ Localizer
LMC Last Minute Change

PREAMBLE A.00.04
OPERATIONS MANUAL LIST OF ABBREVIATIONS AND DEFINITIONS
PART A
PAGE 2
LNI Lion Mentari Airlines

LVO Low Visibility Operation
M Meter(s)
M Mach number
MAC Mean Aerodynamic Chord
MAP Minimum Approach Point
Mb Millibars
MCDU Master Computer Display Unit

MDA Minimum Descent Altitude
MDH Minimum Descent Height

MEA Minimum Enroute Altitude
MEL Minimum Equipment List
MHz Megahertz
mm Millimeter
MNPS Minimum Navigation Performance Specification
MOCA Minimum Obstacle Clearance Altitude
MORA Minimum Off Route Altitude
MSA Minimum Safe Altitude
ND Navigation Display
NDB Non-Directional Beacon
Navigation Data Base
NG New Generation
NM, nm Nautical Mile(s)
NOPAC North Pacific Area of Operation
NOTAM Notice to Airman
NOTOC Notification to Captain
NTSB/KNKT National Transportation Safety Board/KNKT (Komite Nasional Keselamatan
Transportasi
OAM Operation Administration Manual

OAT Outside Air Temperature
OCA Obstacle Clearance Altitude
OCH Obstacle Clearance Height
OCS Operational Control System
OFP Operational Flight Plan
OM Outer Marker
Operations Manual
OSV Ocean Station Vehicle
PA Public Address
PANS-OPS Procedures for Air Navigation Services–Aircraft Operations
PAP Pedoman Awak Pesawat
PAPI Precision Approach Path Indicator
PAR Precision Approach Radar
PAS Public Address System, Passenger Address System
PBN Performance Based Navigation
PF Pilot Flying
PIC Pilot In Command
PIS Passenger Information Sheet
PNF Pilot Not Flying
PM Pilot Monitoring

LIST OF ABBREVIATIONS AND DEFINITIONS
OPERATIONS MANUAL
PART A
PAGE 3
Psychoactive Substances that produce mood changes or distorted perceptions in

Substances humans, to include, but not limited to, alcohol, opioids, sedatives and
hypnotics, cocaine, other psychostimulants, hallucinogens and volatile
solvents : coffee and tobacco are excluded. Equivalent Terms;
Psychoactive Drugs.
PPC Pilot Proficiency Check

QFE Height above airport elevation (or runway threshold elevation) based on
local station pressure

QNE Altimeter Setting 29.92’ Hg or 1013.2 Mb
QNH Altitude above sea level based on local station pressure
R/T Radio Telephony
RA Radio Altimeter
RAM Runaway Analysis Manual
RFFS Rescue Fire Fighting Category
RH Right Hand
RHS Right Hand Seat
RI Route Instructor
RNAV Area Navigation
RNP Required Navigation Performance
ROC Rate of Climb
RP Relief Pilot ( A qualified pilot on type who has special training to conduct
an abnormal and / or emergency situation in flight left hand seat )
RPL Repetitive Flight Plan
RTA Required Time of Arrival
RTB Return to Base
RTO Rejected Take Off
RVR Runway Visual Range
RVSM Reduced Vertical Separation Minimum
SATCOM Satellite Communications

SCD Subject Captain Discretion
SELCAL Selective Call System
SEP Safety Equipment and Procedures
SI Simulator Instructor
SIC Second In Command
SID Standard Instrument Departure
SOB Sales on Board
SOC System Operational Control
SOP Standard Operating Procedures
SRE Surveillance Radar Element
SSR Secondary Surveillance Radar
STAR Standard Instrument Arrival
TAF Tabular Aerodrome Forecast

TAS True Air Speed
TAT Total Air Temperature
TCH Threshold Crossing Height
TDZ Touchdown Zone
TGT Turbine Gas Temperature
TL Table Takeoff and Landing Table
TMA Terminal Control Area
TOT Training of Trainer

Abbreviations

MANUAL
TOW Takeoff weight

TW Taxi Weight
UN Number United Nations Number

UTC Coordinated Universal Time
VAR Volcanic Activity Reporting

VASI Visual Approach Slope Indicator

VFR Visual Flight Rules
VHF Very High Frequency (30-300 MHz)

VIS Visibility
VOR VHF Omni directional Range
WBM Weight & Balance Manual
W/V Wind Velocity.

Abbreviations

MANUAL


VOL. A
CHAPTER 1
ORGANIZATION &
RESPONSIBILITIES

OPERATIONS MANUAL

ORGANIZATION & RESPONSIBILITIES Page : 1
CHAPTER 1: ORGANIZATION & RESPONSIBILITIES
1.1 ORGANIZATIONAL STRUCTURE ........................................................................................ 3

1.1.1 BATIK AIR ORGANIZATION CHART ............................................................................. 3
1.1.2 OPERATIONS DIRECTORATE ORGANIZATION CHART ............................................ 3
1.2 REQUIRED MANAGEMENT PERSONNEL .......................................................................... 4
1.2.1 PRESIDENT DIRECTOR................................................................................................ 4

1.2.2 SAFETY, SECURITY AND QUALITY DIRECTOR ......................................................... 6

1.2.3 OPERATIONS DIRECTOR ............................................................................................. 6
1.2.4 MAINTENANCE AND ENGINEERING DIRECTOR ....................................................... 6
1.2.5 CHIEF PILOT / FLIGHT CREW MANAGER ................................................................... 6
1.2.6 CHIEF INSPECTOR ....................................................................................................... 6
1.2.7 CHIEF FA / FLIGHT ATTENDANT MANAGER .............................................................. 6
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS PERSONNEL .................................. 7
1.3.1 GENERAL ....................................................................................................................... 7
1.3.2 OPERATIONS DIRECTOR ............................................................................................. 7
1.3.3 FLIGHT CREW GROUP ................................................................................................. 9
1.3.3.1 ORGANIZATION......................................................................................................... 9
1.3.3.2 CHIEF PILOT / FLIGHT CREW MANAGER ............................................................... 9
1.3.3.3 FLEET CHIEF PILOTS ............................................................................................. 10
1.3.3.4 DEPUTY FLEET CHIEF PILOTS .............................................................................. 11
1.3.3.5 TECHNICAL SAFETY PILOTS ................................................................................. 11
1.3.4 FLIGHT ATTENDANTS GROUP .................................................................................. 13
1.3.4.1 ORGANIZATION....................................................................................................... 13
1.3.4.2 CHIEF FA / FLIGHT ATTENDANT MANAGER ........................................................ 13
1.3.4.3 CHIEF FA ASSISTANT FOR DAILY OPERATIONS ................................................ 14
1.3.4.4 CHIEF FA ASSISTANT QUALITY CONTROL .......................................................... 15
1.3.5 FLIGHT STANDARDS .................................................................................................. 16
1.3.5.1 ORGANIZATION....................................................................................................... 16
1.3.5.2 FLIGHT STANDARDS MANAGER ........................................................................... 16
1.3.5.3 CHIEF FLEET FLIGHT STANDARDS ...................................................................... 18
1.3.5.4 CHIEF FA FLIGHT STANDARDS ............................................................................. 18
1.3.5.5 CHIEF FOO FLIGHT STANDARDS.......................................................................... 19
1.3.5.6 GL (GROUP LEADER) STANDARD MANUAL ......................................................... 20
1.3.5.7 GL (GROUP LEADER) LEGAL DOCUMENTS ......................................................... 20
1.3.6 OPERATIONS SUPPORT ............................................................................................ 21
1.3.6.1 ORGANIZATION....................................................................................................... 21
1.3.6.2 OPERATIONS SUPPORT MANAGER ..................................................................... 21
1.3.6.3 CREW SCHEDULING DEPUTY MANAGER ............................................................ 22
1.3.6.4 OPERATION DEPUTY MANAGER .......................................................................... 23
1.3.6.5 OPERATIONS PLANNING & DEVELOPMENT DEPUTY MANAGER ..................... 23

1.3.6.6 OPS CONTROL DUTY MANAGER .......................................................................... 24

1.3.7 OPERATIONS ENGINEERING .................................................................................... 25
1.3.7.1 ORGANIZATION....................................................................................................... 25
1.3.7.2 OPERATIONS ENGINEERING MANAGER ............................................................. 25
1.3.7.3 CHIEF AIRCRAFT PERFORMANCE . ..................................................................... 26
1.3.7.4 CHIEF FLIGHT DATA & FUEL MONITORING ......................................................... 27
1.3.7.5 CHIEF OPERATION LIBRARY & PUBLICATION..................................................... 28

1.3.8 TRAINING PERSONNEL .............................................................................................. 29

1.3.9 STAFF FUNCTIONS..................................................................................................... 30
1.3.9.1 PILOT, FA & FOO RECRUITMENT CHIEF .............................................................. 30
1.3.10 OPERATIONS QUALITY AND SAFETY MANAGEMENT PERSONNEL ..................... 30
1.3.10.1 CHIEF OPS AUDIT / QUALITY ASSURANCE ..................................................... 30
1.3.10.2 CHIEF FLIGHT OPERATIONS SAFETY .............................................................. 30
1.3.10.3 CHIEF CABIN AND SERVICE SAFETY ............................................................... 30
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PIC .......................................... 31
1.4.1 GENERAL RESPONSIBILITIES ................................................................................... 31
1.4.2 SPECIFIC RESPONSIBILITIES ................................................................................... 31
1.4.3 PIC AUTHORITHY OVER OTHER CREWMEMBERS ................................................. 33
1.5 DUTIES AND RESPONSIBILITIES OF OTHER CREWMEMBERS AND FOO. ................. 34
1.5.1 GENERAL RESPONSIBILITIES - ALL CREWMEMBERS ........................................... 34
1.5.2 CO-PILOT ..................................................................................................................... 34
1.5.3 FLIGHT ATTENDANT 1 (PURSER/FA-1)..................................................................... 34
1.5.4 FLIGHT ATTENDANTS ................................................................................................ 35
1.5.5 FLIGHT OPERATIONS OFFICER ................................................................................ 36
1.6 EVENT REVIEW BOARD (ERB) .......................................................................................... 37
1.7 OPERATIONS DIRECTORATE STAFF CONTACT DETAILS ............................................ 38

Organizational
OPERATIONS MANUAL VOL. A Structure
1.1 ORGANIZATIONAL STRUCTURE
1.1.1 BATIK AIR ORGANIZATION CHART

1.1.2 OPERATIONS DIRECTORATE ORGANIZATION CHART
A more detailed breakdown of each department within the Operations Directorate is provided in the next sections.

Required
OPERATIONS MANUAL VOL. A Management
Personnel
1.2 REQUIRED MANAGEMENT PERSONNEL

BATIK AIR has appointed sufficient qualified management personnel to provide adequate direction in
all operational matters and ensure an acceptable level of safety and security is being maintained. Names
of persons holding required management positions within BATIK AIR are provided in the following table:
Position (Code) Name
President Director (DZ) Capt. Achmad Luthfie
Safety, Security & Quality Director (DS) Capt. Wamildan Tsani Panjaitan
Operations Director (DO) Capt. I Putu Wijaya

Maintenance & Engineering Director (DE) Mr. Mochammad Asif

Chief Pilot / Flight Crew Manager (OF) Capt. Arif Purnawanto
Chief Pilot A320 Capt. R. Mauludin Nursyahar
Chief Pilot B737NG Capt. Hidayat Marpaung
Chief Inspector Mr. Yudo Diharjo
Chief FA / Flight Attendant Manager (OC) Mrs. Christa Fabiola Paat
Any change made to the assignment of one of the above listed persons must be notified to DGCA within
7 days.
1.2.1 PRESIDENT DIRECTOR
Position purpose
The President Director (DZ) leads and directs the Company in accordance with the company business
strategy, and sustains the Company in the long-term by maintaining company growth and profitability.
He outlines the mission, policies and management systems in line with the Company strategy and
Brand.
He ensures an effective management system is fully implemented and functional with a clear
consistency and unity of purpose between corporate management and management in the operational
areas. To this end, he ensures the assignment of responsibilities within the management system for
maintaining ongoing compliance with the conditions and restrictions of the AOC, with applicable
regulatory requirements and with standards established by the Company.
Direct Report from
- Operations Director (DO);
- Maintenance & Engineering Director (DE);
- Safety, Security and Quality Director (DS);
- Finance Director (DF);
- Commercial Director (DG);
- General Affairs Director (DI);
- Ground Operations Manager;
- Training General Manager.
Nominated Delegate
Anyone of his direct reports

Required
Personnel
The President Director’s accountability, authority, and responsibilities are listed here below:
Accountability
President Director is accountable for:
 Overall company operational performance;

 Overall safety and security and for ensuring operations and maintenance are provided with

necessary resources and conducted in accordance with company standards and requirements
of the State and other applicable authorities;

 Compliance with conditions and restrictions of the AOC (accountability to DGCA, as holder of
the AOC), applicable regulatory requirements, and company standards;
 Delivering a company global strategy;
 Maintaining an organization than can deliver on the respective and stated performance;
 Meeting the obligations of a Foreign Air Operator Certificate (FAOC) holder (if any).
Authority
President Director hold a full authority and financial control to make policy decisions, provide adequate
resources, resolve safety, security and quality issues and, in general, ensure necessary system
components are in place and are functioning properly.
President Director has full authority to delegate most or part of his duties to his subordinates by assigning
person to perform a job specified to his satisfaction. However the delegation of duty does not alleviate
his overall responsibility.
Responsibilities
 Maintain a close liaison with higher regulatory authorities or government officials with regard to
AOC limitation and other operationally relevant issues;
 Overall safety, profitability, legal operation and regulatory compliance;
 Develop a corporate business strategy in line with the objective of the Company and ensure its
effective implementation through executive leadership;
 Construct mission, values, culture, management system/business units and provide adequate
resources (economic, human and technological) to support the strategic planning;
 Long term vision for company growth and productivity;
 International consideration for networking and new ventures;
 Ensure safety and wellbeing of all passengers and of all employees under the jurisdiction of
BATIK AIR;
 Ensure that the best possible level of service is delivered to passengers in accordance with the
airline “full service” policies and strategies;
 Establish and monitor the effectiveness and robustness of systems, including safety policy,
safety objectives and planning;
 Monitor all delegated functions, including the safety and compliance of flight operations,
engineering operations, ground (airport) operations, Safety and Quality Management Systems,
Security, commercial and corporate support services;
 Monitor the day-to-day financial security of the operation and the overall company financial
strategies;

Required
Personnel
 Ensure that response to DGCA legislative issues meet the obligations of the AOC holder;
 Ensure that responses to issues raised by international regulator meet the obligation of the
Foreign AOC holder;
 Ensure that all operations under the BATIK AIR AOC, including the Safety Management System,
training and maintenance activities are financed and carried out to the standard required by
DGCA and the airline’s AOC;
 Take the reasonable steps to ensure that AOC operations and related activities are conducted

at all times with a reasonable degree of care and diligence, particularly including:

 Adequate corporate management control and supervision of the conduct of staff and agents
of the Company;
 Adequate system for communicating relevant information to relevant people in the Company;
 Comply with State legislation, including Occupational Health and Safety legislation.
Meetings Chaired by President Director include:
 Safety Review Board (SRB);

 Quality Review Board (QRB);
 Management Review Meeting (MRM).
1.2.2 SAFETY, SECURITY AND QUALITY DIRECTOR
Refer to Quality Assurance Manual (QAM) and to Safety Management System Manual (SMSM).
1.2.3 OPERATIONS DIRECTOR
Refer to paragraph §1.3.2of this chapter.
1.2.4 MAINTENANCE AND ENGINEERING DIRECTOR
Refer to Company Maintenance Manual (CMM).
1.2.5 CHIEF PILOT / FLIGHT CREW MANAGER
Refer to paragraph §1.3.3.2 of this chapter.
1.2.6 CHIEF INSPECTOR
Refer to Company Maintenance Manual (CMM)
1.2.7 CHIEF FA / FLIGHT ATTENDANT MANAGER
Refer to paragraph §1.3.4.2 of this chapter.

Responsibilities and
OPERATIONS MANUAL VOL. A Duties of Operations
Personnel
1.3 RESPONSIBILITIES AND DUTIES OF OPERATIONS PERSONNEL
1.3.1 GENERAL
All Operations Directorate personnel (management personnel as well as staff members) must maintain
familiarity with Company’s policies, procedures and provisions described in BATIK AIR Operations
Manual, as are necessary to fulfill his function. Batik Air has a delegation of authority and assignment
of responsibility within the flight operations management system for liaison with regulatory authorities,

original equipment manufacturers and other external entities relevant to flight operations.

All Operations Directorate personnel (management personnel as well as staff members) are bound to
comply with the applicable laws, regulations and procedures in all locations where BATIK AIR operations
are conducted.
Only key management positions within the Operations Directorate are described in the following
paragraphs. Additional supervisory positions supporting Operations Directorate day-to-day functioning
can be found in Operations Administration Manual (OAM).
In the absence of key personnel, email and/or letter explaining his absence and mentioning the
designated/delegated person must be distributed to all unit.
During his temporary absence, the deputy will cover his duties. If he doesn’t have a deputy, his
immediate superior will assign a person from a nominated delegate as described in this chapter. The
delegated person will then be informed of his duties.
In the process of appointing the designated/delegated person, key person must refer to the stated
organization structure and/or duties and responsibilities.
for details delegation of duties and responsibilities procedure refer to CMGM 2.5
1.3.2 OPERATIONS DIRECTOR
Position purpose
The Operations Director (DO) is responsible to the President Director for establishing all operational and
training policies, organizational structure, management systems and processes that sustain in the long-
term the Company’s corporate strategy and objectives with respect to aircraft operations, and for
directing, coordinating and supervising day-to-day activities of the Operations Directorate.
He ensures that all activities within the Operations Directorate are carried out in a safe, efficient and
effective manner and in full compliance with the Air Operator Certificate (AOC) privileges and with all
applicable national and international legal and regulatory requirements.
Direct Report to: President Director (DZ)

Direct Report from: Chief Pilot / Flight Crew Manager (OF), Chief FA / FA Manager (OC), Flight
Standards Manager (OR), Operations Support Manager (OS), Operations
Engineering Manager (OE), Chief Recruitment Pilot FA FOO.
Nominated delegate: Anyone of his direct reports, as designated.
The Operations Director is specifically responsible to the President Director for:

 The overall management, administration and supervision of all the Operations Directorate staff,
and for the supervision of all BATIK AIR flight operations;
 Defining all policies relative to BATIK AIR aircraft operations, in line with Company’s strategy,
and in compliance with the provisions of the AOC, and ensuring they are properly documented;

Personnel
 Ensuring that methods, standards and procedures within the Operations Directorate are defined
in accordance with all applicable regulations and the Company’s policies provisions and that
they are properly documented;
 Ensuring those methods, standards and procedures are standardized throughout Operations
Directorate and optimized such as to deliver the highest possible degree of safety, and to obtain
a satisfactory degree of passenger comfort, punctuality, and economy;
 Approving the entire content of the BATIK AIR Operations Manual (Parts A, B, and C), and of
any change brought to this content;

 Ensuring the overall functioning of the Company’s Quality System, Safety Management System,
and Security program, throughout the Operations Directorate;

 Supervising the closure of internal and external audits findings such as compliance to applicable
regulatory requirements, international standards and Company’s procedures is maintained;
 Coordinating with Maintenance & Engineering directorate to ensure the technical status of the
Company’s aircraft is maintained on a high level;
 Maintaining an effective and efficient Operations Control System, such as the efficiency and
safety of each individual flight can be ensured;
 Ensuring that all personnel involved in the operations of aircraft are proficient and are trained
according to all applicable regulations and standards;
 Coordinating and supervising the work of Chief Pilot / Flight Crew Manager, Chief FA / Flight
Attendant Manager, Flight Standards Manager, Operations Support Manager, Operations
Engineering manager;
 Ensuring exchange of information and co-ordination of safety issues within Operations
Directorate and with the following interfacing parties:
 Engineering & Maintenance;
 Training;
 Human Resources;
 Ground Operations;
 Manufacturers;
 Regulatory agencies.
 Coordinating the operational acceptance of newly acquired aircraft and commencement of
delivery flights;
 Supervising the development of Standard Operating Procedures for newly acquired aircraft;
 Appointing the management personnel for newly acquired aircraft types;
 Attending and actively taking part in Safety Action Group (SAG) meeting;
 Acting as an active member of the Crisis Management Team;
 Carrying out other duties as may be reasonably directed by the President Director.
While tasks, duties and responsibilities are delegated to managers within the Operations Directorate,
overall responsibility for the safe, efficient and regular operation of all Company’s flight operations
remains with the DO. Therefore, managers within the Operations Directorate must seek specific
approval from DO in any of the following areas:
 The recruitment, termination, and promotion of all personnel employed in the Operations
Directorate;
 The selection and internal approval of new routes and airfields used by BATIK AIR aircraft,
except that the Chief Pilot may also approve new routes and airfields;
 Communications with DGCA, Air Traffic Control (ATC), airfield operators, other airlines, local
authorities, or any other agencies on all significant matters concerning flight operations.

Personnel
1.3.3 FLIGHT CREW GROUP

1.3.3.1 ORGANIZATION

Note: The Chief pilot is used as popular aviation term and The Flight Crew Manager is Company
administrative position.
1.3.3.2 CHIEF PILOT / FLIGHT CREW MANAGER
Position purpose
Within the scope of the Operations Director’s functions, the Chief Pilot / Flight Crew Manager (OF) is
responsible for the establishment of flying and operating standards and for the discipline and
administration of the whole Flight Crew group.
He ensures that all Company aircraft flights are carried out in accordance with Company’s policies and
procedures and with all applicable regulatory requirements.
He has overall responsibility for Qualifications / Flight Time Limitations (FTL) matters concerning flight
crew.
He also assists the Operations Director in establishing new policies regarding aircraft operations, flight
crew duties, or area of operations.
Direct Report to: Operations Director (DO)
Direct Report from: Chief Pilot B737, Chief Pilot A320, Technical Safety Pilot B737, Technical
Safety Pilot A320.
Nominated delegate: One of the Fleet Chief Pilots, as designated
The Chief Pilot / Flight Crew Manager is specifically responsible to the Operations Director for:
 The overall management, administration, and supervision of all BATIK AIR flight crews;
 Defining standards and procedures relative to his areas of control, in compliance with all
applicable regulations and Company’s policies and taking into account all relevant requirements
relative to Safety, Quality and Security management;
 Defining flying and operating standards for all Company’s aircraft fleets, in accordance with all
applicable regulations and Company’s policies;
 Maintaining discipline and morale within the entire Flight Crew group and for ensuring that all
pilots adhere to established procedures;
 Supervising the closure in due time of all internal and external audits findings relative to his area
of control;

Personnel
 Coordinating with Training Department’s Chief Training Pilots on all flight crew training issues;
 Recommending the establishment levels, appointment, promotion, and dismissal of flight crew;
in this regard due notice should be given to information and recommendations received from
the Training Department and Chief Pilots Fleet;
 Supervising the development of Standard Operating Procedures (SOP) and checklists and
reviewing them for compliance with applicable regulations;
 Coordinating with the Chief FA / Flight Attendant Manager to confirm that flight crew SOPs
function satisfactorily with cabin procedures on all types;
 Ensuring that all operational and safety-critical information related to flight operations is

disseminated in due time to all relevant personnel within the Flight Crew group;

 Coordinating and supervising work of the Fleet Chief Pilots and Technical Safety Pilots;
 Monitoring crew scheduling methods to ensure:
 they comply with flight time limitations and minimum rest regulatory requirements;
 they ensure that each flight member assigned to a flight to perform an operational function
has current licenses and needed qualifications;
 they take into account needs for training and checks;
 Processing and commenting on discretion reports, and liaison with the Operations Support
Manager / Chief Scheduling on FTL issues;
 Attending and taking part in SAG meeting;
 Acting as a member of the Crisis Management Team;
 Internal approval of new routes and airfields, on behalf of the Operations Director;
 Carrying out other duties as may be reasonably directed by the Operations Director.
1.3.3.3 FLEET CHIEF PILOTS
Position purpose
Fleet Chief Pilots are responsible for one type of aircraft (one fleet) in the scope of the Chief Pilot / Flight
Crew Manager’s functions. There is one Fleet Chief Pilot for each aircraft type operated within BATIK
AIR; OFB (B737), OFA (A320).
Their responsibilities include ensuring safe and efficient operations, promoting and ensuring
standardization, and instilling a sense of motivation and discipline to enhance morale in all pilots in the
fleet for which they are responsible.
Direct Reporting to: Chief Pilot / Flight Crew Manager
Direct Report from: Respective Deputy Fleet Chief Pilot(s)
Nominated delegate: Anyone of his direct report, as designated.
Fleet Chief Pilots are specifically responsible to the Chief Pilot for:
 The management, administration, and supervision of the fleet’s flight crews;

 Ensuring that disciplinary standards are maintained within the fleet and where necessary,
providing fleet’s flight crew with guidance and counseling;
 Performing regular line inspections;
 Recommending the appointment, promotion, and dismissal of flight crew / monitoring flight crew
operating numbers and making recommendations for flight crew establishment levels;

Personnel
 Ensuring that relevant safety, security and quality management procedures are implemented
within his area of control;
 Coordinating with the fleet’s Technical Safety Pilot (OFS) over fleet specific flight safety related
and technical matters;
 Reviewing and ensuring that the fleet’s flight crew roster is equally distributed prior to
finalization, monitoring the efficiency of flight crew utilization in terms of flying and duty hours in
relation to the flying program, and seeking improvements in roster and crewing practices;
 The development and timely revision of the Operations Manual Part B (type-related), at the

exception of the performance-related sections and of the SEP manual;

 Issuing fleet specific Notice to Pilots and ensuring that all operational and safety-critical
information is distributed to, and read by all fleet’s pilots in due time;
 Assisting Operational Control department in all planning aspects of flight operations;
 Providing DO / Chief Pilot with specific aircraft type / fleet information as required for strategic
and day-to-day planning or for commercial purposes;
 Carrying out other duties as may be reasonably directed by the Chief Pilot.
1.3.3.4 DEPUTY FLEET CHIEF PILOTS
Position purpose
Deputy Fleet Chief Pilots are appointed when the size of the fleet makes the number of pilots too
important to be managed by the sole Chief Fleet Pilots.
There is one Deputy Fleet Chief Pilot per aircraft type operated by BATIK AIR; OFDB (B737), OFDA
(A320).
Direct Report to: Chief Fleet Pilot
Deputy Chief Fleet Pilots are responsible for assisting the Chief Fleet Pilot in fulfilling his responsibilities,
as described in paragraph §1.3.3.3 of this chapter.
1.3.3.5 TECHNICAL SAFETY PILOTS
Position purpose
Within the scope of the Chief Pilot / Flight Crew Manager’s function, the Technical Safety Pilot (OFS) is
in charge of all technical and safety related matters. There is one Technical Safety Pilot per aircraft type
(fleet) operated by BATIK AIR; OFSB (B737), OFSA (A320).
Technical Safety Pilots act as the primary interface with the aircraft manufacturer and support the Deputy
Chief Ops Safety for the concerned type in his flight safety tasks.
Direct Report to: Chief Pilot / Flight Crew Manager
The Technical Safety Pilots is specifically responsible to the Chief Pilot / Flight Crew Manager for:
 Monitoring the fleet’s technical configuration and establishing differences between aircraft of the
fleet;
 Researching and evaluating operational aspects of new equipment, instrument design and
upgrade for the fleet and, if appropriate, recommending modification(s) in accordance with
Company and regulatory agencies directives;
 Coordinating implementation of modification(s) to aircraft equipment and systems;

Personnel
 Working with the aircraft manufacturer for all operational issues related to the aircraft type;
 Informing the Chief Pilot / Flight Crew Manager of any impact on BATIK AIR procedures and
operational documentation resulting from:
 Amendments / revisions of the aircraft manufacturer’s documentation (AFM, FCOM, MMEL,
QRH, etc.),
 Notices and bulletins issued / cancelled by the aircraft manufacturer;
 Safety and operational notices and directives issued by regulatory agencies;

 Advising immediately and directly the Chief Flight Operations Safety on any specific flight safety

issues within the fleet, tightly coordinating with him and his team for the management of these
issues;
 Providing all the type-specific and technical support as requested by the Chief Flight Operations
Safety and his team as part of their flight safety tasks, including, but not limited to, Flight Data
Analysis (FDA);
 Taking part to the development of new procedures and checklists for the type;
 Coordinating with engineering and maintenance on all technical matters relative to the fleet,
including for the establishment of the Minimum equipment List;
 Coordinating closely with the Operations Engineering Manager and his team for all matters
related to performance (route and airport studies, specific operations, etc.);
 Preparing / delivering technical and/or flight safety information / briefing to the fleet’s pilots;
 Carrying out other duties as may be reasonably directed by the Fleet Manager.
Technical Safety Pilots are given sufficient training and office time away from normal flying duty to carry
all those tasks allocated by the Chief Flight Operations Safety.
In the event, the Chief Flight Operations Safety or one of his deputies is absent from the Company for
any significant period, his duties are taken over by a Technical Safety Pilot as directed by the Chief
Flight Operations Safety to deputize him for the duration of his absence. In this case, it is essential that
sufficient office time is planned and allocated for the Technical Safety Pilot to carry out the (Deputy)
Chief Flight Operations Safety duties.

Personnel
1.3.4 FLIGHT ATTENDANTS GROUP

Batik Air have a management system for the cabin operations organization that ensures control of cabin
crew operations in the passenger cabin and the management of safety and security outcomes.
Chief FA / Flight
Attendant
Manager (OC)

Chief FA Chief FA
Assistant Assistant
Daily Operation Quality Control
Note: The Chief FA is used as popular aviation term and The FA Manager is Company administrative
position.
1.3.4.2 CHIEF FA / FLIGHT ATTENDANT MANAGER

Position purpose
The Chief FA / Flight Attendant Manager (OC) is responsible for the establishment of operational, safety
and quality standards for cabin operations and in-flight services and for the discipline and administration
of the whole Flight Attendants group.
He ensures that cabin operations and activities in all Company aircraft are carried out in accordance
with Company’s policies and procedures and with all applicable regulatory requirements.
He also assists the Operations Director in establishing new policies regarding cabin operations and flight
attendants duties.
Direct Report from: Chief FA Assistant Daily Operations, Chief FA Assistant In-Flight Service
Nominated delegate: Chief FA Assistant Daily operations
The Chief FA / Flight Attendant Manager is specifically responsible to the Operations Director, and must
be approved by DGCA for:
 The overall management, administration, and supervision of all BATIK AIR flight attendants;
 Maintaining discipline and morale within the entire Flight Attendants group;
 Establishing cabin operations standards and in-flight services for all BATIK AIR aircraft fleets,
in accordance with all applicable regulations and Company’s policies ;
 Coordinating with the Chief Pilot / Flight Crew Manager, Chief Training Cabin Crew, on cabin
safety and security procedures;
 Recommending the establishment levels, appointment, promotion, and dismissal of flight
attendants; in this regard due notice should be given to information and recommendations
received from Chief FA Assistants;
 Make decisions regarding risk tolerability with respect to the safety and/or security of cabin
operations;

Personnel
 Ensuring that relevant safety, security and quality management procedures are implemented
within his area of control;
 Monitoring the timely revision of the Operations Manual(OM) and ensuring cabin operations
related parts and procedures comply with all applicable regulations and standards, and ensuring
Flight Attendant Manual is revised and remains in line with OM;
 Ensuring that all operational and safety-critical information related to cabin operations is
disseminated in due time to all relevant personnel within the Flight attendants group;
 Coordinating and supervising work of the Chief FA Assistants;

 Ensuring that Chief FA Assistant develop and monitor flight attendants training performance and

education in order to increase his competencies and capabilities to meet Company’s needs;
 Planning and implementing Flight Attendant career path;
 Supporting the Chief Pilot / Flight Crew Manager and Chief Scheduling in the establishment of
crew scheduling methods by providing crewing requirements applicable to flight attendants;
 Monitoring flight attendants flight/duty hours and ensure that these remain within the regulatory
limits;
 Monitoring the overall balance in flight attendants rosters and assessing the overall efficiency of
flight attendants utilization in terms of flight and duty hours in relation to the flying program, to
identify and suggest improvements in rostering and crewing methodology;
 Acting as the primary interface for communication with DGCA, original equipment manufacturers
and other external entities relevant to cabin operation and other airlines on all cabin operations
/ cabin safety matters;
 Acting as a member of the Crisis Management Team;
1.3.4.3 CHIEF FA ASSISTANT FOR DAILY OPERATIONS
Position purpose
The Chief FA Assistant for Daily Operations (OCD) is responsible for flight attendants on flight duty in
the scope of the Chief FA / Flight Attendant Manager’s functions.
Direct Report to: Chief FA / Flight Attendant Manager
The Chief FA Assistants Daily Operations is specifically responsible to the Chief FA / Flight Attendant
Manager for:
 Ensuring that disciplinary standards are maintained and where necessary, assisting flight
attendants with guidance and counseling;
 Managing flight attendant (on type) development according to safety, security and quality
standards and standard operating procedures;
 Managing flight attendants (on type) development through training for flight attendants
knowledge, competencies and capabilities development in both technical and non-technical
skills to increase his professionalism;
 Monitoring flight schedule, aircraft movement, and flight attendants discipline and conflict
resolution according to Company policies;
 Controlling and monitoring dissemination of rules and regulations information and other
information concerning flight mission to all flight attendants on type;
 Carrying out other duties as required by theChief FA / Flight Attendant Manager.

Personnel
1.3.4.4 CHIEF FA ASSISTANT QUALITY CONTROL

The Chief FA Assistants Quality Control is specifically responsible to the Chief FA / Flight Attendant
Manager for:
 Manage (daily) Flight Attendant development in accordance with the provisions of flight service
and security, Standard Operation Procedure and to monitor flight service discipline and
resolving problem related to Flight Attendant in accordance with the provisions of the company
 Ensuring FA Quality of service in accordance with company standard and regulation

 Manage the development of Flight Attendant through the training to develope their knowledge

and technical and Non-technical skill, to enhance the professionalism of Flight Attendant in
accordance with the regulation and applicable regulations
 Carrying out other duties as required by theChief FA / Flight Attendant Manager.

Personnel
1.3.5 FLIGHT STANDARDS

1.3.5.2 FLIGHT STANDARDS MANAGER
Position Purpose
Within the scope of the Operations Director’s functions, the Flight Standards Manager (OR) is
responsible for ensuring the operator’s checks and line operations are to the standard required by
applicable regulations as well as the Company’s own standards and for promoting and ensuring
standardization throughout the Operations Directorate. This is achieved by close monitoring of checks
and line operations, regular meetings with Operations Directorate management, and by maintaining a
monitoring supervision on the content, accuracy and overall consistency of the operational
documentation.
He liaises with DGCA to seek operational approvals on behalf of the Operations Directorate.
He also assists the Operations Director in defining new checking policies.
Direct Report to : Operations Director
Direct Report from : Chiefs Fleet Flight Standards, Chief FA Flight Standards, Chief FOO Flight
Standards, GL Manual Flight Standards.
Nominated delegate : One of the Chiefs Fleet Standards, as designated
The Flight Standards Manager is specifically responsible to the Operations Director for:
 The overall management, administration, and supervision of all Flight Standards personnel and
activities, and for the selection and supervision of all Company’s Check Pilots, Check FA and
Check FOO;
 Defining methods, standards and procedures relative to his areas of control, in compliance with
all applicable regulations and Company’s policies and taking into account all relevant
requirements relative to Safety, Quality and Security management;
 Ensuring that all personnel under his supervision adhere to established procedures;
of control;

Personnel
 Coordinating and supervising the work of the Chiefs Fleet Standards and Chief FA Flight
Standard, Chief FOO Flight Standard and GL Operational Manuals Flight Standard;
 Supervising the development of checking curricula and for ensuring these curricula meet all
applicable requirements;
 Supervising the establishment of procedures for observation of Company’s Check Aircrew and
Check FOO in their delivery of checks to ensure consistency of checking policies and
procedures throughout all stages of both theoretical and practical training;
 Ensuring that monitoring of the training and line standards is performed through review of check

forms and reports from simulator and line checks;

 Attending training / instructors meetings to participate in and give feedback to the instructors
corps;
 Leading the development and timely revision of the Operations Manual Part A (General);
 Coordinating the overall development and revision process of all the parts of the Operations
Manual (All Parts) in liaise with all stakeholders within the Operations Directorate and Training
Department;
 Ensuring, through reviews and formal verifications before submission of any revisions of any
part of the Operations Manual to the Operations Director that the overall content of the remains
fully consistent and accurate, and continues to meet all applicable requirements.
 Maintaining a central register of all applicable operational notices (i.e. effectiveness and
cancellation dates) and ensuring that the content of operational notices of permanent nature are
integrated in the operational documentation at the earliest opportunity;
 Ensuring that all other operational manuals and documents, other than the Operations Manuals,
to be used within the Operations Directorate are maintained and revised such as they always
remain consistent with the content of the Operations Manual;
 Establishing a system of regulatory watch enabling to identify at the soonest opportunity any
change (permanent or temporary) that may impact the Company’s policies, procedures with
regard to operations, such as the Company can maintain the privileges of its AOC; if deemed
necessary, preparing / delivering regulatory information / briefing to Operations Directorate
management;
 Administrating and keeping up-to-date an aviation regulations and regulatory information
database;
 Maintaining awareness of planned developments to ensure continuation of the present
operational standards on new types or routes;
 Acting as an active member of the Crisis Management Team;

Personnel
1.3.5.3 CHIEF FLEET FLIGHT STANDARDS
Position Purpose
There is one Chief Fleet Standards per aircraft type operated within BATIK AIR i.e.: B737 (ORB) and
A320 (ORA).
Chief Fleet Flight Standard assists the Flight Standard Manager in developing company policies and
procedures for the improvement of safety and operational efficiencies within the Flight Standard
department in the scope of the Flight Standard Manager’s functions, and in conjunction with Flight

Crew Manager to develop, revise and update the manuals regarding to Flight Operations.

Direct Report to: Flight Standards Manager
Direct Report From: Company Check Pilots
The Chief Fleet Flight Standards are specifically responsible to the Flight Standards Manager for:
 The selection and supervision of the fleet’s Company’s Check Pilots;

 Developing checking curricula, in compliance with all applicable requirements and Company’s
policies;
 Assisting the Fleet Chief Pilot in developing Standard Operating Procedures and checklists for
the type, especially with regard to Company’s established operating philosophy and policies;
 Ensuring fleet’s FCOM data does not contravene with the established Company’s operating
policies;
 Monitoring the training and line standards by reviewing check forms and reports from simulator
and line checks for the fleet;
 Establish procedures for observation of check airmen in their delivery of checks to ensure
consistency of policy and procedures throughout all stages of both theoretical and practical
training;
 Attending training / instructor meetings to participate in and give feedback to the instructor corps;
 Carrying out other duties as may be reasonably directed by the Flight Standards Manager.
1.3.5.4 CHIEF FA FLIGHT STANDARDS
Position Purpose
Chief FA Flight Standard (ORC) assists the Flight Standard Manager in developing company policies
and procedures for the improvement of safety and operational efficiencies within the cabin crew
department in the scope of the Flight Standard Manager’s functions, and in conjunction with Flight
Attendant Manager to develop, revise and update the manuals regarding to flight attendant.
Direct report to: Flight Standards Manager
Direct report from: Company Check FA
The Chief FA Flight Standard specifically responsible to the Flight Standards Manager for:
The selection and supervision of the Company’s Check FA;
 Periodically review of the Company’s Check FA reports, to ensure the checks are carried out in
accordance to standard regulations;

Personnel
 Supervising Company’s Check FA Instructors relate to safety and airworthiness in accordance

to international standards and company policy;
 Ensuring that safety related Cabin Crew Company Operating Standards are maintained and
subject to regular review to ensure process of continuous improvement is aligned to the best
practices;
 Conducting surveillance to the cabin crew to control and monitor the operational standard of
cabin crew, and ensure compliance with company operating standards;
 Informing the cabin crew manager in the form of suggestion and/or correction of deviations from
the implementation of the procedures performed by a cabin crew;

 Working with Cabin Crew Training to develop, design and implement efficient training programs
for effective safety, security and in-flight service outcomes;

 Working with the Chief Cabin Crew to develop, design and implement controlling methods of
the cabin crew’s working performance;
 The development and recommendation for change of company policies, standard operating
procedures and training policies;
 Delegating responsibilities and duties to Flight Standard Manager in his/her absent from the
workplace;
information concerning flight mission to all cabin crew;
 Developing system and procedure for cabin operation (safety and service) including
documentation process in accordance with domestic and international standard and regulation;
 Together with the cabin crew Division or with other Divisions to take appropriate action upon
reviewing Flight Attendant reports;
 Assisting cabin crew manager and cabin crew chief training in compiling, evaluating and
creating accident and incident reports and other operational discrepancies to be used for
continuous improvement by all unit concern;
 Carrying out other reasonable duties, as may be directed by the Flight Standards Manager.
1.3.5.5 CHIEF FOO FLIGHT STANDARDS
Position Purpose
Chief FOO Flight Standard (ORF) assists the Flight Standard Manager in developing company policies
and procedures for the improvement of safety and operational efficiencies within the Flight Operations
Officer department in the scope of the Flight Standard Manager’s functions, and in conjunction with FOO
Manager to develop, revise and update the manuals regarding to FOO.
Direct report from: Company Check FOO
The Chief FOO Flight Standard specifically responsible to the Flight Standards Manager for:
 The selection and supervision of the Company’s Check FOO;

 Periodically review of the Company’s Check FOO reports, to ensure the checks are carried out
in accordance to standard regulations;
 Supervising Company’s Check FOO Instructors relate to safety and airworthiness in accordance
to international standards and company policy;
 Ensuring that safety related FOO Company Operating Standards are maintained and subject to
regular review to ensure process of continuous improvement is aligned to the best practices;
 Conducting surveillance to the FOO to control and monitor the operational standard of FOO,
and ensure compliance with company operating standards;
 Informing the Chief FOO in the form of suggestion and/or correction, of deviations from the
operation of the procedures performed by FOO;

Personnel
 Working with FOO Training to develop, design and implement efficient training programs for
effective safety and security outcomes;
 Working with the Chief FOO to develop, design and implement controlling methods of the FOO’s
working performance;
 The development and recommendation for change of company policies, standard operating
procedures and training policies;
 Delegating responsibilities and duties to Flight Standard Manager or Chief Fleet Standard in
his/her absent from the workplace;

information concerning flight mission to all FOO;
 Developing system and procedure for FOO operation including documentation process in

accordance with domestic and international standard and regulation;
 Together with the FOO Division or with other Divisions to take appropriate action upon reviewing
FOO reports;;
 Assisting Chief FOO and FOO Chief Training in compiling, evaluating and creating accident and
incident reports and other operational discrepancies to be used for continuous improvement by
all unit concern;
 Carrying out other reasonable duties, as may be directed by the Flight Standards Manager.
1.3.5.6 GL (GROUP LEADER) STANDARD MANUAL
Position Purpose
To assists the Flight Standard department in developing and distributing company manuals and
documents, and periodically perform manual surveillance to related stations.
Direct report from: Flight Standard administration staff
The GL Manual Flight Standard specifically responsible to the Flight Standards Manager for:
 Ensuring the Operations Manual and Documents are well distributed and controlled;
 Assisting Flight Standard in maintaining Operations Manual accurate and current;
 Participating in developing Operations Manual and revisions exclusive the contents;
 Performing other duties in regards to his position as GL Manual.
1.3.5.7 GL (GROUP LEADER) LEGAL DOCUMENTS
Position Purpose
To assists the Flight Standard department in developing and distributing company manuals and
documents, and periodically perform manual surveillance to related stations.
Direct report to : Flight Standards Manager
Direct report from : Flight Standard administration staff
The GL Legal Documents Flight Standard specifically responsible to the Flight Standards Manager for:
 Supervising and Ensuring the Legal Documents such as AOC, OPSPECS, ACL and other
permit is valid;
 Assisting Flight Standard in maintaining the Legal Documents accurate and current;
 Participating in revising/updating legal documents;
 Assisting GL Standard Manual in performing his duties
 Performing other duties in regards to his position as GL Legal Documents.

Personnel
1.3.6 OPERATIONS SUPPORT

1.3.6.2 OPERATIONS SUPPORT MANAGER
Position purpose
Within the scope of the Operations Director, the Operations Support Manager (OS) is responsible for
Crew Scheduling activities, for the management of the Company’s Operational Control System, and for
the provision of administrative services in support of the Company’s operations.
He is in charge of the planning, controlling, and coordination of each individual flight to ensure safe and
efficient operations. This implies close co-operation with other Company’s directorate and departments
(engineering, commercial, etc.) and with the individual Pilot in Command to react to any operational
irregularities that may rise. He ensures strict observance of flight duty time limitations and minimum rest
requirements.
He also assists the Operations Director in establishing new policies relative to crew scheduling and
control of Company’s operations.
Direct Report to : Operations Director (DO)
Direct Report from : Crew Scheduling Deputy Manager, Ops. Control Deputy Manager, Ops.
Planning & Development Deputy Manager, Chief Scheduling, Chief Dispatch,
Chief Aircraft Movement Control, Chief Operations Administration
Nominated delegate: Anyone of his direct report, as designated.
The Operations Support Manager is specifically responsible to the DO for:
 The overall management, administration and supervision of all the Operations Support
department activities and personnel;
 Ensuring that methods, standards and procedures relative to his areas of control are defined, in
compliance with all applicable regulations and Company’s policies and taking into account all
relevant requirements relative to Safety, Quality and Security management;
 Ensuring that all personnel under his supervision adhere to established procedures;
of control;
 Designating and organizing shifts such as a BATIK AIR “ Ops Control Duty Manager” is on duty
(24/7) to ensure control of the operations (refer to paragraph §1.3.6.6 of this chapter).

Personnel
 Ensuring that contractual agreements with all services / facilities providers on which the BATIK
AIR Operational Control System relies are established;
 Ensuring that suitable development and training programs are defined and delivered to all
personnel involved in the Company’s Crew scheduling and Operational Control System;
 Coordinating with other units the supervision and the reliability of operations control supporting
infrastructure;
 Ensuring, in conjunction with other departments, that all operational statistics are properly
recorded, for both Company internal and regulatory purposes, and confirming that accurate and

reliable delay statistics and information are available on a regular basis;

 Recommending establishment levels within the Operations Support department;
 In the absence of Operations Support Manager, email and/or letter explaining his/her absence
and mentioning the designated / delegated person must be distributed to all unit concern in
Operations Control and Operation Director.
1.3.6.3 CREW SCHEDULING DEPUTY MANAGER
Position purpose
The Crew Scheduling Deputy Manager Scheduling (OSC) is in charge to provide 24/7 crewing and
rostering services for both flight and flight attendants, in support of smooth and efficient operations.
Direct Report to: Operations Support Manager
The Crew Scheduling Deputy Manager is specifically responsible to the Operations Support Manager
for:
 Supervising Crew Scheduling Pilot & FA Unit:
- To Coordinate with related units (Chief Pilot, Chief FA, Operations Control Deputy Manager,
and other relevant units) in the handling of irregularities flights (flight irregularities) with due
respect to the commercial, technical and operations in order to smooth operations and cost
targets on time performance that determined by the Company.
- To coordinate with other units in overseeing the reliability of the infrastructure that supports
process control crew for operations.
- To develop competency development programs and expertise all personnel in scheduling,
in order to meet international standards (CASR) are required.
- To supervise the process of fulfilling the audit findings that civil aviation rules and
international standards (CASR) can be met.
 Maintaining discipline and strict adherence to defined Company methods, standards and
procedures throughout the Crew Scheduling section;
 Ensuring that a 24/7 tactical crewing capability and crew tracking capability is implemented,
operated and maintained;
 Managing aircrew planning (flight and non-flight duty) based on product-hour achievement;
 Ensuring that Company roster and/or crewing agreement requirements are complied with and
reporting to the Operations Support Manager on crew establishment levels in relation to planned
flight programs;
 Reviewing the systems and communications needs of the Crew Scheduling section in
conjunction with those used or planned in other departments;
 Ensuring a robust and accurate crew records system is maintained to record (flight time record)
and store all required crew records according to current legislation;
 Carrying out other duties as may be reasonably directed by the Operations Support Manager.

Personnel
 Monitor the performance of the staff concerned to ensure goals and objectives are achieved
through training and development;
1.3.6.4 OPERATION DEPUTY MANAGER

Position purpose
In the scope of the Operations Support Manager, the Operation Deputy Manager (OSD) is responsible
for all activities relative to flight preparation and for the release of all Company’s flights.

The Operation Deputy Manager is responsible to the Operations Support Manager, for:

 Ensuring that Company’s aircraft are dispatched in full compliance with all applicable regulatory
requirements and according to Company’s procedures;
 Coordinating all activities relative to the preparation of flight mission;
 Monitoring and controlling operational activities at all stations;
 Developing FOO professionalism, performance, and discipline and ensuring Flight Operations
Officer’s career path is implemented;
 In liaise with the Operations Engineering, defining flight planning procedures and development
and training program for all operations personnel involved in flight planning;
 Ensuring that a flight watch / flight following system is implemented, operated and maintained;
 Ensuring that accurate flight control log is maintained, all delays are identified and coded
correctly;
 Ensuring that operations are suspended or restricted if conditions which may be hazard to safe
operations are encountered;
1.3.6.5 OPERATIONS PLANNING & DEVELOPMENT DEPUTY MANAGER
Position purpose
The Operation Planning & Development Deputy Manager (OSA) is in charge to provide the necessary
administrative support for the management of flight crew and flight attendants and to administrate
recording.
The Operation Planning & Development Deputy Manager is specifically responsible to the Operations
Support Manager of:
 Ensuring that all pertinent administrative information concerning flight crews and flight
attendants are recorded and kept up-to-date;
 Ensuring that accurate and up-to-date records of all crew members training (flight crews and
flight attendants),
 Establishing a system for monitoring the validity of all crew members’ licenses ratings, and
qualification, as well as the validity of medical certificates, inoculations, passports and necessary
visas, etc. This system must be ensure that flight crews are notified of any end-of-validity with
sufficient ahead time before expiry date;

Personnel
 Ensuring that accurate and up-to-date records relative to crew transportation is maintained, such
as it could be further analyzed by Operations Directorate management to identify ways of
improvements in the field of transportation and thus minimize the risk of delays;
 Acting as the primary interface for expatriate crew member regarding administrative support;
1.3.6.6 OPS CONTROL DUTY MANAGER

Duty purpose

The role of the designated BATIK AIR Ops Control Duty Manager is to act as the center of co-ordination
and communication between all internal and external parties with regard to actual flight operations and
handling of irregularities to ensure safe and efficient operations.
In order to achieve a 24/7 capability, the role of Ops control Duty Manager is alternatively carried out by
the Operations Support Manager, the Chief Dispatch, the Chief Aircraft Movement Control or another
individual from the Aircraft Movement Control Section, as directed by the Operations Support Manager.
When on duty, direct Report to: Operations Director
When decision to dispatch, cancel, or consolidate a flight is made, that due consideration is given to,
but not limited to, the following:
 Safety;
 Operational conditions (meteorological conditions, airport and runway conditions, navigation
infrastructure, etc.)
 Crew flight and duty time limitations;
 Minimum discomfort, inconvenience, and delay to passengers, mail or revenue cargo;
 Subsequent movements of other flights;
 Positioning of crews and equipment for protection of other flights;
 Requirements of the maintenance department for aircraft routing or necessary inspections or
checks of aircraft;
 Minimum ferry mileage;
 Elimination of flight movements into areas of bad weather.
Also refer to OM Part A, Chapter 2.3.3.1.4.

Personnel
1.3.7 OPERATIONS ENGINEERING


1.3.7.2 OPERATIONS ENGINEERING MANAGER
Position purpose
The Operations Engineering Manager (OE) is in charge of all operational engineering matters in the
fields of aircraft performance, flight data & fuel monitoring, operation library & publication.
Direct Report from: Chief Aircraft Performance, Chief Flight Data & Fuel Monitoring, Chief
Operation Library & Publication..
Nominated delegate: Anyone of his direct reports, as designated.
The Operations Engineering Manager is specifically responsible to the DO for:
 The overall management, administration and supervision of all the Operations Engineering
department personnel and activities;
 Enhancing safety and optimizing aircraft operations by providing relevant support to flight crew
and flight operations personnel in terms of Takeoff, Enroute & Landing Performance,
Documentation, Weight & Balance, Airport Suitability Checks, Aircraft Evaluation, and
satisfying all related regulatory requirements;
 Ensuring that methods, standards and procedures relative to his areas of control are defined,
in compliance with all applicable regulations and Company’s policies and with all relevant
requirements relative to Safety, Quality and Security management;
 Maintaining tight communication with the aircraft manufacturers and other services providers
with regard to any subjects of concern in the department;
 Ensuring the collection , preparation and compilation of strategic data regarding new routes
and new aircraft types for the purpose of supporting strategic corporate decision making;
 Ensuring the aircraft operations is conducted in a safe and economical manner satisfying all
related regulatory and manufacturer requirements;
 Managing the production, control, and distribution to end-users of hard and soft copies of all
operational manuals and documents, including navigation charts, and more especially, for
ensuring that the aircraft onboard libraries are kept up-to-date;
 Establishing efficient methods, standards and procedures to ensure control and distribution to
end-users of soft and hard-copies of operational manuals, in compliance with all applicable
regulations, and Company policies;

Personnel
 Supervising the closure in due time of all internal and external audits findings relative to his
area of control;
1.3.7.3 CHIEF AIRCRAFT PERFORMANCE
Position purpose

Within the scope of the Operations Support Manager is responsible for establishing and maintaining, for
each aircraft type, guidance, data and procedures relative to weight and balance and operational

performance.
Direct Report to: Operations Engineering Manager
The Chief Performance is specifically responsible to the Operations Engineering Manager for:
 Establishing efficient methods, standards and procedures to ensure calculation of performance

related data for all the Company’s fleet, in compliance with all applicable regulations, Company
policies, and taking into account all relevant factors affecting aircraft performance, including up-
to-date obstacle data;
 Ensuring the development and timely revision of guidance, data and procedures, applicable to
each aircraft type, that enables the crew to determine and/or compute aircraft operational
performance in all phases of flight, including the production of performance manuals for all
runways and aircraft types operated;
 Liaising with the Technical Pilot to ensure that the appropriate and necessary data, as well as
guidance to flight crew, is included in the Operations Manual;
 Providing takeoff, landing and enroute performance data including departure and arrival
procedure design for all Batik Air destination / destination alternate / enroute alternate airports;
 Developing & monitoring weight and balance system as references for Dispatcher or Load
Controller to create load and trim sheet;
 Coordinating with maintenance and engineering for all technical matters which have an impact
on aircraft operational performance and on the MEL / CDL, in particular, changes in aircraft
configuration;
 Conducting regular analysis on Aircraft Performance Monitoring, and refer to that, report the
status of engine / airframe degradation and recommend any appropriate corrective action to fix
it;
 Defining and monitoring database of Company routes for flight planning purpose;
 Providing and updating studies for existing and new route analysis, including calculation of
diversion strategy (ETOPS requirement, if applicable) and engine out performance, such as
engine out SID and/or drift down/decompression analysis;
 Contributing in any project relative to the development of ETOPS, PBN, Cat II Operation, etc.;
 Providing all engine climb gradient data to be included in the Operations Manual;
 Monitoring airport database referring to current AIP or other relevant information such as
NOTAM and/or Aerodrome Manual and doing regular study for airport suitability;
 Ensuring electronic navigation data products acquired from suppliers are assessed for a level
of data integrity, compatible with the intended function, and distributed into all aircraft that
require it;
 Ensuring and assess the level of data integrity of the updating of T3CAS terrain and obstacle
database before distributed by Chief Operation Library & Publication;
 Carrying out other duties as may be reasonably directed by the Operations Engineering
Manager.

Personnel
1.3.7.4 CHIEF FLIGHT DATA & FUEL MONITORING
Position purpose
Within the scope of the Operations Engineering Manager, the Chief Flight Data & Fuel Monitoring is
responsible for the set up a system of data collection and analysis, supporting continuous monitoring of
fuel consumption and the conduction of specific surveys or studies aiming at optimizing fuel
consumption.

The Chief Fuel Monitoring is specifically responsible to the Operations Engineering Manager for:

 Evaluating and monitoring process of post flight document collection to ensure 100%
completeness of post flight data record;
 Maintaining 3 month period of document retention of post flight data and ensuring its scanned
copy at specific file server is backed up periodically;
 Ensuring methods, standards and procedures regarding fuel consumption monitoring and fuel
efficiency program;
 Conducting data analysis with any purposes that would be resulting any recommendation for
operation improvement and optimization.
 Responsible for providing regular production report that’s requested especially by finance
department.
 Intensively monitor and evaluate the implemented fuel efficiency program to increase/ maintain
the current achievement and to ensure its sustainability.
 Refer to recommended practices of fuel efficiency published by IATA and manufacturers, he/she
conduct deep study on how all of those can be implemented in company.
 Delivering communication to increase fuel efficiency awareness across the company.
 Using some available data and tools, he/she conduct regular evaluation to the accuracy of flight
planning in term of fuel and time.
 Preparing detailed reports showing the fuel burn performance of the fleet broken out by all
pertinent parameters (e.g. tail number, flight number, origin / destination airport, etc.), and
general summaries for management relative to the overall fuel performance;
 Preparing fuel burn forecast for the purpose of budgeting;
 Periodically monitoring and updating fuel prices at all operated airports to be used as reference
of flight planning system and fuel efficiency program;
 Responsible for datalink jobs in term of monitoring and development.
 Following and monitor the global development of datalink technology, and take benefit from it
for the company in term of effectiveness and efficiency.
 Contributing to the payload optimization by performing statistical analyses for accurate
estimation of the weight of passengers, baggage, and cargo;
 Representing the company in term of carbon offsetting and reduction scheme project;
Manager.

Personnel
1.3.7.5 CHIEF OPERATION LIBRARY & PUBLICATION.
Position purpose
Within the scope of the Operations Engineering Manager, the Chief Operation Library &
Publication is responsible for producing, distributing, controlling and monitoring of operation
manuals, documents and databases.

The Chief Operation Library & Publication is specifically responsible to the Operations Engineering
Manager for:

 Monitoring company’s subscriptions to the web portal belong to manufacturer, navigation
database/chart’s provider, and T3CAS terrain & obstacle database provider to ensure the
company always get email notification for any update or revision of their product.
 Following up the notification by checking that web portal and find out the specific update in there
to be aligned to the current associated manuals or databases;
 Monitoring cycle revision of some specific manual and ensuring there will be no delay execution
of its revision process.
 Conducting any customization process for some manufacturer’s manual using available tools.
 Creating master of all operations manual and produce a number of its duplicates following the
calculation of approximated operational need.
 Managing content of FMS (File Management System) as a media electronic to publish operation
manual and document in PDF format;
 Distributing and monitoring the manual to all controlled library (aircraft, stations, simulator, and
personal library)
 Publishing databases to related unit/department and get a feedback from them to ensure that
all published databases have been followed up as requested;
 Monitoring and updating the revision of navigation chart (en route & approach chart), ensuring
the current revision onboard on all fleet;
 Providing and monitoring list of manual and document as a package of trip kit for delivery flight
purposes;
 Monitoring level stock of central operation library to ensure all required manual is always
available and its number is always greater than a determined minimum number;
 Define, create and control manual code as a unique number to identify each produced manual
individually;
 Conducting manual inspection to all controlled library to ensure all distributed manual and
document is in good condition and update;
 Refer to results of inspection, immediately replacing the reported damaged and out of dated
manual;
 Monitoring and updating the cycle of flight navigation database, distributing it to all related
unit/department to be uploaded on aircraft and Simulator;
 Monitoring and updating the cycle of T3CAS Terrain and Obstacle Database, distributing it to
all related unit/department to be uploaded on aircraft;
Manager.

Personnel
1.3.8 TRAINING PERSONNEL
Training personnel are placed under the authority of the BATIK AIR training manager. Descriptions of
their responsibilities and duties are therefore to be found in the OM-D.


Personnel
1.3.9 STAFF FUNCTIONS
1.3.9.1 PILOT, FA & FOO RECRUITMENT CHIEF
Position purpose
The Pilot, FA & FOO Recruitment Chief is in charge of interfacing with the General Affairs Directorate -
Human Resources Department with regard to the recruitment of all Company’s flight crew, flight

attendants and flight operation officer.
He also assists the Operations Director in establishing new policies with regard to entry minimum

standards and pre-requisites.
The Pilot, FA & FOO Recruitment Chief is specifically responsible to the Operations Director for:
 Assisting the DO in the establishment of the numbers of recruitments per type of staff (flight
crew, flight attendants and flight Operation Officer), in accordance with the Company’s corporate
strategy and objectives ;
 Submitting the general staff recruitment planning to HRD, along with the number of existing
personnel, future expansion plan, and required qualifications for the position (according to job
specification stated and agreed by the General Affairs and HRD Directorate);
 Ensuring standardization of techniques for conducting interviews;
 Ensuring the follow-up of selection process;
 Ensuring that suitable candidates for at the appointed time and place for flight crew, cabin
training and flight operation officer;
 Carrying out other duties as may be reasonably directed by the Operations Director with regard
to crew recruitment;
 Ensuring that security background check is performed for flight crew, cabin crew and flight
operation officer candidates.
1.3.10 OPERATIONS QUALITY AND SAFETY MANAGEMENT PERSONNEL
In order to ensure independency, the following personnel are NOT placed under the authority of the
BATIK AIR Director of Operations. Descriptions of their responsibilities and duties are therefore to be
found, respectively, in the Quality Management System and Safety Management System Manuals.
1.3.10.1 CHIEF OPS AUDIT / QUALITY ASSURANCE
Refer to Quality Assurance Manual (QAM).
1.3.10.2 CHIEF FLIGHT OPERATIONS SAFETY
Refer to Safety Management System Manual (SMSM).
1.3.10.3 CHIEF CABIN AND SERVICE SAFETY
Refer to Safety Management System Manual (SMSM).

Authority, Duties and
OPERATIONS MANUAL VOL. A Responsibilities of
The PIC
1.4 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE PIC
1.4.1 GENERAL RESPONSIBILITIES
A pilot qualified to act as Pilot in Command is responsible for:
 Maintaining familiarity with relevant DGCA and international regulations as well as agreed
aviation best practices;

 Maintaining familiarity with Company’s policies, procedures and provisions described in the

Operations Manuals, and other operational documents, as are necessary to fulfill the function
of Pilot in Command;
1.4.2 SPECIFIC RESPONSIBILITIES
The Pilot in Command is directly and specifically responsible for, and is the final authority as to, the
operation of the aircraft. Therefore, he:
 Is personally responsible for maintaining familiarity with relevant DGCA and international
regulations as well as agreed aviation best practices;
 Is personally responsible for maintaining familiarity with Company’s policies, procedures and
provisions described in the Operations Manuals, as are necessary to fulfill his function;
 Is responsible for ensuring the aircraft is in condition for safe flight and must discontinue the
flight when un-airworthy mechanical, electrical, or structural conditions occur;
 Is responsible for ensuring that the aircraft is operated in full compliance with the limitation
specified in the approved Airplane Flight Manual, marking and placards;
 Is responsible for ensuring the cockpit preflight check and inspection for proper condition of
emergency systems and equipment (i.e. the availability, accessibility and serviceability of such
systems and equipment) prior to the first flight of an aircraft during a duty period, when assumed
control of the aircraft and after an aircraft has been left unattended by a flight crew for any period
of time;
 Is responsible for the safe operation of all crew members, passengers, and / or cargo on board
the aircraft when the door are closed.
 Is responsible for the safe operation and security of the aircraft from the moment the aircraft
ready to move for the pupose of taking off until the engines are shut down.
 Is responsible for ensuring no crewmember operate onboard the aircraft in a reckless or
careless manner so as to endanger or be likely to endanger the life or property of any person;
 Has authority to give all commands he deems necessary for the purpose of securing the safety
and security of the aircraft and of persons or property carried therein, and all persons carried in
the aircraft shall obey such commands;
 Has authority to disembark any person, or any part of the cargo, which in his opinion, may
represent a potential hazard to the safety of the aircraft or its occupants;
 Must not allow a person to be carried in the aircraft who appears to be under the influence of
alcohol or drugs to the extent that the safety of the aircraft or its occupants is likely to be
endangered;
 Has the right to refuse transportation of inadmissible passengers, deportees or persons in
custody if their carriage poses any risk to the safety of the aircraft or its occupants;

The PIC
 Must ensures that all passengers are briefed on the location of emergency exits and the location
and use of relevant safety and emergency equipment;
 Must ensure that all operational procedures and checklists are complied with, in accordance
with the Operations Manual;
 Must ensure that the weather forecast and reports for the proposed operating area and flight
duration indicate that the flight may be conducted without infringing Company operating minima;
 Must decide whether or not to accept an aircraft with un-serviceability’s allowed by the CDL or
MEL;

 Must take all reasonable steps to ensure that the aircraft, and any required equipment is

serviceable;
 Must, in the absence of a qualified Company or approved contract engineer, ensure that the
aircraft refueling is supervised with particular attention being paid to:
(1) Correct grade and amount of fuel;
(2) Fuel water checks;
(3) Fire safety precautions;
(4) Checking filler caps or covers for security and correct replacement after re-fuelling;
 Must take all reasonable steps to ensure that the aircraft mass and balance is within the
calculated limits for the operating conditions;
 Must confirm that the aircraft’s performance will enable it to complete safely the proposed flight;
 Must not permit any crew member to perform any activity during take-off, initial climb, final
approach and landing except those duties required for the safe operation of the aircraft;
 Must take all reasonable steps to ensure that before take-off and before landing the flight crew
and flight attendants are properly secured in their allocated seats;
 Must take all reasonable steps to ensure that whenever the aircraft is taxiing, taking off or
landing, or whenever he considers it advisable (e.g. in turbulent conditions), all passengers are
properly secured in their seats, and all cabin baggage is stowed in the approved stowage’s;
 Must ensure that all documents and manuals are carried and will remain valid throughout the
flight or series of flights;
 Must ensure that the pre-flight inspection has been carried out;
 Must not permit: a Flight Data Recorder (FDR) to be disabled, switched off or erased during
flight nor permit recorded data to be erased after flight in the event of an accident or an incident
subject to mandatory reporting;
 Must not permit a Cockpit Voice Recorder (CVR) to be disabled or switched off during flight
unless he believes that the recorded data, which otherwise would be erased automatically,
should be preserved for incident or accident investigation nor permit recorded data to be
manually erased during or after flight in the event of an accident or incident subject to mandatory
reporting;
 Must maintain a high standard of discipline, conduct and appearance, as a representative of the
Company;
 Must, in an emergency situation that requires immediate decision and action, take any action
he considers necessary under the circumstances. In such cases he may deviate from rules,
operational procedures, and methods in the interest of safety;
 Has the authority to apply greater safety margins, including airport operating minima, if he
deems it necessary;

The PIC
 Has the authority to reject an aircraft prior to departure of a flight if dissatisfied with any aspect
of the airworthiness and/or maintenance status of the aircraft[BM1];
 Must ensure that a continuous listening watch is maintained on the appropriate radio
communication frequencies at all times whenever the flight crew is on board the aircraft for the
purpose of commencing and/or conducting a flight and when taxying.
The Pilot in Command authority, as described below, is absolute and is in no way invalidated by any
administrative or organizational structure within the Company.

1.4.3 PIC AUTHORITHY OVER OTHER CREWMEMBERS

The Company extends the Pilot in Command’s authority over the assigned members of his crew as
follows:
 In the case of a flight crew or a flight attendant, permanently or temporarily employed by the
Company or seconded to it by another company, the PIC’s authority covers the entire period
from when he reports for duty until the completion of their post-flight duties as are required in
connection with the flight or series of flights;

Duties and
Responsibilities of
OPERATIONS MANUAL VOL. A Other Crew
Members and FOO
1.5 DUTIES AND RESPONSIBILITIES OF OTHER CREWMEMBERS AND FOO.
1.5.1 GENERAL RESPONSIBILITIES - ALL CREWMEMBERS
All crewmembers are responsible for:
 Maintaining familiarity with relevant DGCA and international regulations as well as agreed

aviation best practices;

 Maintaining familiarity with Company’s policies, procedures and provisions described in the
Operations Manuals, and other operational documents, as are necessary to fulfill their function;
1.5.2 CO-PILOT
The co-pilot is responsible to the Pilot in Command for assisting him in the safe and efficient conduct of
the flight. His departmental head, when not reporting directly to a Pilot in Command is the Chief Pilot.
The co-pilot is specifically responsible for:
 Assisting the Pilot in Command as requested, concerning administrative duties in relation to the
flight;
 Carrying out such duties concerning the flight, in accordance with Company Standard Operating
Procedures, including procedures, limitations and performance relating to the specific aircraft
type, as are allocated to him by the Pilot in command;
 Confirming 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;
 Volunteering such advice, information and assistance to the Pilot in Command, as may
contribute favorably towards the safe and efficient conduct of the flight and to seek and receive
such information and/or explanation from the Commander, as may be necessary to enable the
Co-pilot to fulfill his function;
 Being able to take the necessary course of actions to prevent an accident from happening under
certain exceptional circumstances or in case of the PIC's incapacitation,
 Maintaining a high personal standard of discipline, conduct and appearance as a representative
of the Company; and thereby to support the Pilot in Command, by active example, in the
development and maintenance of a high standard of professional expertise and morale amongst
the crew.
1.5.3 FLIGHT ATTENDANT 1 (PURSER/FA-1)
The Flight Attendant 1 (Purser/FA-1) is specifically responsible for:
 Directing and supervising Flight Attendants assigned to his flight and for completing all
administrative work relating to the flight; primary responsibility is the welfare of passengers in
all aspects of cabin safety, security and services;
 Ensuring all crewmembers are fully prepared for duty and in compliance with
appearance/grooming standards and uniform regulations established by the Company;
 Conducting emergency/service briefings prior to every trip to ensure that Flight Attendants are
knowledgeable of required procedures and assignments (conduct and coordinate of normal and
emergency cabin procedures for flight);
 Ensuring that all documentation and any additional information relating to the flight is obtained
(Including Custom and Immigrations Clearance);

Duties and
Responsibilities of
Members and FOO
 Coordinating preflight activities to ensure the following:

 Preflight inspection for proper condition of emergency systems and equipment (i.e. the
availability, accessibility and serviceability of such systems and equipment) prior to the first
flight of an aircraft during a duty period, after a new Flight Attendant has assumed control of
the aircraft cabin and after an aircraft has been left unattended by a flight crew or flight
attendant for any period of time;
 Adequate provision of food/beverage items, service equipment, and supplies;

 Proper cleaning of the aircraft cabin;

 Smooth, efficient, and controlled boarding process;
 Emergency briefing of passengers;
 Coordinating with Pilot in Command, ground personnel, and other Flight Attendants regarding
any delays, non-routine incidents, or passenger problems;
 Coordinating all communication with the flight deck; ensuring adequate in-flight service is
provided to flight crew members;
 Performing all required passenger information announcements accurately and completely to
inform passengers of emergency procedures, safety requirements, cabin facilities, and in-flight
service;
 Coordinating cabin service and monitors workload to ensure equal distribution among Flight
Attendants. Service duties are not complete until the service in all cabins has been successfully
completed;
 Performing duties of assigned working position, providing maximum safety, service, and
attention to passengers;
 Communicating with passengers and BATIK AIR personnel in a pleasant, considerate, and
attentive manner;
 Completing all Company and government documentation, including the filing, in coordination
with the PIC, informative and objective Voyage Reports.
 Ensuring that passengers requiring special handling are properly attended during the flight and
escorted to the BATIK AIR representative at their destination;
 Attending and participating in annual recurrent training, instructional courses or other meetings,
necessary or requested by the Company to ensure the development of skills, knowledge,
experience, and maintain familiarity with laws, regulations and procedures confidence in the
duties and responsibilities associated with the Purser/FA-1 position;
 Reporting any discrepancies during the flight to the Chief FA / Chief FA assistants
1.5.4 FLIGHT ATTENDANTS
Flight attendants are specifically responsible for:
 Conducting preflight inspection to ensure the availability, accessibility and serviceability of

aircraft cabin emergency systems and equipment prior to the first flight of an aircraft during a
duty period, after a new Flight Attendant has assumed control of the aircraft cabin and after an
aircraft has been left unattended by a flight crew or flight attendant for any period of time.
 Providing maximum safety and attention at all times while passengers are onboard the aircraft;

Duties and
Responsibilities of
Members and FOO
 Performing all assigned pre-flight 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;
 Reporting all discrepancies to the Purser/FA-1;
 Performing all safety and service-related functions in accordance with procedures;
 Maintaining a neat, orderly, and safe cabin environment;

 Accurate accounting for all revenues collected onboard the aircraft;

 Communicating with all passengers and ground handling personnel in a pleasant, considerate,
and attentive manner;
 Attending and participating in annual recurrent training, instructional courses or other meeting
necessary or requested by the company to ensure the development of skills, knowledge,
experience and maintain familiarity with laws, regulations and procedures confidence in the
duties and responsibilities associated with the Flight Attendant position.
1.5.5 FLIGHT OPERATIONS OFFICER
The FOO is responsible to the Chief Flight Operation Officer for exercising operational control over
Company flights and providing the following support to Flight Crew. The FOO is responsible for:
 Ensuring all flights are dispatched according to Indonesian DGCA and relevant national and
international regulation;
 Act as coordinator in charge in an emergency situation until relieved;
 Carry out flight planning with regard to safety, economy, and efficiency based upon the latest
available weather forecast, NOTAM, and regulation contained in the OM, Jeppesen manual,
and in relevant Aeronautical Information Publication.
 Checking MEL status and apply necessary actions according to performance limitations as per
FCOM.
 Monitor all flights starting from its preparation until it is accomplished.
 Issuing and disseminate operational information regarding flight mission including other
information to all unit concern for safety and security of the flight.
 Coordinate and collaborate with PIC (Pilot) in deciding the flight mission accomplishment.
 Receive and provide hand off briefing at duty change over times.
 Maintain a log of information exchanges with respect to all flight operated under his/her
authority.
 Provide continuous monitoring and analysis of weather conditions both pre and in flight phases.
 Generate operational Flight Plan and file appropriately for further reference.
 Check and validate the operational flight plan to ensure accuracy.
 Maintain liaison with maintenance through discussion of MEL items that may affect the assigned
aircraft performance.
 Provide a dispatch release to all aircraft dispatched.
 Anticipate the requirements of all flight operated (Navigation Documents, Operations
Documents/ Manuals).
 Analysis of serviceability of airport, airways and navigational facilities.
 Ensure that all essential information is forwarded to the captain in a timely manner to ensure a
safe and efficient flight (crew briefing).

Event Review Board
OPERATIONS MANUAL VOL. A (ERB)
1.6 EVENT REVIEW BOARD (ERB)
The purpose of an ERB is to establish facts. Depending on its conclusions, the ERB may make
recommendations for procedural changes, or for further consideration and action by Flight Operations
and Training departments.
An event review board will be convened to carry out an inquiry into the following:

a. Any abnormal situation occurring during flight that interferes with normal operating procedures
but results in no damage to aircraft or injury to passengers or crew;

b. Any deviation from Standards operating procedures by the crew or any department in the
operation directorate that affects the safe or legal operation of a flight;
c. Review of any check or training syllabus that was not conducted in accordance with Standards
company policy. This may include a review of a failed check where the failure was due to
inappropriate items being checked;
d. Unprofessional conduct of a check airman/ instructor while performing his duties as a check
airman/ instructor;
e. Technical problems and malfunctions which have a significant impact on line operations,
procedures or pilot training;
f. Emergency landing;
g. Rejected take-off;
h. Reported ATC violation;
The structure of an ERB will be
Chairman: DO,
Members: DS,
Chief Pilot,
Fleet Chief Pilot - involved fleet,
Fleet Chief Pilot - other fleet.
Manager of Training
Manager of Flight Standard
Manager of Flight Operations Support
Flight Safety Officer
Other department Managers as necessary

Operations
OPERATIONS MANUAL VOL. A Directorate Staff
Contact Details.
1.7 OPERATIONS DIRECTORATE STAFF CONTACT DETAILS
Refer to OM Part A, Appendix 1.A.


VOL. A
CHAPTER 2
SUPERVISION

OPERATIONS MANUAL
OPERATIONAL CONTROL AND

OPERATIONAL CONTROL AND SUPERVISION Page : 1
CHAPTER 2: OPERATIONAL CONTROL AND SUPERVISION
2.1 OPERATIONAL SUPERVISION ................................................................................ 5

2.1.1 GENERAL ................................................................................................................... 5
2.1.2 AIRCRAFT FLEET ...................................................................................................... 6
2.1.3 FACILITIES ................................................................................................................. 6
2.1.4 COMMUNICATION ..................................................................................................... 7
2.1.4.1 COMMON LANGUAGES .......................................................................................... 7
2.1.4.2 COMMUNICATION SYSTEM. ................................................................................... 7

2.1.4.2.1 GENERAL ............................................................................................................... 7

2.1.4.2.2 CREW PORTAL – SABRE WEBSITE ......................................................................... 7
2.1.4.2.3 DISSEMINATION OF SAFETY-CRITICAL OPERATIONAL INFORMATION. ................. 8
2.1.5 FLIGHT CREW PRIORITIES ON ALL COMPANY’S FLIGHTS .................................. 9
2.1.6 GO-AROUND, DIVERSIONS AND OTHER DECISIONS BY FLIGHT CREW ........... 9
2.1.7 WILLFUL OR DELIBERATE VIOLATION OF STANDARDS OR PROCEDURES.... 10
2.1.8 COMPETENCE OF OPERATIONS PERSONNEL ................................................... 10
2.1.9 LICENSE AND QUALIFICATION VALIDITY ............................................................. 10
2.1.10 FLIGHT DUTY TIME AND REST REQUIREMENTS ................................................ 11
2.1.11 OPERATIONAL DOCUMENTATION ........................................................................ 11
2.1.11.1 GENERAL ............................................................................................................... 11
2.1.11.2 OPERATIONS MANUAL (OM) ................................................................................ 12
2.1.11.3 MANUALS AND DOCUMENTS LINKED TO OPERATIONS MANUAL (OM) ............... 12
2.1.11.3.1 BATIK AIR’s FCOM, QRH AND CHECKLISTS ........................................................ 12
2.1.11.3.2 BATIK AIR’s MINIMUM EQUIPMENT LIST (MEL) ............................................... 13
2.1.11.3.3 SAFETY EMERGENCY AND PROCEDURES MANUAL (SEP) .................................. 13
2.1.11.3.4 RUNWAY ANALYSIS MANUAL (RAM) ................................................................ 13
2.1.11.4 OTHER INTERNAL DOCUMENTS ............................................................................ 14
2.1.11.4.1 BATIK’s AIR OPERATIONS ADMINISTRATIVE MANUAL (OAM) .......................... 14
2.1.11.4.2 BATIK AIR’s FLIGHT ATTENDANT MANUAL (FAM)............................................. 14
2.1.11.4.3 BATIK AIR’s FLIGHT OPERATIONS OFFICER MANUAL (FOOM) .......................... 14
2.1.11.4.4 BATIK AIR’s AIRCREW GUIDANCE BOOK. .......................................................... 14
2.1.11.5 OTHER EXTERNAL DOCUMENTS ........................................................................... 14
2.1.12 SUBCONTRACTED AND OUTSOURCED ACTIVITIES .......................................... 15
2.1.13 OPERATIONS SCHEDULE ...................................................................................... 15
2.1.14 USE AND RETENTION OF OPERATIONAL DATA AND RECORDS ...................... 15
2.1.14.1 DOCUMENTS TO BE CARRIED ON BOARD THE AIRCRAFT ..................................... 15
2.1.14.1.1 AIRCRAFT DOCUMENTATION AND CERTIFICATES ............................................. 15
2.1.14.1.2 OPERATIONAL DOCUMENTATION .................................................................... 16
2.1.14.1.3 DOCUMENT USED FOR THE PREPARATION AND RELEASE OF THE FLIGHT ....... 16
2.1.14.1.4 GROUND HANDLING DOCUMENTS ................................................................... 16
2.1.14.1.5 FORMS .............................................................................................................. 16
2.1.14.1.6 REQUIREMENT TO COMPLETE ONBOARD LIBRARY CHECKLIST ........................ 17
2.1.14.2 INFORMATION TO BE RETAINED ON THE GROUND .............................................. 17
MAINTENANCE LOG ................................................................................................................. 18
2.1.14.4 VOYAGE REPORT ................................................................................................... 18
2.1.14.5 FLIGHT SERVICE REPORT (FLIGHT ATTENDANTS) .................................................. 19
2.1.14.6 SAFETY HAZARDS AND OCURRENCE REPORTS ...................................................... 19
2.1.14.7 USE OF FLIGHT DATA AND COCKPIT VOICE RECORDING ....................................... 19
2.1.14.8 ELECTRONIC DATABASE AND RECORDS ................................................................ 20
2.1.14.8.1 ELECTRONIC DATABASES .................................................................................. 20

2.1.14.8.2 ELECTRONIC DATABASES MANAGEMENT ......................................................... 20

2.2 DISSEMINATION OF OPERATIONAL INFORMATION .......................................... 21
2.2.1 GENERAL ................................................................................................................. 21
2.2.2 CLASSIFICATION OF OPERATIONAL INFORMATION .......................................... 21
2.2.2.1 OPERATIONAL NOTICES ........................................................................................ 21
2.2.2.2 COMPANY NOTAMS .............................................................................................. 22
2.2.2.3 NOTICE TO AIRMEN (NOTAMs) ............................................................................. 22
2.2.3 PUBLICATION AND DIFFUSION OF OPERATIONAL INFORMATION ................... 23
2.2.4 REQUIREMENTS TO READ NOTICES ................................................................... 24

2.2.4.1 FLIGHT CREWS ...................................................................................................... 24

2.2.4.2 FLIGHT ATTENDANTS ............................................................................................ 24
2.2.4.3 FLIGHT OPERATIONS OFFICERS ............................................................................. 24
2.3 OPERATIONAL CONTROL SYSTEM ..................................................................... 25
2.3.1 DEFINITIONS ........................................................................................................... 25
2.3.2 RESPONSIBILITY FOR OPERATIONAL CONTROL ............................................... 25
................................................................................................................................. 26
2.3.3.1 UNITS INVOLVED IN OPERATIONAL CONTROL ...................................................... 26
2.3.3.1.1 DISPATCH CENTER .............................................................................................. 26
2.3.3.1.2 LOCAL DISPATCH UNITS (“FLOPS”) ..................................................................... 26
2.3.3.1.3 SECONDARY STATIONS ....................................................................................... 26
2.3.3.1.4 OPERATIONAL CONTROL CENTER (OCC) ............................................................. 27
2.3.3.2 OPERATIONAL CONTROL COMMUNICATION ........................................................ 27
2.3.4 FLIGHT DISPATCH .................................................................................................. 28
2.3.4.1 GENERAL ............................................................................................................... 28
2.3.4.2 CENTRALIZED DISPATCH CONCEPT ....................................................................... 28
2.3.4.3 SHARING AND NON SHARING OF RESPONSIBILITIES BETWEEN PIC AND FOO ...... 28
2.3.5 COMMENCEMENT AND CONTINUATION OF THE FLIGHT .................................. 29
2.3.5.1 GENERAL ............................................................................................................... 29
2.3.5.2 CONTINUATION OF THE FLIGHT IN UNSAFE CONDITIONS .................................... 29
2.3.6 FLIGHT WATCH / FOLLOWING SYSTEM ............................................................... 29
2.3.6.1 GENERAL ............................................................................................................... 29
2.3.6.2 INFORMATION TO BE REPORTED BY THE PIC ........................................................ 29
2.3.6.3 INFORMATION TO BE PROVIDED TO THE PIC........................................................ 30
2.3.6.4 FLIGHT FOLLOWING (FOLLOW UP) ....................................................................... 30
2.3.6.5 FLIGHT FOLLOWING RADIOTELEPHONY RECOMMENDED PRACTICE. ................... 31
2.3.7 EMERGENCIES ....................................................................................................... 33
2.3.8 TYPHOON HANDLING PROCEDURES .................................................................. 33
2.3.8.1 GENERAL ............................................................................................................... 33
2.3.8.2 TYPHOON HANDLING PROCEDURES CHART ......................................................... 34
2.4 CERTIFICATION AND SURVEILLANCE BY THE AUTHORITY ............................ 36
2.4.1 AIR OPERATOR CERTIFICATE .............................................................................. 36
2.4.1.1 GENERAL ............................................................................................................... 36
2.4.1.2 VALIDITY OF THE AOC ........................................................................................... 36
2.4.1.2.1 VALIDITY AND RENEWAL OF THE AOC ................................................................ 36
2.4.1.2.2 SUSPENSION, REVOKATION, TERMINATION OF THE AOC ................................... 36
2.4.1.2.3 RECENCY OF OPERATIONS .................................................................................. 36
2.4.1.3 AMENDMENTS TO THE AOC AND OPSPECS .......................................................... 36
2.4.1.4 CHANGE OF ADDRESS ........................................................................................... 37
2.4.1.5 AVAILABILITY OF THE AOC AND OPSPECS ............................................................. 37
2.4.2 INSPECTION AUTHORITY ...................................................................................... 37
2.4.2.1 DGCA INSPECTION ................................................................................................ 37

2.4.2.2 DGCA VISIT TO THE FLIGHT DECK .......................................................................... 37

2.4.2.3 RAMP INSPECTIONS .............................................................................................. 37
2.5 LEASING ................................................................................................................. 38
2.5.1 DEFINITIONS ........................................................................................................... 38
2.5.2 APPROVAL BY DGCA ............................................................................................. 38
2.5.3 OPERATIONS OF FOREIGN REGISTERED AIRCRAFT ........................................ 38
2.5.4 EQUIPMENT INTERCHANGE AGREEMENT ........................................................ 39




Operational
OPERATIONS MANUAL VOL. A Supervision
2.1 OPERATIONAL SUPERVISION
2.1.1 GENERAL
Under the authority of the President Director, the Operations Director is responsible for the overall
supervision of flight operations. He coordinates and supervises all Operations Directorate’s personnel
and activities.
This supervision is achieved by:

• Putting in place an organizational structure suitable to the scale and the scope of the operations;
• Defining the functions and the responsibilities within this organization;
• Ensuring that delegation authority and deputation rules are defined to maintain continuous
supervision of the operations in the absence of managers;
• Ensuring that sufficient infrastructure, resources and communication means are available for
allowing the management and the staff to efficiently perform their duties;
• Ensuring efficient communication and interfacing between the Operations Directorate’s units,
as well as with other units inside or outside the Company;
• Defining in the Operations Manual (OM)the Company’s operational policies and procedures, in
compliance with the regulatory requirements, the content of the issued Air Operator Certificate
(AOC), and its associated Operations Specifications;
• Setting up standard procedures and instructions for all types of operations both on ground and
in flight, which define duty for ground staff and crewmembers;
• Establishing Standard Operating Procedures (SOP) and checklists to be used by crewmembers
under Normal, Abnormal and Emergency situations;
• Ensuring that Company’s aircraft are operated within the approved limitations contained in its
Airplane Flight Manual (AFM), and in accordance with the terms of the Certificates of
Airworthiness;
• Ensuring that the aircraft are operated in accordance with the Operations Manual (OM) and
approved Minimum Equipment List (MEL);
• Ensuring that Operations Directorate’s staff, managers and crewmembers are trained on the
procedures, instructions and checklists associated to their tasks;
• Ensuring the license and qualification validity of the crewmembers and where applicable
operational staff, and the competence of all operational staff;
• Monitoring flight time, duty time and rest period of each crewmember and thus ensuring their
compliance with regulatory requirements;
• Issuing additional operational information and information when needed;
• Checking and analyzing flight, pilots and flight attendants reports as well as passenger
complaints;
• Storing these records and reports during the statutory periods;
• Putting in place an Operational Control System (OCS) to supervise and manage all operational
daily events in respect of the safety, the efficiency of the operations and the satisfaction of the
passengers.

Operational
2.1.2 AIRCRAFT FLEET
BATIK AIR currently operates a fleet composed of the following aircraft types:
• Boeing B737-900ER, B737-800 (“B737 NG”, two turbine engines);

• Airbus A320 (two turbines engines).
The exhaustive list of aircraft operated by BATIK AIR along with their approved configuration is to be
found in ACL, Section A3.All these aircraft are type certificated in Indonesia according to the

requirements set forth in CASR Part 25, comply with special airworthiness and equipment requirements
CASR 121 Subparts J and K, and have successfully undergone aircraft proving tests to the satisfaction

of the DGCA.
2.1.3 FACILITIES
BATIK AIR provides (or ensures, in case of contracted activities) the existence of the necessary facilities,
workspace, equipment and supporting services, as well as work environment, to satisfy operational
safety and security requirements, taking into account the following considerations:
• Building, workspaces and associated utilities

• Facilities for people in the organization
• Support equipment, including tools, hardware and software
• Support services, including transportation and communication.
• Suitable work environment satisfies human and physical factors and considers:
• Safety rules and guidance, including the use of protective equipment.
• Workplace location (s)
• Workplace temperature, humidity, light, air flow.
• Cleanliness, noise or pollution.
The following main facilities are used to support activities of the Operations Directorate:
UNITS LOCATION
Lion Group Operation Center Building
Jl. Marsekal Suryadarma Kel. Selapajang Jaya,
Crew Scheduling
Kec. Neglasari Kota Tangerang – Banten
Indonesia, 15127
CGK SOEKARNO-HATTA INTL. AIRPORT
Dispatch Center Terminal 1C Service area
Tangerang Banten, Indonesia
CGK SOEKARNO-HATTA INTL. AIRPORT
Operational Control Center Terminal 1C Service area
LION CITY
Others / Main offices / Operations Director office Office Building B, 2nd floor
Balaraja, Tangerang, Indonesia

Operational
2.1.4 COMMUNICATION
2.1.4.1 COMMON LANGUAGES
Operations Directorate designates both “English” and “Bahasa Indonesia” as common languages for the
purpose of communicating throughout the Operations Directorate.
All Operations Directorate manuals, documents and communication supports are issued and distributed
in English or in bilingual English / Bahasa Indonesia. For all other documents, BATIK AIR ensures it is

available in English when non-Indonesian nationals (e.g. expatriate pilots) are part of the personnel to

which it is intended.
English language is used for Standard Callouts between Flight crew on the flight deck, and between
Cabin crew and Flight crews and among Cabin crew during line operations. Indonesian and English
Language are used interchangeably during crew training and evaluation process.
2.1.4.2 COMMUNICATION SYSTEM.
2.1.4.2.1 GENERAL
The following methods and means of communication are used throughout the Operations Directorate to
ensure operational supervision:
• E-mails / Operations Mailing List;

• CREWNET website;
• Short Message Text/SMS Broadcast;
• Meetings and Briefing;
• Publication of Operational Manuals and documents;
• Telephone and Facsimile;
• Training;
• Reporting.
2.1.4.2.2 CREW PORTAL – CREWNET WEBSITE
SABRE is a website dedicated to crew members only (pilots and flight attendants) which could be
reached via public internet access:
http://emergo5.sabre.com
SABRE supports the diffusion of the following information to crew:
 Training resources;
 Schedule roster over a two-week period;
 Information regarding scheduled flights.
SABRE also provides each flight crew with access to his company emails.
SABRE website is therefore a privileged means for day-to-day communication between crewmembers
and the Company.

Operational
2.1.4.2.3 DISSEMINATION OF SAFETY-CRITICAL OPERATIONAL INFORMATION.
Safety-critical operational information such as Airworthiness directives, manufacturer bulletins, Flight

crew bulletins or directives and NOTAM are handled and disseminated as follows:
Information Handled/disseminated by Receipant

AD (Airworthiness Engineering Department will handle Technical safety pilot will
Directives) and AD and in respect to that, issue disseminate Notice to
manufacturer bulletins Engineering information to related appropriate personnel within
departments. and external flight operations

organization.

Flight crew bulletins or Fleet managers Pilot and other related
directives. department.
NOTAMs Flight operations Officer Pilot, Flight Operations Officer.
Dissemination of Safety-Critical Operational Information process
Airworthiness Flight Crew Bulletins or

NOTAMs
Directives directives
(Ads)
Manufacturer Bulletins
Engineering Department
Flight Operations Officer
issue Engineering Fleet Manager Disseminates
Disseminates
Information
Technical Safety Pilot Distribute appropriate notice

Disseminates to Pilot and other FOO.
Distribute internal circular by email and issue appropriate

notice and/or circular to personnel concerned
In order to ensure effective communication, circular shall

be acknowledged by signature of pilot on Batik Air
communication system.

Operational
2.1.5 FLIGHT CREW PRIORITIES ON ALL COMPANY’S FLIGHTS
PRIORITY #1: SAFETY
Protection of the passengers, of the crew, of the airplane and its equipment, from harm and hazards is
the top level priority for all flight crews. Pilots may not take actions which cause avoidable risk, exposure
to hazards or avoidable deviation from established procedures.

Controlled Flight into Terrain remains a primary cause of airline accidents. Vigilance, situational
awareness, compliance with procedures, and continuous application of discipline with regard to

minimum flight altitudes are the main ingredients to be applied by all BATIK AIR pilots in prevention of
CFIT accidents.
It is the responsibility of individual crew member to always comply with all applicable laws, regulations
and procedures in all locations where operations are conducted.
PRORITY #2: RELIABILITY (REGULARITY)
The reliability of flight operation which includes timely maintenance action is the second priority of flight
crew.
PRIORITY #3: PASSENGERS COMFORT
The discharge of reasonable effort to maintain passenger comfort is the third priority of all crews. Pilots
have indirect, but important influence in the provision of passenger comfort through the delivery of:
• Smooth flight;
• Timely information;
• And “on schedule” performance.
PRORITY #4: ECONOMY
The relegation of economy to the fourth priority does not devalue its importance. If the first, second and
third priority are achieved without disruption, reasonable economy will be the normal outcome.
The objective of economy, provided proper airline planning has been accomplished, will generally be in
harmony with the first three priorities. When a choice has to be made that may affect the economical
outcome, the first three priorities take precedence in the order listed (i.e. safety, reliability, passengers
comfort).
2.1.6 GO-AROUND, DIVERSIONS AND OTHER DECISIONS BY FLIGHT CREW
Flight Crew will always be supported by BATIK AIR management in their reasonable decisions and
actions, based on information available to them at the time, their experience, the exercise of prudent
judgment in the interest of safety, including the decision to go around or divert to an alternate airport.

Operational
2.1.7 WILLFUL OR DELIBERATE VIOLATION OF STANDARDS OR PROCEDURES
Operations standards and procedures are formulated and implemented to ensure safe conduct of flight
operations and compliance with statutory and regulatory requirements. No personnel shall intentionally
deviate from or violate any prescribed operation standards or procedures unless safety considerations
dictate otherwise.
All infringements will be investigated by Chief Flight Operations Safety and his team, and judged by the
Operation Review Board for suitability under circumstances in which such violation was committed by

the person’s involved. Refer to SMSM (Safety Management System Manual).

2.1.8 COMPETENCE OF OPERATIONS PERSONNEL
In order to maintain an efficient and effective supervision of its operations, BATIK AIR ensures all
Operations Directorate’s demonstrate a satisfactory level of competence, skills and proficiency, in
correlation with his responsibilities and duties. This achieved by:
• Defining, for each supervisory position within the Operations Directorate, the required minimum
education background, the minimum experience, as well as competences and skills (hard and
soft skills) to be demonstrated to hold the corresponding position. Those are detailed in the Job
Specifications contained in the OAM.
• Defining training and checking program for flight crew, flight attendants and FOO, as detailed in
OM Part A, Chapter 5 and OM Part D;
• Monitoring the validity of the licenses and qualifications (refer to paragraph §2.1.7 of this
chapter);
• Ensuring that all Operations Directorate staff (including ground staff) receive training for the
purpose of introducing Company’s policies and procedures (e.g. basic indoctrination training for
new employees), communicating on new policies and procedures (e.g. new system, new
aircraft), and disseminating information on new technologies.
2.1.9 LICENSE AND QUALIFICATION VALIDITY
Minimum crew / FOO licenses and qualifications that must be complied with are detailed in OM Part A,
Chapter 5.
There are two different sources for crew personal details. Where one is in a paper-based format (referred
to as “Crew Dossier”), the other relies on an electronic database, known as BATIK AIR Integrated
Personnel Database (BA-IPD).
After completion of training, checking, medical examination, etc. associated records, proof of
attendance, certificates, etc. are transmitted to Operations Administration section such as both Crew
dossier and BA-IPD could be updated.
BA-IPD then automatically synchronizes with SABRE system (used for the purpose of crew scheduling)
on four items (namely, type recurrent / pilot proficiency check, New English Proficiency, medical
examination and passport) such as to have the most current data and information. When any one of
those items in BA-IPD is not valid the schedule cannot be produced.
Detailed procedures on Crewmember training and qualification record keeping and retention period
can be found in OAM.

Operational
For FOO, the validity of licenses is monitored by Chief Dispatcher. Detailed procedures on Flight
Operations Officer Training and Qualification record keeping and retention period can be found in the
OAM.
2.1.10 FLIGHT DUTY TIME AND REST REQUIREMENTS
Rules relative to maximum Flight Duty Time and minimum Rest that must be complied with within BATIK
AIR are detailed in OM Part A, Chapter 7.

Operational supervision with regards to Flight Duty Time Limitations and rest requirements is ensured
by the following means:

• Use of SABRE system for the implementation of Flight Duty Time Limitations and Rest scheme.
SABRE system is configured as to provide automatic warning when schedule making does not
meet Flight Duty Time limitations and rest requirements;
• Consideration given by Operational Control Center to Flight Time / Flight Duty Time limitations
when making any decision to delay, consolidate or cancel a flight;
• Report by Pilot-in-Command and/or concerned crew member, as applicable, of any irregularities
or exceedance to Chief Pilot / Chief FA / Crew scheduling section;
• Periodical monitoring by Chief Fleet Pilots and Chief FA Assistant for Daily Operations of the
overall balance in flight crew rosters, of efficiency in crew utilization in relation to the flying
program, and of the overall compliance with flight duty time and rest requirements;
• Support from the Chief Pilot and Chief FA / Flight Attendant Manager in optimizing crew
rostering and scheduling methods in support to the scheduling section.
2.1.11 OPERATIONAL DOCUMENTATION
2.1.11.1 GENERAL
The Operations Directorate has to prepare and maintain different documents, internal to the Company
but also external documents from outside the Company.
BATIK AIR ensures that all manuals, checklists and documents used in the conduct or support of flight
operations:
• Contain legible and accurate information;

• Are designed based on Human Factors Principles;
• Are written in language(s) understood by Operations Directorate personnel;
• Are presented in a format that meets the needs of flight operation personnel;
• Where required, are accepted or approved by the Authority.
All the manuals listed below must be deemed to form part of the BATIK AIR Operations Directorate
documentation and must be issued to the appropriate personnel according to respective distribution
lists.

Operational
2.1.11.2 OPERATIONS MANUAL (OM)
The Operations Manual (OM) is the LEVEL-1 document within the Operations Directorate. It is
developed and revised by the Operations Directorate and, is composed of four (3) parts as follows:
• PART A GENERAL
• PART B AIRCRAFT OPERATING INFORMATION
• PART C AREAS OF OPERATIONS, ROUTES AND AERODROME

2.1.11.3 MANUALS AND DOCUMENTS LINKED TO OPERATIONS MANUAL (OM)

In order to ease the management of the content of the Operations Manual, some information that is part
of required / necessary content of the BATIK AIR Operations Manual is included in separate documents
and manuals. These could either be internal manuals developed or adapted by BATIK AIR, or external
manual, as provided by external organization or companies (e.g. aircraft manufacturer).
The list of manuals and documents associated to OM Part A is the following:
• Air Operator Certificate (AOC) from DGCA;

• Operations Specifications (OpSpec) and Authorization, Condition and Limitation (ACL) from
DGCA;
• Jeppesen Airway Manual Text Supplements.
The list of manuals and documents associated to OM Part B, for each aircraft type, is detailed in OM
Part B, Chapter Organization of The Manual OM Part B
The list of manuals and documents associated to OM Part C is the following:
• Jeppesen Airway Manual including Text Supplements, en-route, terminal and airports charts.
The list of manuals and documents associated to OM Part D is the following:
• BATIK AIR Operations Manual D (OMD).
IMPORTANT NOTE:
The content of all manuals declared as being linked to the BATIK AIR‘s Operations Manual will be
considered as integral part of the controlled content of this manual.
The documents described in the following paragraphs are BATIK AIR internally developed documents
linked to Operations Manual.
2.1.11.3.1 BATIK AIR’s FCOM, QRH AND CHECKLISTS
For each aircraft type, BATIK AIR develops its own Flight Crew Operating Manual (FCOM), QRH and
associated checklists on the basis of the corresponding aircraft type manufacturer provided
documentation (AFM, FCOM, QRH, and to a more limited extend FCTM). All BATIK AIR Standard
Operating Procedures (SOP) are therefore published in the BATIK AIR’s FCOM and QRH for the
considered type.
It is BATIK AIR policy to stick to manufacturer’s recommended procedures and checklists to the greater
possible extent. However, where manufacturer’s provided documentation is considered as not detailed
enough, where some further guidance and/or explanation is found to be necessary, and

Operational
where minor adaptations of the manufacturer’s recommended procedures is considered necessary for
the purpose of complying with BATIK AIR own operational policies and/or for promoting higher
standardization between the different fleets, BATIK AIR may bring the necessary adaptions in its own
Flight Crew Operating Manual / QRH for the corresponding type.
The necessary level of “customization” may differ between types from different aircraft manufacturers.
In all cases, before proceeding to any change in manufacturer’s recommended procedures, BATIK AIR
will consult the aircraft manufacturer and seek for no technical / operational objection.
2.1.11.3.2 BATIK AIR’s MINIMUM EQUIPMENT LIST (MEL)

For each aircraft type, BATIK AIR develops its own Minimum Equipment List from the certified

manufacturer’s Master Minimum Equipment List (MMEL), taking into account all applicable (local)
regulations, and the type of operations for which the Company is approved. The MEL published by
BATIK AIR also included CDL items as provided in the Aircraft Flight Manual (AFM).
2.1.11.3.3 SAFETY EMERGENCY AND PROCEDURES MANUAL (SEP)
The Safety Emergency and Procedures (SEP) manual is a manual intended to both Flight crews and
Flight attendants. It includes all information, description, instructions and procedures relative to the use
of safety, emergency and survival equipment (required to be) onboard the different types of aircraft
operated by BATIK AIR. It also includes all procedures relative to crewmembers emergency and
evacuation procedures, and, the procedures for coordination between flight crews and flight attendants
in such cases.
Batik Air designates Bahasa Indonesia’ and English’ as common language in the communication system
throughout its organization. This manual is written in English language except specifically stated in the
manual.
English language is used for Standard/Emergency Callouts between Flight crew and Flight Attendant
and among Flight Attendant during line operations. Bahasa Indonesia and English are used
interchangeably during crew training and evaluation process.
The purpose of the SEP is to establish emergency procedures, guidelines for passenger safety, security
and to enhance customer service. Distribution of this manual will be made to the Directorate General
Civil Aviation, and to each Batik Air aircraft.
SEP is onboard the aircraft and located in the luggage bins R/H (near the emergency equipment) for
the conduct of cabin operations and to provide for immediate access by each cabin crew member.
The Chief Flight Standard and Training is responsible for the up-dating of the manual under the authority
of the Operations Director. Prior to beginning a flight or a series of flights the Flight Attendants when on
board the aircraft will check the SEP to ensure that the manual are up to date, clean and marked.
It is developed by BATIK AIR Operations Directorate based on information provided as part of the
aircraft/equipment manufacturers documentation (e.g. CCOM, FCOM), BATIK AIR own policies and all
applicable regulations.
2.1.11.3.4 RUNWAY ANALYSIS MANUAL (RAM)
For each airports from which it operates, and for each aircraft type it operates, BATIK AIR performs
specific take-off and landing performance studies, in order to determine the maximum take-off / landing
weight in different configurations and environmental conditions, taking into account specific
airport/runway data and obstacles to be taken into account for the purpose of meeting take-off
performance limitations regulatory requirements.

Operational
2.1.11.4 OTHER INTERNAL DOCUMENTS
The following manuals and documents are considered as LEVEL-2 documents. They are developed
and revised by the Operations Directorate, to provide specific categories of personnel with more specific,
practical, and/or detailed information and procedures. This includes:
IMPORTANT NOTE:
The content of all Level 2 documents managed within Operations Directorate must never conflict with
the content of the Operations Manual.

2.1.11.4.1 BATIK’s AIR OPERATIONS ADMINISTRATIVE MANUAL (OAM)
The Operations Administrative Manual (OAM) details the management, administrative, and operational
procedures (other than flight procedures) in place within Operations Directorate. It also includes detailed
job specification for all categories of personnel within Operations Directorate, regardless of their
establishment level within the directorate.
2.1.11.4.2 BATIK AIR’s FLIGHT ATTENDANT MANUAL (FAM)
The Flight Attendant Manual (FAM) regroups in a single document consist of all information required
and necessary for Flight Attendants to perform their duties onboard BATIK AIR aircraft. This manual
therefore reproduces and, where necessary, further details of flight attendants related or specific
information from the Operations Manual Part A and from the SEP manual.
2.1.11.4.3 BATIK AIR’s FLIGHT OPERATIONS OFFICER MANUAL (FOOM)
The Flight Operations Officer Manual (FOOM) regroups in a single document all information required
and necessary for Flight Operations Officers to perform their duties. This manual further details the
procedure, methods, and tools to be used by FOOs for the purpose of preparing and dispatching a flight,
in accordance with general procedures and policies defined in the Operations Manual.
2.1.11.4.4 BATIK AIR’s AIRCREW GUIDANCE BOOK.
AIRCREW GUIDANCE BOOK (formerly known as BUKU SIKAP) is developed to provide flight crews
and flight attendants with further guidance regarding administrative procedures, crew career
development, conduct and behavior, etc.
2.1.11.5 OTHER EXTERNAL DOCUMENTS
The following external manuals and documents are also used within the Operations Directorate, either
as guidance to develop BATIK AIR’s own internal manuals, and / or as source of additional information,
and/or as source of official / approved data:
• Airplane Flight Manual (AFM) from the aircraft manufacturer;
• Master Minimum Equipment List(MMEL) from the aircraft manufacturer;
• Configuration Deviation List (CDL) from the aircraft manufacturer;
• Flight Crew Operating Manual (FCOM) from the aircraft manufacturer;
• Flight Crew Training Manual (FCTM) from the aircraft manufacturer;
• Flight Planning and Performance Manual (FPPM) (Boeing fleets);
• Cabin Crew Operating Manual (CCOM) from the aircraft manufacturer;
• Dangerous Goods Regulation from IATA;
• Civil Aviation Safety Regulations (CASR) from DGCA;

Operational
• Advisory Circulars (AC) from DGCA;

• DGCA Airworthiness Directives;
• Ministerial Decrees from Ministry of Transportation of the Republic of Indonesia;
• Ministerial Decrees from Ministry of Communication and Information of the Republic of
Indonesia;
• ICAO documents, guides and manuals, including, but not limited to, ICAO annexes to the
Chicago convention;

• Aeronautical Information Publications (AIP) including NOTAMs from each country in which
operations are conducted.

• Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481).
2.1.12 SUBCONTRACTED AND OUTSOURCED ACTIVITIES
BATIK AIR Operations Directorate may decide to subcontract (i.e. outsource) some of its operational
functions to an external service provider.
When using external service provider, the ultimate responsibility for ensuring that the contractor / service
provider complies with all applicable regulatory requirements as well as with all standards and policies
defined by BATIK AIR, remains with BATIK AIR.
For this purpose, when contracting or outsourcing activities to a third-party, Operations Directorate
management must ensure that clear, detailed, and measurable specifications are defined and formalized
in a legal contract / service level agreement established between BATIK AIR and the third-party
company.
Regular and periodic audit, surveillance and inspection conducted by BATIK AIR will ensure those
specifications are met by the contractor / service provider.
For flight operations control, audit, and supervision refer to OAM App. D 1.4 and for ground handling
refer to GOM 1.2.9.4 CONTROL OF GROUND HANDLING & CARGO OPERATIONS SUPPLIERS.
2.1.13 OPERATIONS SCHEDULE

When establishing flight operations schedules, BATIK AIR Operations Directorate ensures that sufficient
time is provided for the proper servicing of aircraft at intermediate stops, and considers the en route
prevailing wind conditions and the cruising speed of the type of aircraft used.
2.1.14 USE AND RETENTION OF OPERATIONAL DATA AND RECORDS
2.1.14.1 DOCUMENTS TO BE CARRIED ON BOARD THE AIRCRAFT
It must be ensured by the First Officer during cockpit check for the first flight of the day, at crew change
and after the aircraft has left unattended, that the following documents are carried onboard and, where
applicable are current and up-to-date. Any discrepancy must be reported to the Pilot in Command.
2.1.14.1.1 AIRCRAFT DOCUMENTATION AND CERTIFICATES

• Aircraft Flight Manual (AFM)
• The original Certificate of Registration;
• The original Certificate of Airworthiness;
• The original aircraft Noise Certificate;
• A (certified true) hard copy of the Air Operator Certificate and attached Ops Specs;
• A true copy of ACL;

Operational
• The original aircraft Radio License;

• A hard copy of the third-party liability Insurance Certificate(s);
• The Aircraft Flight and Maintenance Log (AFML) and Cabin Maintenance Log;
• Fuel carnet (charter);
• W&B and CG booklet;
• Dent and Buckle Chart;
• Emergency Response Guidance for Aircraft Incidents Involving Dangerous Goods (Doc 9481).
Dry Operating Weight and Index

•
• Aircraft Aeronautical Station License

• Copy of aircraft insurance
2.1.14.1.2 OPERATIONAL DOCUMENTATION

• A hard copy of the Operations Manual (OM) Part A / B / C;
A hard copy of each of component manuals to OM Part B for the considered aircraft type, as detailed in
OM Part B, Chapter Organization of The Manual OM Part B;
• Jeppesen Airway Manual(including Jeppesen text supplement) for the area of operations;
• Company Airport Briefing Booklets
• Checklists plastic cards: Normal Checklist card, RNP-AR Crew Briefing Card, ALAR Checklist
Card, RVSM / RNP-10 Checklist Card.
2.1.14.1.3 DOCUMENT USED FOR THE PREPARATION AND RELEASE OF THE FLIGHT
• A copy of the Flight Dispatch Release form;
• A copy of the Operational Flight Plan (OFP);
• A copy of the filed ATS Flight Plan (if details not already provided in the OFP);
• All appropriate NOTAM and other temporary aeronautical information;
• All appropriate meteorological information;
• A copy of the completed load sheet (i.e. load manifest).
• Crew Document;
Each flight crew shall carry:
- Valid flight crew license with appropriate ratings for the purpose of the flight.
- Valid medical certificate.
- Valid passport with appropriate visas.
- Certificates of vaccination (if applicable).
- Valid Crew ID.
- Valid SEP certificate.
- Training Record card
2.1.14.1.4 GROUND HANDLING DOCUMENTS
• Notification of special categories of passenger(s), if any;
• Notification of special loads / dangerous goods(NOTOC), if any;
• General Declaration, cargo, and passenger manifests, as required by local regulations;
2.1.14.1.5 FORMS
• Voyage Report form;
• Flight Service Report form;
BA-OPS-01-001 Rev : 02 / Issued : 03 31 Jan 2018

Operational
• AIREP form;
• A-SHOR form;
• PAIDUR form.
2.1.14.1.6 REQUIREMENT TO COMPLETE ONBOARD LIBRARY CHECKLIST
When arriving at the aircraft for the first flight of each flight duty schedule on a daily basis, flight crews
and flight attendant must check for completeness and currency of the aircraft onboard library, using the

dedicated checklist form (refer to sample checklists provided in OM Part A, Appendix 2.A.

This checklist is to be signed by the PIC and returned at the conclusion of the flight for delivery to
Operations Engineering for document status monitoring.
In case part of the library is missing, or in a condition that makes it unusable or outdated, need for urgent
replacement actions must be reported to local dispatch unit (“FLOPS”) / Station Manager office and to Chief
Pilot office prior to departure to ensure regulatory compliance and safety.
To avoid undue delay at out stations, flight crews are to seek assistance through the respective local dispatch
unit (“FLOPS”) / Station Manager office to obtain the replacement document direct from BATIK AIR airport
offices or via download or email service for printing.
2.1.14.2 INFORMATION TO BE RETAINED ON THE GROUND

The following documents are to be retained on ground at the departure station for at least the duration
of the flight:
• A signed copy of the Flight Dispatch Release;

• A signed copy of Passenger Manifest
• A signed copy of the Operational Flight Plan;
• A signed copy of the filed ATS Flight Plan (if details not already provided in the OFP);
• All appropriate NOTAM and other temporary aeronautical information, as provided to crew;
• All appropriate meteorological information, as provided to crew;
• A signed copy of the completed load sheet (i.e. load manifest);
• Copies of the relevant parts of the AFML;
• Notification of special categories of passenger(s), if any
• Notification of special loads / dangerous goods (NOTOC), if any.
The following documents are to be retained by the Company for minimum period of three (3) months,
after completion of the flight:
• A signed copy of the Flight Dispatch Release;

• A signed copy of Passenger Manifest
• A signed copy of the Operational Flight Plan;
• A signed copy of the filed ATS Flight Plan (if details not already provided in the OFP);
• All appropriate NOTAM and other temporary aeronautical information, as provided to crew;
• All appropriate meteorological information, as provided to crew;
• A signed copy of the completed load sheet (i.e. load manifest);

Operational
• Copies of the relevant parts of the AFML;

• The completed signed Voyage Report;
• Notification of special categories of passenger(s), if any;
• Notification of special loads / dangerous goods (NOTOC), if any.

MAINTENANCE LOG

The Aircraft Flight and Maintenance Log (AFML) (resp. Cabin Maintenance Log) is the link between

flight crew (resp. Flight Attendants) and maintenance. It allows the supervision of the aircraft technical
status and of the performed repairs.
Before the flight, the Pilot in Command (resp. Purser/FA-1) ensure all information in AFML is legible, up
to date, cannot be erased and provide each correction is identifiable an error remain legible is correctible.
PIC must examine the AFML (resp. Cabin Maintenance Log) to enquire about the technical status of the
aircraft. Signing of the AFML by the Pilot in Command implies he has found that the aircraft is in airworthy
condition for the intended operations.
After each sector, the Pilot in Command (resp. Purser/FA-1) must ensure that the AFML (resp.Cabin
Maintenance Log) is duly completed with sign and license number attached, all discrepancies and
mechanical irregularities such as unusual vibration, noises etc, noted during and where applicable,
snags entered in the Cabin Maintenance Log, which are airworthiness items, must be transferred by the
Flight Crew into the AFML. If there are no defects, “NIL” must be annotated in the first column of the
discrepancy or "AS PER DMI" for aircraft with any DMI. In addition, and where possible, the PIC must
debrief maintenance personnel directly regarding reported aircraft defects.
Note: where possible, for any unusual irregularities the PIC shall consult the Chief Pilot.
It is important that descriptions of defects are clear and accurate. All entry in the AFML shall be in black
or blue indelible ink and legible. This helps in trouble-shooting, and proper classification for MEL
purposes. Units should be written clearly in BLOCK LETTERS with decimal points in the proper place
so that there is no doubt of the quantity reported. If an error is made, a line will be drawn through the
entry and a new entry shall be made. Erasures are not allowed. The user shall append their signature
next to the cancelled entry.
A detailed description of the respective AFML form for B737-900ER and A320 fleet and associated filling
instructions can be found in OM Part A, Appendix 2.B.
A description of the Cabin Maintenance Log form can be found in OM Part A, Appendix 2.C
2.1.14.4 VOYAGE REPORT
In order to retrieve all necessary information necessary to ensure supervision of flight operations (e.g.
recording of crew flight hours), the Pilot in Command must ensure that a Voyage Report is completed
after each sector. The PIC must coordinate with Purser/FA-1 about the content of the voyage report as
far as in-flight service and cabin operations are concerned. Both PIC and Purser/FA-1 must sign the
Voyage Report form.
Any irregularity or trouble must be reported in the Voyage Report. In this case, the PIC must also ensure
that Chief Pilot / Fleet Chief Pilot and, when necessary, Chief FA or Chief FA Assistant for Daily
Operations, are also advised at the earliest opportunity of the content of the reported irregularity or
trouble (email, phone, facsimile).
A sample Voyage Report form, associated filling instructions, and IATA delay codes to be used, are
provided in OM Part A, Appendix 2.D.

Operational
2.1.14.5 FLIGHT SERVICE REPORT (FLIGHT ATTENDANTS)
After the flight, the Purser/FA-1 must ensure that an In-flight Service Report is filled for any deficiencies
or irregularity relative to in-flight service, commercial, catering, etc.
A sample Flight Service Report form is provided in OM Part A, Appendix 2.E.
2.1.14.6 SAFETY HAZARDS AND OCURRENCE REPORTS

The Pilot in Command must report the occurrences that have or may have a safety impact on the

operations, by filling an A-SHOR (standing for Air operations - Safety Hazards and Occurrence Report).
In addition, all BATIK AIR employees, as well as Company contractor’s employees, customers and other
stake holders, are also encouraged to report any error or hazards that may lead to incidents or accidents,
by filling a SHOR.
For more detailed information, refer to OM Part A, Chapter 11.
2.1.14.7 USE OF FLIGHT DATA AND COCKPIT VOICE RECORDING
Recording systems installed on the aircraft are designed to continuously retrieve data and voice
information during flight. These systems include ‘data’ devices such as the Flight Data Recorder (FDR)
and Quick / Digital Access Recorder (QAR/DAR) and ‘voice’ devices such as the Cockpit Voice Recorder
(CVR).
No person from outside the Company will obtain access to the recorded data unless the written
authorization of the President Director is received.
The data recorded is highly confidential and will not be used for purposes other than for the safety
investigation of accidents or incidents subject to mandatory reporting.
The Approved Maintenance Organization under CASR 145, BATAM AERO TECHNICS, and a LION
GROUP subsidiary, who performs the line maintenance on BATIK AIR’s fleet is responsible for the
installation and removal of the recorders.
In order to preserve data in the case of an accident or serious incident, the FDR and CVR are not to be
switched off or erased by any crew member or other personnel without the express permission of the
Operations Director. This prohibition includes the disabling of these systems by tripping circuit breakers.
Following an accident or an incident that is subject to mandatory reporting or whenever the DGCA /
NTSC so directs, the flight and cockpit voice recorders (FDR, CVR, and, if installed, QAR) will be
downloaded.
Recording System may be used by the Authority to assist in the investigation of an accident or significant
incident in accordance with ICAO Annex 13 rules. Such action may be taken by the Authority either with
or without the consent of the Company.
In the event of the above, the PIC will be given notification by the SSQ Directorate.
Also refer to OM Part A, Chapter 3.2.4 - “Flight Data Analysis Program”

Operational
2.1.14.8 ELECTRONIC DATABASE AND RECORDS
2.1.14.8.1 ELECTRONIC DATABASES
The following databases are managed and maintained by the BATIK AIR Operations Directorate:
• SABRE System database, which includes, but is not limited to:

 Crew Schedules;

 Crew Personal Details & Medical Examinations;

 Aircraft type and registration;
 Aircraft Rotations;
 Movement Messages;
• BATIK AIR Integrated Personnel Database (BA-IPD);
• Short message service (SMS) / SMS broadcast;
2.1.14.8.2 ELECTRONIC DATABASES MANAGEMENT
Electronic databases used by Operations Directorate are stored in the Company servers in the IT
department. The server is placed in a secure and fire proof location.
To prevent any loss of records, Operations Directorate’s electronic databases are backed up
automatically every 24 hours, in case of application error or other unforeseen circumstances, the
database can be restored within 30 minutes into its last state.
Every electronic database used by the Operations Directorate is kept operational for a minimum period
of three years, after which the database is removed and saved on another server as an electronic
archive.

Dissemination of
OPERATIONS MANUAL VOL. A Operational
Information
2.2 DISSEMINATION OF OPERATIONAL INFORMATION
2.2.1 GENERAL
Operational information is information that is related to Company policy and/or information regarding all
aspect of safety, flight operations, dispatch, technical, and ground support. BATIK AIR ensures that is
notifies its operations personnel of each change in Company policies, in equipment and operating
procedures, in the use of navigation aids, airports, in air traffic control procedures and regulations, in

local airport traffic control rules, etc.

Operational information is issued by Operational Directorate or SSQ Directorate based on all available
information including, but not limited to Company NOTAMs, DGCA directives and bulletins, aircraft
manufacturers bulletins, temporary or supplementary Aeronautical Information, outcomes of safety
analyses, reaction to a safety problem, etc.
Therefore, operations personnel are to comply with all notices and instructions as applicable, as the
authority of operational information supersedes all other published material.
2.2.2 CLASSIFICATION OF OPERATIONAL INFORMATION
2.2.2.1 OPERATIONAL NOTICES
Operational notices are issued from time to time to address procedural changes to Company policy.
• If of temporary nature, Operational Notices remain valid until they are officially cancelled;
• If of permanent nature, content of Operational Notices is integrated in the different operational

manuals at the next formal amendment of the appropriate manuals.
Operational notices may be classified as follows:
• Safety-Related information:
(a) Safety Directive
(b) Safety Memos
• Non-Safety-Related information:
(a) Compulsory (Pilots and/or FA) notices
(b) Class 2 (Pilots and/or FA) notices
(c) General notices
• Flight Operations Officer notices

Dissemination of
Information
Control of Operational Notices

All operational notices issued must be numbered and must clearly state the start and end of effective
date. If the end of effectiveness is not known at the date of issuance, it must be clearly indicated that
the notice remains “EFFECTIVE UNTIL FURTHER NOTICE”.
When it has been issued with an “EFFECTIVE UNTIL FURTHER NOTICE” indication, the cancellation
of such notice is to be notified to operational personnel via the publication of a specific notice
(“cancellation notice") within a maximum of six months period since the date of issuance, unless it has
been incorporated into the operational documentation.

The Flight Standards department maintains an up-to-date register of all issued operational notices. It
specifies for each of them, the issuance, start and end of the effectiveness, as well as the cancellation

date or the date on which the information has been incorporated into the operational documentation.
The Flight Operations Administrators with the Director of Flight Operations will regularly and at intervals
of not more than six months, will review all notices to ensure that, where necessary, action has been
taken to incorporate the contents as amendments to the appropriate manuals and to remove those
Notices which are no longer valid or which in their opinion may be removed as sufficiently promulgated.
A notification of instructions still in force will then be issued as itself a numbered notice in the series.
Operational Notices distributions via FMS website
BATIK AIR’s FMS website (www.fms.lionair.co.id/batik/FileManagementSystem/) is used as the primary

means for distribution of operational notices to both flight crews and flight attendants. It also allows Chief
Pilots / Fleet Chief Pilots and Chief Flight Attendants / Chief FA Assistants to ensure a tight follow-up of
the reading acknowledgment by crew members (who has read / who has not read).
Notice Book and Operational Information Board
Dispatch Center as well as each Local Dispatch Units (known as “FLOPS”) are provided with a Notice
Book, the purpose of which is to provide a paper-based version of all effective notices that could be
consulted by FOO, flight crews or flight attendants, as applicable.
Upon receipt, or cancellation, of an operational notice, chiefs in charge of the Dispatch Center or Local
Dispatch Units are required to enter it into, or in the case of cancellation, to remove it, from the Notice
Book and to update the effective list accordingly.
In addition, chiefs of the Local Dispatch Units are required to ensure a copy of all effective Compulsory
Notices and Safety Directives are displayed on the Operational Information Board such that it could be
read by flight crews or flight attendants when reporting for duty.
2.2.2.2 COMPANY NOTAMS

COMPANY NOTAMS consist of operational instructions and information of an immediate nature which
are tailored and promulgated on the assessment of Chief Pilot with regard to a particular route or airport.
This type of information may be partially derived from one or more type of notices presented above.
COMPANY NOTAMS are manually added as “free text” in the Computerized OFP during flight
preparation as directed by Chief Pilot.
COMPANY NOTAMs are of the highest priority in the hierarchy of promulgated information. As the
authority of COMPANY NOTAMS supersedes all other published materials, Crew are to comply with the
instructions where applicable.
2.2.2.3 NOTICE TO AIRMEN (NOTAMs)
All applicable NOTAMs (official aeronautical information) are checked by the FOO during flight
preparation and included in the flight brief pack attached to the Flight Dispatch Release.

Dissemination of
Information
2.2.3 PUBLICATION AND DIFFUSION OF OPERATIONAL INFORMATION
Depending on the criticality and the urgency of the information, the following modes of
publication/communication may be used such as to enable all concerned Company’s operational
personnel to receive, or Company’s departments, units and stations to receive and distribute in due time
operational information. The following table summarizes responsibilities for issuing operational
information and the different available diffusion channels.

Computerized OFP / Flight
SITA / AFTN / Fax, Phone,

center and local dispatch
Notice book (dispatch

Recipients’ Company
Display board (local
dispatch units)
relay via ATS

FMS website
Brief Pack
emails
units)
Title Issued By Applicability And Priority
Safety or security related

Safety (Pilot) SSQ director
information to pilots ● ● ● ● - ○
Directives / Safety officers MUST BE KNOWN
Safety (FA) SSQ director
information to FA ● ● ● - - ○
Directives / Safety officers MUST BE KNOWN
Safety SSQ director
operational matters ● ● ○ ○ - ○
Memos / Safety officers SHOULD BE KNOWN
Information to all / fleet
Notice to Pilots Chief Pilot / pilots concerning
operational procedures ● ● ● ● ○ ○
(COMPULSORY) Fleet Chief Pilot
MUST BE KNOWN
Information to all / fleet
Notice to Pilots Chief Pilot / pilots concerning
operational procedures ● ● ○ ○ - ○
(CLASS 2) Fleet Chief Pilot
SHOULD BE KNOWN
Notice to Flight Information to flight

Attendants Chief FA / Chief attendants concerning
operational procedures ● ● ● - - ○
FA Assistants
(COMPULSORY) MUST BE KNOWN
Notice to Flight Information to flight

Attendants Chief FA / Chief attendants concerning
operational procedures ● ● ○ - - ○
FA Assistants
(CLASS 2) SHOULD BE KNOWN
Notice to Flight Ops Support Information to FOO
- ● ● ● - ○
Operations Officers Manager MUST BE KNOWN
Company info. and
working instruction to all or
Department
General notices a great amount of ● ● - ○ - ○
Managers personnel
SHOULD BE KNOWN
COMPANY’s MUST BE KNOWN
Chief Pilot - - - - ○ -
NOTAMs
NOTAMs FOO/Dispatchers MUST BE KNOWN - - - - ● -
Systematic distribution: ●
As directed by operational circumstances: ○

Dissemination of
Information
2.2.4 REQUIREMENTS TO READ NOTICES

2.2.4.1 FLIGHT CREWS
All pilots are required to make it their personal responsibility to check and read the latest Operational
notices, instructions and information for pilots on FMS website and on their Company mail/Webmail:
• Before reporting for flight duty, using personal devices personal access means at home base
Jakarta, or through free hotel-provided Wi-Fi / internet connection when departing from out-
stations, or,

• When reporting for flight duty, using Company’s stations provided Wi-Fi access (all BATIK AIR

stations are provided with Wi-Fi connection and / or internet connected computers made
available to flight crews in all local dispatch units.
In exceptional circumstances where the above requirements cannot be fulfilled, flight crew must ensure
they are at least aware of all effective Compulsory Notices and Safety Directives by referring to the
Operational Information Board or, if no Operational Information Board at the station of origination, by
getting in direct contact with the FOO responsible for the flight, to enquire about any new Compulsory
Notice or Safety Directive. After the flight, flight crew must connect to FMS (File Management System)
at the soonest opportunity to confirm they personally received the information.
When signing the Flight Dispatch release, the Pilot in Command certifies that he is aware of all effective
Safety Directives and Compulsory Notices.
It must be further emphasized that failure to comply with or read the above notices, constitutes
negligence and irresponsibility on the part of all flight crews, leading to possible violation and disciplinary
action as appropriate. The Fleet Chief Pilots / Deputy Fleet Chief Pilots are responsible for ensuring a
follow-up of pilots’ acknowledgement for reading the notice on FMS (File Management System)
2.2.4.2 FLIGHT ATTENDANTS
All flight attendants are required to make it their personal responsibility to check and read the latest
Operational notices, instructions and information for flight attendants on FMS (File Management
System):
• Before reporting for flight duty using personal access means at home base Jakarta, or through
free hotel-provided Wi-Fi / internet connection when departing from out-stations, or,
• When reporting for flight duty using Company’s stations provided Wi-Fi access (all BATIK AIR
stations are provided with Wi-Fi connection) and / or internet connected computers made
available to flight attendants in all local dispatch units.
In exceptional circumstances where the above requirements cannot be fulfilled, flight attendants must
ensure they are at least aware of all effective Compulsory Notices and Safety Directives by referring to
the Operational Information Board or, if no Operational Information Board at the station of origination,
the Purser/FA-1 in coordination with the Pilot in Command, must directly contact the FOO responsible
for the flight to enquire about any new Compulsory Notice or Safety Directive, and must then brief the
other flight attendants accordingly. After the flight, flight attendant must connect to FMS (File
Management System) at the soonest opportunity to confirm they personally received the information.
It must be further emphasized that failure to comply with or read the above notices, constitutes
negligence and irresponsibility on the part of all flight attendants, leading to possible violation and
disciplinary action as appropriate. The Chief FA / Flight Attendant Manager is responsible for ensuring
a follow-up of flight attendants’ acknowledgement for reading the notice on FMS (File Management
System)
2.2.4.3 FLIGHT OPERATIONS OFFICERS
Flight Operations Officers are required to read any new notice included in the Notice Book maintained
at dispatch center and local dispatch units and acknowledge the reading by signing off all issued notices.
FOO are also responsible to brief the Pilot in Command on the presence of any new notice and on its
impact on operations.

Operational
OPERATIONS MANUAL VOL. A Control System
2.3 OPERATIONAL CONTROL SYSTEM

2.3.1 DEFINITIONS
OPERATIONAL FLIGHT PLAN (OFP) - the operators plan for the safe conduct of the flight based on
considerations of aeroplane performance, other operating limitations and relevant expected conditions
on the route to be followed and at the aerodromes concerned.
OPERATIONAL CONTROL SYSTEM (OCS) - the Company’s system for the exercise of authority over
the formulation, execution and amendment of an Operational Flight Plan in respect of a flight or series
of flights.

OPERATIONAL CONTROL COMMUNICATIONS - Communications required for the exercise of
authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety

of the aircraft and the regularity and efficiency of a flight.
FLIGHT DISPATCH - is the process by which the PIC and the FOO acknowledge that all the preflight
requirements have been met.
FLIGHT WATCH - is the process by which a qualified FOO 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 FOO.
FLIGHT FOLLOWING - the process of monitoring the progress of a flight, from its point of departure to
its final destination including any en-route stops, and the notification of the appropriate authorities in the
event of an overdue or missing aircraft.
2.3.2 RESPONSIBILITY FOR OPERATIONAL CONTROL

The Company is fully responsible for control of its operations, with the subsequent individual
responsibilities:
• The Pilot in Command, the Flight Operations Officer (FOO), by delegation of the Operations
Director, are jointly responsible for the preflight planning, delay, and dispatch release of a flight
incompliance with the CASRs and operations specifications;
• The Flight Operations Officer, by delegation of the Operations Director, is responsible for
 Monitoring the progress of each flight;
 Issuing necessary information for the safety of the flight; and
 Canceling or re-dispatching a flight if, in his opinion or the opinion of the Pilot in
Command, the flight cannot operate or continue to operate safely as planned or
released.
• Each Pilot in Command of an aircraft is, during flight time, and by delegation of the Operations
Director, in command of the aircraft and crew and is responsible for the safety and security of
the passengers, crewmembers, cargo, and airplane.
• Each Pilot in Command has full control and authority in the operation of the aircraft, without
limitation, over other crewmembers and their duties during flight time, whether or not he holds
valid certificates authorizing him to perform the duties of those crewmembers.
• No pilot may operate an aircraft in a careless or reckless manner so as to endanger life or
property

Operational

2.3.3.1 UNITS INVOLVED IN OPERATIONAL CONTROL
2.3.3.1.1 DISPATCH CENTER
Dispatch Center is the BATIK AIR entity in charge to manage and coordinate all BATIK AIR dispatch
related activities. It is located in CGK Terminal 1C.The Dispatch Center is placed under the authority of
the Chief Flight Dispatch, who is on duty.

BATIK AIR DISPATCH CENTER
Address Contact details

Jakarta CGK Soekarno-Hatta International
APPENDIX 1.B - DISPATCH CENTER, LOCAL
Airport
DISPATCH UNITS (FLOPS) AND OCC
Terminal 1C Service area
CONTACT DETAILS
Tangerang, Indonesia
2.3.3.1.2 LOCAL DISPATCH UNITS (“FLOPS”)
At stations of main importance with regard to the volume of flights, BATIK AIR benefits from additional
local dispatch units, also referred to as “FLOPS”. At the exception of the CGK Terminal 1C FLOPS,
which is operated by BATIK AIR personnel, all other local dispatch units are operated by LION AIRPORT
SERVICES (LAS).
for local dispatch units (flops) operator and contact details refer to OM-A Appendix 1.B
Local Dispatch Units provide flight crew with:
• Self-service computers for the exclusive use of crew members provided with internet
connection, to be used for the purpose of flight preparation;
• Dedicated briefing facilities;
• Operational information display equipment;
• Direct support from additional qualified Flight Operations Officers (FOO);
• Suitable equipment for the retention of operational documents, etc.
2.3.3.1.3 SECONDARY STATIONS
Where flights depart from secondary stations where no Local Dispatch Units “FLOPS” are available, the
Operational Control System partly relies on the local BATIK AIR Stations Manager, BATIK AIR
representative, locally contracted handling company, or a third party airline in the scope of a specific
arrangement.
For international flights operator and contact details refer to OM-A Appendix 1.B

Operational
2.3.3.1.4 OPERATIONAL CONTROL CENTER (OCC)

The BATIK AIR Operational Control Center (OCC) is a BATIK AIR entity providing the necessary
resources, infrastructure and communication means for the coordination of BATIK AIR operations and
for flight watch / flight following services. The OCC is located at CGK Terminal 1C.
BATIK AIR OPERATIONAL CONTROL CENTER

Address Contact details
Jakarta CGK Soekarno-Hatta International
APPENDIX 1.B - DISPATCH CENTER, LOCAL

Airport
DISPATCH UNITS (FLOPS) AND OCC
Terminal 1C Service area

CONTACT DETAILS
A designated BATIK AIR’s Operational Control Duty Manager is on duty 24/7. When on duty he has full
authority for making decision to dispatch, cancel, or consolidate a flight. In addition, he may enter at any
time in direct contact with the Director of Operations in case there is a need to restrict or suspend
operations when aware of any condition, including airport and runway conditions that may represent a
risk to safe operations. This ensures that BATIK AIR keep full control over its operations.
He directly monitors, supervises OCC activities, and ensures that OCC properly keeps informed all
BATIK AIR departments, as well as departure and arrival airports, of any expected change or irregularity
in flight operations. This ensures that BATIK AIR keep full control over its operations.
2.3.3.2 OPERATIONAL CONTROL COMMUNICATION
In order to support efficient communication between the different units involved in Operational Control
and direct or indirect communication between the responsible FOO and the PIC with as short delay as
practical considerations permit, the following air-ground and ground-ground communications means are
made available:
BTK’s IT
network
teletype
Internet
ACARS
Phone
AFTN
VHF
Fax
HF
Dispatch Center ● ● ● ○ - ○ - ○
Local Dispatch Units ● ● ● ○ ● ○ - -
(Main stations)
Secondary stations ○ ○ ● ○ ○ - - -
OCC ● ● ● ○ ● ● - ○
B737 fleet - - - - ● ● - -
A320 fleet - - - - ● ● - ○
Minimum communication means (are available) : ●
Additional communication means (may be available): ○

Operational
2.3.4 FLIGHT DISPATCH

2.3.4.1 GENERAL
No BATIK AIR flight may be started unless a qualified Flight Operations Officer (FOO), familiar
with the reported and forecast weather conditions, authorized that flight by signing the Flight
Dispatch Release.
The Flight Dispatch release form is described in OM Part A, Appendix 8.A

No BATIK AIR flight may continue a flight from an intermediate airport without re-dispatch if the aircraft

has been on the ground for more than six (6) hours for international flight or one (1) hours for domestic
flight operations.
2.3.4.2 CENTRALIZED DISPATCH CONCEPT
All BATIK AIR flights are remotely prepared by BATIK AIR Dispatch Center’s Flight Operations
Officers, regardless of the departure airport.
After having completed the flight preparation and compiled all the necessary pre-flight information in a
Flight Brief Pack, the Dispatch Center FOO signs (electronic signature is considered to be FOO name
and license number) the Flight Dispatch Release form and makes it available to / transmits it to the
departure FLOPS or stations (upload in a server or, alternatively, via email or facsimile).
The FLOPS or the station is responsible for providing a hard copy of both the Flight Dispatch Release
and of the Flight Brief Pack to the Pilot in Command.
It is necessary for the FOO at the dispatch center or departing station to establish direct two way
communication with the PIC for purpose of conducting an aural briefing.
Also refer to OM Part A, Chapter 8.1.1.3 “Briefing and Flight Dispatch Release”.
2.3.4.3 SHARING AND NON SHARING OF RESPONSIBILITIES BETWEEN PIC AND

FOO
During the pre-flight phase the Dispatch Centres FOO and the PIC share equal responsibility for the
planning of the flight. Both must agree on the OFP. This is formalized by the signature by both the FOO
and the PIC of the Flight Dispatch Release.
Before all aircraft doors are closed, the Dispatch Center’s FOO and the PIC must agree on all decisions
regarding the conduct of the flight.
Responsibility of the Dispatch Center’s FOO ends when the all aircraft doors being closed. From that
moment PIC take full responsibilities regarding the conduct of the flight and the flight following / flight
watch of the flight is ensured by OCC, FOO and Flight Follower.
The flight following / flight watch of the flight is ensured by OCC, FOO and Flight Follower.

Operational
2.3.5 COMMENCEMENT AND CONTINUATION OF THE FLIGHT
2.3.5.1 GENERAL
No BATIK AIR flights may be released, commenced, nor continued, unless appropriate weather reports
or forecasts, or any combination of those reports and forecasts, indicate that the weather conditions will
be at or above the authorized minima at the estimated time of arrival at the airport of destination or to
any alternate airport specified in the flight dispatch release.

Refer to OM PART A, Chapter 8.1.5 – “Determination of Aerodrome Operating Minima” for more
information on BATIK AIR authorized minima.

2.3.5.2 CONTINUATION OF THE FLIGHT IN UNSAFE CONDITIONS
No flight may be continued toward an airport to which it has been dispatched if the flight cannot be
completed safely, unless, in the opinion of PIC, there is no safer procedure. In that event, continuation
toward that airport is an emergency situation as described in the §2.3.7of this chapter.
2.3.6 FLIGHT WATCH / FOLLOWING SYSTEM
2.3.6.1 GENERAL
For the purpose of monitoring the progress of each flight, BATIK AIR has established and maintains a
Flight Following System whose purpose is to:
• Monitor the progress of each flight with respect to its departure at point of origin and arrival at
destination, update movement information system to be read in all stations, including
intermediate stops and diversions there from, as well as maintenance and mechanical delays
at those points or stops;
• Ensure that the Pilot in Command is provided with any operational information as may be
requested by the Pilot in Command or deemed necessary by a qualified FOO.
The entity designated ensuring Flight Watch / Flight Following of all BATIK AIR aircraft is the Operational
Control Center (OCC). To this end, the OCC ensures qualified Flight Operations Officers are on duty on
a 24/7 basis.
2.3.6.2 INFORMATION TO BE REPORTED BY THE PIC
PIC is responsible to communicate to the OCC FOO/Flight Follower, using air-to ground communication
system:
• VHF/HF company frequency for domestic / regional flights, or the following information:
(1) Following Departure
(a) Flight Number;
(b) Aircraft Registration;
(c) Origin and planned destination station ;
(d) Actual BLOCK OFF time ;
(e) Airborne time ;
(f) Estimated time of first and second compulsory checkpoints;

Operational
(2) En-route
(a) Any flight plan change or flight conditions experienced that significantly vary from those
mutually agreed in the discussed plan;
(b) Any emergency or abnormalities experienced en-route, including:
 When diverting to an alternate or en-route airport, the Pilot in Command must, as
soon as possible, contact OCC, to advice on the selected alternate airport, ETA and
reason for the diversion. OCC flight follower, on receiving the information, will co-
ordinate and relay the message to the

 The company HF should be used as early as possible;

 The Company or its agent at the destination or alternate airport should also be
contacted via VHF when within range.
(c) When in VHF range of company frequency: update of ETA, special request(s), parking stand
request, etc.
(3) Arrival
(a) Flight Number
(b) Aircraft Registration
(c) Actual BLOCK ON time at planned destination or unplanned stop(s)
(d) Parking stand
(e) Special information
The OCC Flight Follower must fill all the information above in the Flight Following Form and he must be
responsible for maintaining that information for operational and audit purposes. Specify the period for
record keeping.
2.3.6.3 INFORMATION TO BE PROVIDED TO THE PIC

During the flight, the OCC Flight Operations Officers on duty are responsible for providing the PIC with
any additional available information of meteorological conditions including adverse weather phenomena,
such as clear air turbulence, thunderstorms, and low level windshear etc., any flight plan change, and
irregularities of facilities and services that may affect the safety of the flight.
In exceptional circumstances where the aircraft cannot be reached by the Company own means, the
OCC will contact the appropriate ATS unit and request the information to be relayed to the aircraft.
Note:
If the aircraft is delayed on the ground, the OCC Flight Operations Officer must provide the PIC with
updated METAR and TAFOR if it may affect the arrival status of the flight.
2.3.6.4 FLIGHT FOLLOWING (FOLLOW UP)
To ensure successful flight supervision, the operator needs to establish the following:
1. The FOO's flight-following requirements and procedures should be clearly identified.
2. Policy and guidance should be provided to flight crews and FOO for monitoring fuel enroute.
3. Flight crew reporting requirements and procedures should be clearly stated.
4. There should be specific procedures for FOO to follow when a required report is not received.
5. The operator should maintain a record of communications between the FOO and the flight.
6. Procedures should be established to notify flights enroute concerning hazardous conditions
relating to aerodromes, navigations aids, etc., and to report changes in forecast weather.

Operational
7. Procedures should be established to enable the FOOs to select the best route and altitude for
all operational phases of flight to ensure a high level of safety and efficiency are achieved,
including inflight diversion and re-routing due weather, hazardous situation and/or operational
requirement etc.
8. While carrying out the flight following, the operator shall ensure that the flight operations
officer/flight dispatcher avoids taking any action that would conflict with the procedures
established by:
a. Air traffic control;
b. The meteorological service; or
c. The communication service.

2.3.6.5 FLIGHT FOLLOWING RADIOTELEPHONY RECOMMENDED PRACTICE.
The flight following radiotelephony recommended practice is written to enable the flight crew and FOO
to achieve a high level of operational safety and efficiency. This recommended practice is written to
support the Flight Dispatch Manual and to enable efficient communication between the flight crew and
the FOO using the HF radio apparatus.
Crew is required to do the SELCAL test for the first flight of the day. SELCAL test is done through a HF
call to Operations Control Center to request for SELCAL check. Refer to phraseology table for SELCAL
check method.
The recommended practice list the recommended radiotelephony phraseology to be used between the
flight crew and the FOO. Under normal circumstances, the flight crew and the FOO are to follow strictly
the phraseology listed. This is to ensure that over time, familiarity with the phraseology will improve the
efficiency of the usage of airtime. However, under abnormal circumstances (e.g. diversion,
emergencies) flight crew and FOO are encouraged to use common language to enable more information
to be passed to ensure better-shared mental model. Therefore, it is important that the radio operators
understand the aim of this protocol (high level of operational safety and efficiency) and operates the
apparatus in the manner it is intended.
Since HF transmission and receiver quality is highly dependent upon the atmospheric condition, it is
important that the radio operators transmit at a slower rate as compared to using the VHF frequency.
This will help reduce the rate of re-transmission of the same message and the possibility of frequency
jamming. Crews are encouraged to use the VHF company frequency when in range to reduce the
congestion on the HF frequency.
Flight crew are reminded to adhere to all FCOM procedures, limitations and recommended practices
while operating the HF radio at all time. Flight crews are PROHIBITED from operating the HF radio while
refueling is being carried out on the ground.
Message transmission
Messages to be transmitted include, but not limited to:

1. Off chock, airborne, landing and on chock time
2. Take off fuel, fuel at check points, fuel surplus or shortfall
3. METAR, TAF, SIGMET, ATIS
4. Aircraft abnormalities (hydraulic, fuel, door, pressurization non-normal etc...)
5. PAX or crew medical emergencies
6. Diversions
7. Strategic planning (speed up or slowdown due ATC, traffic etc.
Phraseology
Below are some of the recommended VHF/HF phraseology:

Operational
Condition Flight crew Flight operation officer

“Batik Air Ops,
Batik xyz on (VHF or HF “Batik xyz, Batik Air Ops,
Establish Contact
frequency), reading you go ahead.”
How do you read?”
“Batik xyz
Request SELCAL check on XX “Batik xyz,
XX” Standby SELCAL check on XX

If SELCAL is good; XX”
SELCAL Check “SELCAL check OK, “Batik xyz,

Maintain SELCAL watch” Roger.”
If SELCAL is not responding; “Standby, SELCAL check on XX
“Negative SELCAL, XX”
Try again on XX-XX”
“Batik xyz,
“Batik xyz,
Off chock xxxx Z
After airborne (Read back All messages),
Airborne yyyy Z
Thank you.”
ETA zzzz Z ”
“Batik xyz,
Position bbbb at xxxx Z, “Batik xyz,
Fuel checkpoint Fuel on board yyyy kg (Read back All messages),
Fuel plus/minus zzz kg Thank you.”
Arrival fuel aaaa kg”
“Batik xyz,
Batik Air Ops,
Latest TAF, “Batik Air Ops,
Latest (METAR or TAF) for
METAR or Batik xyz,
destination,
SIGMET Go ahead.”
Ready to copy?”
Proceed with the message
“Batik Air Ops,

Batik xyz “Batik xyz,
Diversion Diversion to xxx (Read back All messages),
Due to ___(state reason) Thank you.”
ETA xxx at ___(state time)
“Batik Air Ops,

Batik xyz
“Batik xyz,
Speed Mach decimal ___
Strategic planning (Read back All messages),
(state speed)
Thank you.”
Due to ___(state reason)
Arrival fuel xxx kg”
“Batik Air Ops,

After engine “Batik xyz,
Batik xyz
shutdown (Read back All messages),
Landing at xxxx Z,
Thank you.”
On chocks at yyyy Z”

Operational
Condition Flight crew Flight operation officer

Batik Air Ops, Batik XYZ ready to copy Batik XYZ, Batik Air Ops, post flight
Post Flight Report
post flight report report ready to copy
Batik Air Ops FMM to copy
Batik Air XYZ Batik Air Ops Copied
 PK__________  PK __________
 From ________  Next Operation ID ____ to _____
 Parking stand _________  STD _______
 On Chock Time _______  Crew status remain/change crew
 Fuel remaining ________

 Pax onboard __________

2.3.7 EMERGENCIES
In an emergency situation that requires immediate decision and action the PIC may take any action that
he considers necessary under the circumstances. In such a case he may deviate from prescribed
operations procedures and methods, weather minimums, and the CASRs, to the extent required in the
interests of safety. Refer also OM Part A, Chapter 1.4 - “Authority, duties and responsibilities of the PIC”.
In an emergency situation arising during flight that requires immediate decision and action by the flight
operations officer, and that is known to him, he must advise the PIC of the emergency, must ascertain
the decision of the PIC, and must have the decision recorded. If the FOO cannot communicate with the
PIC, he must declare an emergency and take any action that he considers necessary under the
circumstances. Refer also to OM Part A, Chapter 11.2- “Company emergency phases”.
Whenever a PIC or FOO exercises emergency authority, he must keep the appropriate ATC facility and
dispatch centers fully informed of the progress of the flight. The person declaring the emergency must
submit a written report of any deviation through in accordance with reporting procedures set forth in OM
Part A, Chapter 11.5. Also refer to OM Part, Chapter 11.4.2.
2.3.8 TYPHOON HANDLING PROCEDURES
(Also applicable to severe tropical storm)
2.3.8.1 GENERAL
Typhoon alerts are declared by Operation Control Centre (OCC) after taking into account the projected
movements of the typhoon and forecast conditions. The alert levels are promulgated to all concerned.
Forecast or actual strong winds associated with an approaching typhoon and which may disrupt flights
to a station should be used as a trigger to declare typhoon alerts for the affected station.
The Company typhoon warnings are categorized into three alert levels - Alert 1, Alert 2 and Alert Over.
These alert levels, together with the procedures, are contained in the Procedures Chart below.
The following procedures should be adopted in the event of a typhoon that may disrupt operations at a
station. These procedures should be carried out in a coordinated manner.
Definition of "responsible agent" at
- On-line stations = Station Manager (KK or LO), or appointed agent

- Off-line Stations = Appointed Handling Agent or if none, then the Commander of the flight
At stations where there is no Maintenance Manager, the Station Manager is to ensure that the
engineering authority complies with the procedures as described in the "ENGINEERING" section.

Operational
2.3.8.2 TYPHOON HANDLING PROCEDURES CHART

(a) ALERT 1 – Typhoon within 36 hours away and deemed a potential threat to a station.
FLIGHT OPERATIONS ENGINEERING GROUND SERVICES

1. OCC will monitor the No action is necessary at this 1. If an unserviceable aircraft is
development and track of the stage unless an unserviceable grounded at the affected station,
typhoon. aircraft is grounded at the affected the responsible agent will liase
station, in which event the with the responsible engineering
responsible engineering authority authority and with the
will liase with the responsible Commander of the grounded

agent on the best means of aircraft on the best means of
protecting the aircraft protecting the aircraft.

2. The responsible agent at the
affected and diversion stations
will make the necessary
preparations for any affected
and liase closely with OCC.
(b) ALERT 2 – Typhoon within 18 hours of a station or imminent

ON GROUND The responsible engineering 1. The responsible agent at the
1. OCC will monitor the authority will liase with the affected station shall be plan for
development and track of responsible agent on the best the safety of any grounded or
typhoon. means of protecting any grounded night- stopping aircraft. This plan
2. OCC will inform the relevant or night stopping aircraft. Local should include evacuation or tie-
Chief Pilot(s), CGK station, procedure for handling typhoon or down of aircraft. The Commander
Departure station, Transit tie down as per maintenance of the aircraft is to be kept
station, Destination station, Manual, ATA Chapter 10 "Parking informed of the situation.
Diversion station, Manager and Mooring" is to be initiated if 2. The responsible agent at the
Airport Services and Operations, required affected station will liase with
Manager Schedules, MCC and OCC on all operational matters
BTK Engineering Line Ops Duty relating to the affected flights and
Manager that Alert 2 has been aircraft on the ground.
declared. 3. The responsible agent at the
3. The Commander of a the affected station will update OCC
affected station is to be briefed on the impact of the typhoon and
on all available information any contingency plans by other
regarding the typhoon, including carriers.
relevant ground handling matters 4. The responsible agent at the
at destination and diversion diversion station will make the
stations. Should be given before necessary preparation (hotel,
the Commander reports for transportation, ground handling,
duty. Where necessary, he shall etc.) for possible diversion and
consult OCC on all matters will advise OCC and all
pertaining to the flight. In offering concerned of handling
assistance, OCC must take into constraints, if any.
account Marketing and
Engineering considerations.
4. The suspension or cancellation
of any service at the affected
station must be approved jointly
by the Chief Pilot, Manager
Schedules and Manager Airport
Services and Operations

Operational
In Flight
1. When over the affected station
or at redispatch point, if
reported weather conditions
indicate that a landing can be
made safely within the aircraft
performance limits, an approach
and landing may be carried out.
A diversion shall be carried out

2.
if the reported weather is below

operating minima or the aircraft
performance limits are
exceeded or likely to be
exceeded or any time the
Commander deems it unsafe to
continue to the affected station.
(c) ALERT OVER - Winds have abated after passage or near passage of a typhoon.

1. OCC will concerned inform all Engineering authority at the affected 1. The responsible agent at the
concerned. station will inspect aircraft and affected station will ensure that
equipment for any damage, and advise OCC is informed to passenger of
all concerned. typhoon.
2. All available details as to the extent
of damage to operationally
significant facilities and equipment
should be noticed and reported by
the affected station to all concerned

Certification and
OPERATIONS MANUAL VOL. A Surveillance by
The Authority
2.4 CERTIFICATION AND SURVEILLANCE BY THE AUTHORITY
2.4.1 AIR OPERATOR CERTIFICATE

2.4.1.1 GENERAL
Through the issuance and renewal of the Air Operator Certificate number 121-050to BATIK AIR,
DGCA authorizes the Company to perform commercial air transportation, as defined in the Operations
Specifications attached to the Certificate, the BATIK AIR Operations Manual, and in accordance with

the applicable Civil Aviation Safety Regulations.

2.4.1.2 VALIDITY OF THE AOC
2.4.1.2.1 VALIDITY AND RENEWAL OF THE AOC
Without any prejudice to the provisions described in the following paragraphs, the Air Operator
Certificate is basically valid for a period not exceed 24 (twenty four) calendar months from the month of
the AOC is issued or renewed. Operations Specifications remain valid as long as the AOC to which they
are attached remains valid.
The application for renewal of the AOC must be forwarded by BATIK AIR to DGCA at least 60
consecutive calendar days before expiration of his Certificate.
This timeframe is intended to provide DGCA with a sufficient time frame to arrange and conduct a quality
audit to determine whether the Company is still in compliance and in adherence with appropriate
regulation to conduct safe operations, such as the AOC validity could be renewed.
2.4.1.2.2 SUSPENSION, REVOKATION, TERMINATION OF THE AOC
The DGCA may suspend, revoke, or terminates the Certificate in case it is no longer satisfied with the
conditions under which operations are conducted and / or in case of violation to the provisions of CASR
Part 121. When an AOC is cancelled or revoked for any reason, the Company must return the Certificate
and the Operations Specifications within 7 days to the DGCA.
2.4.1.2.3 RECENCY OF OPERATIONS
BATIK AIR must not conduct a kind of operations for which it is authorized in its Operations
Specifications unless it has conducted that kind of operations within the 30 preceding calendar days.
It case the above requirement is not fulfilled, BATIK AIR must advise DGCA at least 5 consecutive
calendar days before resuming such operations and ensures it makes its organization available and
accessible during the 5 consecutive day period, in the event DGCA decides to conduct a full inspection
reexamination to determine whether the Company remains properly and adequately equipped and able
to conduct safe operation.
2.4.1.3 AMENDMENTS TO THE AOC AND OPSPECS
BATIK AIR may request to DGCA an amendment to the Air Operator Certificate it has been issued. This
amendment will be granted if DGCA determines that the safety in air transportation and the public
interest allows for the amendment.
Unless otherwise specified or allowed, application for an AOC amendment must be submitted to DGCA
at least 30 days before the proposed date of that amendment.
BATIK AIR Operations Specifications may be amended by DGCA:
• Upon BATIK AIR application for such amendment, if DGCA determines that the safety in air
transportation and the public interest allows for the amendment;
• Each time deemed required by DGCA for the safety in air transportation and the public interest.

Certification and
OPERATIONS MANUAL VOL. A Surveillance by
The Authority
2.4.1.4 CHANGE OF ADDRESS
BATIK AIR must notify DGCA in writing, at least 30 days in advance, of any change in the address of its
principal business office, its principal operations base, or its principal maintenance base.
2.4.1.5 AVAILABILITY OF THE AOC AND OPSPECS
BATIK AIR ensures a copy of the Air Operator Certificate (AOC) is displayed in each principal facilities
used for BATIK AIR operations. This includes, but is not limited to, President Director’s office, Operations
Director’s office, Operations Directorate main meeting room, CGK Terminal 1C dispatch unit, etc.

An electronic copy of the current AOC and Operations Specifications is permanently made available to

crewmembers on the File Management System (FMS) website for other categories of personnel.
In addition, a copy of the AOC and of the attached Operations Specifications is incorporated in every
hard copy of the present Operations Manual to inform Company operational personnel of authorized
operation and limitations. To simplify the amendment process of this manual when only an AOC is
reissued, the following steps are followed:
• When received from DGCA, the Company duplicates the reissued document and pass to all
manual holders for insertion;
• Amendment instructions to manual holders refer to the amended page(s) by date of issue and
indicate that an amendment number is not assigned to these insertions;
• The pages of the AOC are not numbered in sequence with the other pages in this chapter and
are not included in the List of Effective Pages;
• The AOC index page provides document control for the certificate itself.
2.4.2 INSPECTION AUTHORITY
2.4.2.1 DGCA INSPECTION
BATIK AIR must allow, at any time or place, to make any DGCA inspections or tests to determine its
compliance with the CASRs, its Air Operator Certificate and Operations Specifications, or its eligibility
to continue to hold its Certificate.
2.4.2.2 DGCA VISIT TO THE FLIGHT DECK
Whenever in performing the duties of conducting an inspection, an inspector of the DGCA presents his
identification credentials to the Pilot in Command of an aircraft operated by BATIK AIR, the inspector
must be given free and uninterrupted access to the pilot’s compartment of that aircraft, unless, in the
opinion of the Pilot in Command, the safety of the aircraft would thereby be endangered.
NOTE: all BATIK AIR aircraft are equipped with at least one jump seat allowing for en-route inspections.
See also OM Part A, Chapter 8.3.17- “ADMISSION TO FLIGHT DECK”
2.4.2.3 RAMP INSPECTIONS
The Pilot in Command of a BATIK AIR aircraft must, when required to so by a person authorized by the
Authority of a Country in which the aircraft has landed, produce to that person the documentation
required to be carried onboard.

OPERATIONS MANUAL VOL. A Leasing
2.5 LEASING
2.5.1 DEFINITIONS
The following definitions are adapted from ICAO document 8335(Manual of Procedures for Operations
Inspection, Certification and Continued Surveillance):
LEASE - can be understood to be a contractual arrangement whereby a properly licensed air operator
gains commercial control of an entire aircraft without transfer of ownership.
LESSEE - means the party to which the aircraft is leased.

LESSOR - means the party from which the aircraft is leased.
2.5.2 APPROVAL BY DGCA
For all leases, where the Company utilizes an airplane from, or providing it to, another operator, both
operators must obtain prior approval for the operation from their respective authority. In case BATIK AIR
is involved in a leasing agreement, BATIK AIR must provide, copy of the lease agreement, or a written
memorandum outlining the terms of such agreement to DGCA.
The agreement must clearly state which party (the “lessee” or “the lessor”) is proposed to be responsible
for providing:
• Applicable crewmembers,
• Operational control; and
• Maintenance and servicing of that aircraft.
Based on terms of the elements transmitted, DGCA determines which party to the agreement is
considered to be the operator of the aircraft and issues an amendment to BATIK AIR Operations
Specifications accordingly.
2.5.3 OPERATIONS OF FOREIGN REGISTERED AIRCRAFT

In the case BATIK AIR wishes to operate a civil aircraft which is leased or chartered and is registered in
a country which is party to the ICAO convention, the following conditions must be fulfilled:
• The aircraft carries an appropriate airworthiness certificate issued by the country of registration
and meets registration and identification requirements of that country;
• The aircraft is of a type design which is approved under an Indonesian type certificate and
complies with all of the requirements of the CASRs that would be applicable to that aircraft were
it registered in Indonesia, including the requirements which must be met for issuance of an
Indonesian standard airworthiness certificate (including type design conformity, condition for
safe operation, and the fuel venting, and engine emission requirements of the CASRs), except
that an Indonesian registration certificate and an Indonesian standard airworthiness certificate
will not be issued for the aircraft;
• The aircraft is operated by certificated airmen employed by BATIK AIR; and
• BATIK AIR must file a copy of the aircraft lease or charter agreement with the DGCA.

2.5.4 EQUIPMENT INTERCHANGE AGREEMENT
Before operating under an interchange agreement, BATIK AIR must demonstrate to DGCA that:
• The procedures for the interchange operation conform with the CASRs and with safe operating
practices;
• The crewmembers and flight operations officers meet approved training requirements for the
airplanes and equipment to be used, and are familiar with the communications and dispatch
procedures to be used;
• The maintenance personnel meet training requirements for the airplanes and equipment, and
are familiar with the maintenance procedures to be used;

• Flight crewmembers and flight operations officers meet appropriate route and airport
qualifications; and

The aircraft to be operated are essentially similar to the airplanes of the Company with whom the
interchange is effected with respect to the arrangement of flight instruments and the arrangement and
motion of controls that are critical to safety unless the DGCA determines that the air carrier has adequate
training programs to ensure that any potentially hazardous dissimilarities are safely overcome by flight
crew familiarization.



VOL. A
CHAPTER 3
MANAGEMENT

QUALITY AND SAFETY
OPERATIONS MANUAL

QUALITY AND SAFETY MANAGEMENT Page : 1
CHAPTER 3: QUALITY AND SAFETY MANAGEMENT
3.1 QUALITY MANAGEMENT SYSTEM ..................................................................................... 3

3.1.1 QUALITY POLICY .......................................................................................................... 3
3.1.2 INTRODUCTION TO QUALITY MANAGEMENT SYSTEM ............................................ 4

3.1.3 QMS DOCUMENTATION ............................................................................................... 4

3.1.4 QUALITY ASSURANCE ................................................................................................. 5
3.1.4.1 FLIGHT CREWS RESPONSIBILITIES FOR QUALITY .............................................. 5
3.1.4.2 INTERNAL AUDIT ...................................................................................................... 5
3.1.4.3 EXTERNAL SERVICE PROVIDER ............................................................................. 5
3.2 SAFETY MANAGEMENT SYSTEM ....................................................................................... 7
3.2.1 SAFETY POLICY ............................................................................................................ 7
3.2.2 OBJECTIVES OF THE SMS ........................................................................................... 8
3.2.3 FLIGHT DATA ANALYSIS PROGRAM........................................................................... 8
3.2.3.1 GENERAL ................................................................................................................... 8
3.2.4 SMS DOCUMENTATION ............................................................................................... 9
3.2.5 PROTECTION OF REPORTER / JUST CULTURE ...................................................... 10
3.2.6 SECURITY POLICY...................................................................................................... 11



Quality
System
3.1 QUALITY MANAGEMENT SYSTEM

3.1.1 QUALITY POLICY


Quality
System
3.1.2 INTRODUCTION TO QUALITY MANAGEMENT SYSTEM

Batik Air Quality Management System shall ensure that Flight Operations, Cabin Operations, Operations
Support, Ground and Cargo Operations, Maintenance & Engineering, Training, Safety and Security
activities conform to the standards specified by Batik Air as laid out in the respective manuals.
Batik Air Quality Management System includes a feedback system to the President Director to ensure
that corrective actions shall both be identified and promptly addressed. The feedback system shall also

specify who is required to rectify discrepancies and noncompliance in each particular case, and the
procedure to be followed when remedial action is not completed within an appropriate time scale.

Batik Air Quality Assurance Program is independent and an ongoing process designed to identify
potential problem areas, to advise and follow remedial actions.
Batik Air Quality Management System has been integrated within the entire operations and it is not to
be considered as the responsibility of a person or department.
Batik Air shall specify the basic structure of the Quality Management System applicable to the operations
and the Quality Management System shall be structured according to the size and complexity of the
operations to be monitored.
Continual improvement
These efforts can seek “incremental” improvement over time or “breakthrough” improvement all at once.
Among the most widely used tools for continuous improvement, Batik Air uses a four-step quality
model—the plan-do-check-act (PDCA) cycle:
1. PLAN
Identify an opportunity and plan for change. After discussion with unit concerned and agreed
upon recommendations/remedial action, Quality Manager then might issue a Quality Notice to
address change and/or improvement in company policy, procedures, and process.
2. DO implement the process in accordance with established standards
3. CHECK
Use data to analyze the results of the change and determine whether it made a difference.
4. ACT
If the change was successful, implement it on a wider scale and continuously assess your
results. If the change did not work, the cycle is started again.
3.1.3 QMS DOCUMENTATION
BATIK AIR quality directorate, as part of the QMS documentation, is developing and maintaining a
Quality Assurance Manual (QAM). Objectives of this manual are to:
• Document general policies, rules, regulations, standard and procedures that govern all quality
system related personnel. The standards, procedures, and practices are in accordance with the
laws and regulations of the Government of the Republic of Indonesia and also conform to
specific Company policies and procedures relating to quality system.

Quality
System
• Document administrative information, operating policies, procedures and other information that
may be necessary to provide for all quality system related personnel in the performance of their
duties.
This includes, but is not limited to:

• Quality policies;
• QMS scope, organization and structure;

• Quality accountabilities and responsibilities;

• Quality Assurance Program, etc.
3.1.4 QUALITY ASSURANCE
Quality Assurance Objective

The objective of Batik Air Quality Assurance Program is to eliminate or reduce the number of deviations
from policies and standards. Batik Air quality assurance program will ensure operations management
system and functions are:
1. Complying with applicable regulations and company standards.

2. Satisfying company operational needs.
3. Continuously improving.
4. Proactively identifying hazards to operations.
3.1.4.1 FLIGHT CREWS RESPONSIBILITIES FOR QUALITY
All of Batik Air Flight Crew has these following quality responsibilities:
1. To continually improve company performance.
2. To achieve the highest standards of quality in flight crew operations department practices and
operations.
3. To cultivate and maintain the commitment to continual improvement.
3.1.4.2 INTERNAL AUDIT
Operations Directorate through its Quality Assurance Department and/or Safety, Security and Quality
Directorate (SSQ) will periodically conduct internal audit, surveillance and inspection. The SSQ will
provide and publish corporate internal audit, surveillance and inspection planning program (i.e. schedule
and resources) based on the Quality Management System Manual.
3.1.4.3 EXTERNAL SERVICE PROVIDER

Batik Air Flight Operations Directorate will make the decision whether to sub contract (outsource) its
operational functions to an external service provider. When using external service provider, the
responsibility for ensuring requirements that affect the safety and security are being fulfilled by the
service provider remains with Batik Air. A written agreement between Batik Air and the service provider
shall exist and shall identify measurable specifications that can be monitored by Batik Air.
Regular/periodic audit, surveillance and inspection by Batik Air Operations Directorate will ensure the
service provider fulfills the requirements. If Batik Air use external service providers conduct outsourced
functions associated with the operational control of flights, Batik Air must:

Quality
System
1. Ensure a contact or agreements with such external service providers are executed with requirements
that affect the safety of flight operations are being fulfilled.
2. Monitor such external service providers to ensure requirements that affect the safety of flight
operations are being fulfilled.
3. Ensure data or products acquired from external suppliers which directly affect the safety of flight
operations, meet required technical specifications prior to being utilized in the operational control of
flights.
4. Ensure electronic navigation data products acquired from suppliers, prior to being used in operations:

a) Are assessed for a level of data integrity commensurate with the intended application.
b) Are compatible with intended function of equipment in which it is installed.

c) Are distributed in a manner to allow insertion of current and unaltered electronic navigation data
in to all aircraft that require it.
5. Auditing refer to Quality Assurance Manual to monitor and control products from external service
providers.
Prior to installment, Flight Operations engineering shall responsible for the navigation data base data
integrity by obtaining Letter of Acceptance from supplier for their approved process of producing
navigation database.
Upon receiving an operational safety and security update or an instruction from an external service
provider, Batik Air will distribute the required update to the respective department for implementation. It
is the responsibility of that respective department to conduct the required update so that operational
safety and security is not compromised.
1. Chief Technical Pilot in coordination with flight operation engineering and maintenance department
are responsible for defining, producing, customizing and distributing aircraft performance data and in
charge of aircraft equipment specification.
2. Operation Engineering Manager is responsible for defining, producing, customizing and/or distributing
route and airport instructions or information and NOTAMs.
3. Operation Engineering Manager in co-ordination with maintenance department is responsible for
maintaining updates to FMS databases.
4. Training Manager is responsible for distributing updated instruction or training requirement to flight
crew.
5. Flight Crew Manager is responsible for providing general information to flight crew.
6. Flight Attendant Manager is responsible for distributing updated instruction or training requirement to
cabin crew.
7. Others requirements are assign to respective department for implementation.

Quality
System
3.2 SAFETY MANAGEMENT SYSTEM

BATIK AIR have processes in the flight operations organization for SPI measures as a means to monitor
the safety performance of the organization. Refer to SMS Manuals 0.VI.V SAFETY OBJECTIVE GOALS
Point C.
3.2.1 SAFETY POLICY


Quality
System
3.2.2 OBJECTIVES OF THE SMS

BATIK AIR has developed, implemented and maintains a Safety Management System (SMS) whose
purpose is to:
• Identify hazards, assess, and mitigate risks;

• Ensure that remedial actions necessary to maintain an acceptable level of safety are
implemented;

• Provides for continuous monitoring and regular assessment of the achieved safety level; and

• Aims at making continuous improvement to the overall level of safety.
3.2.3 FLIGHT DATA ANALYSIS PROGRAM
3.2.3.1 GENERAL
As an air carrier operating aircraft of a maximum certificated take-off mass in excess of 27.000 kg,
BATIK AIR has established and maintain a Flight Data Analysis (FDA) program as part of its Safety
Management System.
This Flight Data Analysis program is non-punitive and contains adequate safeguards to protect data
sources. The program includes either:
• a systematic download and analysis of electronically recorded aircraft flight data; or

• for all aircraft, a systematic acquisition, correlation and analysis of flight information derived from
a combination of some or all of the following sources:
 Aircraft Flight Data Recorder (FDR) readouts;
 Confidential pilots and flight attendants operational safety reports;
 Pilots and flight attendants interviews;
 Quality assurance findings;
 Pilots and flight attendants evaluation reports;
 Aircraft engineering and maintenance reports.
Recording systems installed on the aircraft are designed to continuously retrieve data and voice
information during flight. These systems include ‘data’ devices such as the Flight Data Recorder (FDR)
and Quick Access Recorder (QAR) and ‘voice’ devices such as the Cockpit Voice Recorder (CVR).
The FDR and CVR are mandatory devices primarily designed for accident investigation. However, FDR
data may also be used in a Flight Data Analysis (FDA) program where a QAR is not installed. The QAR
is a non-mandatory device primarily used to support the FDA program but may also be used to assist
an accident or incident investigation.
AIRCRAFT TYPE INSTALLED RECORDING SYSTEMS

B737-900ER FDR, CVR, QAR / WQAR
A320 FDR, CVR, QAR / DAR
B737-800 FDR, CVR, QAR / WQAR

Quality
System
3.2.4 SMS DOCUMENTATION

BATIK AIRSSQ directorate, as part of the SMS documentation, is developing and maintaining a Safety
Management System Manual (SMSM). Objectives of this manual are to:
• Document general policies, rules, regulations, standard and procedures that govern all safety
management related personnel. The standards, procedures, and practices are in accordance
with the laws and regulations of the Government of the Republic of Indonesia and also conform

to specific Company policies and procedures relating to Safety Management System.
Document administrative information, operating policies and procedures and other information

•
that may be necessary to provide for all safety management related personnel in the
performance of their duties. More specific information on any aspects is separately to be found
in related publications.
This includes, but is not limited to:
• Scope of the Safety Management System;

• Safety policy and objectives;
• Safety accountabilities;
• Key safety personnel;
• Documentation control procedures;
• Hazard identification and risk management schemes;
• Safety performance monitoring;
• Emergency response/contingency planning;
• Management of change;
• Safety promotion.

Quality
System
3.2.5 PROTECTION OF REPORTER / JUST CULTURE


Quality
System
3.2.6 SECURITY POLICY


Quality
System


VOL. A
CHAPTER 4

CREW COMPOSITION
OPERATIONS MANUAL

CREW COMPPOSITION Page : 1
CHAPTER 4: CREW COMPOSITION

4.1 GENERAL ............................................................................................................................... 3
4.1.1 DEFINITIONS ................................................................................................................. 3
4.1.2 METHOD FOR DETERMINING CREW COMPOSITION ............................................... 3
4.2 FLIGHT CREW ........................................................................................................................ 5
4.2.1 MINIMUM FLIGHT CREW .............................................................................................. 5

4.2.2 FLIGHT CREW MEMBERS AGED 60 YEARS OR MORE ............................................. 5

4.2.3 PILOT PAIRING REQUIREMENT .................................................................................. 5
4.2.4 DESIGNATION OF THE PILOT /SECOND IN COMMAND ............................................ 6
4.2.4.1 FLIGHT CREW OF TWO PILOTS .............................................................................. 6
4.2.4.2 SPECIAL CREWING .................................................................................................. 6
4.2.4.3 FLIGHT CREW OF THREE OR MORE PILOTS ........................................................ 7
4.2.4.3.1 3 - PILOT CREW OPERATIONS ........................................................................... 7
4.2.4.4 AUTHORITY FOR DESIGNATION OF THE PIC ........................................................ 7
4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW. ........................................................................ 8
4.2.5.1 STANDARD IN-FLIGHT REST ARRANGEMENT. ..................................................... 8
4.2.5.2 FLIGHT DECK SEATING ........................................................................................... 8
4.2.5.3 CREW / SEAT CHANGE ............................................................................................ 8
4.2.5.4 CABIN CREW LIAISON .............................................................................................. 9
4.2.5.5 ABNORMAL SITUATION ............................................................................................ 9
4.2.5.6 DEPRESSURIZATION ............................................................................................... 9
4.3 FLIGHT ATTENDANTS ......................................................................................................... 10
4.3.1 MINIMUM NUMBER OF FLIGHT ATTENDANTS ......................................................... 10
4.3.2 PURSER/FLIGHT ATTENDANT-1 ............................................................................... 10
4.4 SUCCESSION OF COMMAND ............................................................................................. 11
4.5 SUPERNUMERARY CREW / OBSERVER ........................................................................... 13
4.5.1 A SUPERNUMERARY CREW ...................................................................................... 13
4.5.2 BRIEFING OF THE SUPERNUMERARIES.................................................................. 13



OPERATIONS MANUAL VOL. A General
4.1 GENERAL
4.1.1 DEFINITIONS
PILOT-IN-COMMAND (PIC) - The pilot designated by the Company before the commencement of the
flight as having final authority and responsibility for the operation and safety of the flight.
SECOND IN COMMAND (SIC) - A pilot who is designated to be second in command of an aircraft during

flight time. A pilot assigned to act as a first officer or co-pilot of an aircraft.

FIRST OFFICER (F/O) - A pilot qualified on an aircraft to perform the duties of second in command.
May also be taken to mean co-pilot.
FLIGHT ATTENDANT (F/A) - A crewmember who performs, in the interest safety of passengers, duties
assigned by the operator or the pilot in command of the aircraft, but who shall not act as flight
crewmember.
SUPERNUMERARY CREW – is a person in addition to the crew member that is not a cabin crew
member, but is on board either a cargo or passenger aircraft during commercial or non-commercial
operations, and is not classified as a passenger by the operator or the Authority. Such person is typically
any of the following:
 Assigned to the flight by the operator as necessary for the safety of operations and has certain
(operator-required) knowledge and abilities gained through selection and mandatory training (e.g.
ground engineer /EOB, security guard etc).
 An inspector, auditor or observer authorized by the operator and the State to be on board the aircraft
in the performance of his or her duties (e.g. DCA flight operations inspector, IOSA auditor, LOSA
observer).
 Any other individual that has a relationship with the operator, is not classified as a passenger by the
Authority and authorized by the operator and the State to be on board the aircraft (e.g. courier,
contract coordinator, individual with operator required knowledge and abilities traveling to/from a
duty assignment, company employee on special duty). Extra-crew or deadheading crew
4.1.2 METHOD FOR DETERMINING CREW COMPOSITION
The following criteria, as a minimum, are to be considered in determining the crew composition:
• Type of aircraft being used;
• Prohibits flight crew members from operating an aircraft if not qualified for duty.
• The area and type of operation being undertaken;
• The minimum number of crew required and flight duty period;
• Crew licenses, qualification and experience;
• The designation of the Pilot and Second in Command, and, when necessitated by the duration
of the flight, the procedures for their relief;
• The designation of the Purser/FA-1and, if necessary by the duration of the flight, the procedures
for the relief of the Purser/FA-1 and any other flight attendants;
• Human factors / crew pairing considerations.

All crew members must:
• Hold an appropriate current license or certificate issued in accordance with CASR Part 61 (for
pilots) or CASR Part 63 (for flight attendants);
• Have any required appropriate current medical certificate issued in accordance with CASR Part
67;
• Be otherwise qualified for the operation for which they are to be used.


OPERATIONS MANUAL VOL. A Flight Crew
4.2 FLIGHT CREW
4.2.1 MINIMUM FLIGHT CREW
The minimum flight crew is composed of, whichever is higher:

• Two pilots as prescribed by CASR for operations conducted under CASR Part 121;
• The minimum number of flight crews as indicated in the Certificate of Airworthiness or the

approved AFM.

MINIMUM FLIGHT CREW PILOTS FLIGHT ENGINEER/NAVIGATOR
B737-800/-900ER 2 0
A320 2 0
According to CASR regulation, BATIK AIR prohibits a same individual to perform in two or more functions
for which an airman certificate is required.
4.2.2 FLIGHT CREW MEMBERS AGED 60 YEARS OR MORE
DGCA regulation permits a pilot who has attained the age of 60 years to continue operating as a pilot
on an airplane engaged in operations under CASR 121 until he has reached his 65th birthday provided
that:
• He is engaged in operations with more than one pilot,
• The sum of the ages of the pilots does not exceed 115 years, and
• He does not act as Pilot in Command when flying into countries which regulations prohibit such
pilot age.
NOTE: Several States have an age limit of 60 years for a Pilot In Command in commercial air
transportation. This age limit often is also applicable to foreign carriers operating into these States.
4.2.3 PILOT PAIRING REQUIREMENT
Captain and First Officer who have not reached a minimum of 100 hours flight time after having been
checked out from line training must not be paired together. This provision is not applicable for new
aircraft type in operations.
Refer also to OM Part A, Chapter 8.3.1.5.4- “Limitations for Less Experience Pilot”.

4.2.4 DESIGNATION OF THE PILOT /SECOND IN COMMAND
4.2.4.1 FLIGHT CREW OF TWO PILOTS

For each flight or series of flight, irrespective of the number of flight crew carried, must be designated:
• A Pilot in Command (PIC), qualified in accordance with OM Part A, Chapter 5.2.1-“PIC:

Minimum Qualification”;
• A Second in Command (SIC), qualified in accordance with OM Part A, Chapter 5.2.2-“SIC:

Minimum Qualification”, except in the particular case of line training.

4.2.4.2 SPECIAL CREWING
Special crewing means another flight crew composition than the basic CAPT + F/O one. Special crewing
happens in all training and checking situations or when not enough first officers are available and thus
two captains have to fly together. In case of special crewing, the following table could be used as
guidelines to determine who has to take the responsibility for the flight.
LEFT-HAND RIGHT-HAND
JUMP SEAT REMARKS
SEAT (LHS) SEAT (RHS)
CAPT or FIA
F/O - Standard crewing
or CCP
CAPT CAPT -
No training FIA FIA -
No checking CCP CCP - In case of lack of
CAPT FIA - F/O.
CAPT CCP -
Commercial CCP FIA
Flights CAPT / T FIA or CCP - CAPT line training
Line training
FIA or CCP FO / T - F/O line training
CAPT or F/O line
CAPT F/O CCP or DGCP
check
Line checks
CAPT CCP - CAPT line check
CCP F/O - F/O line check
First 4 sectors of
ZFTT CAPT / T DPER - ZFTT CAPT line
training
Base training CAPT / T FIA - -
Non-
Base checks FIA FO / T DGCP -
commercial
flights Other types non-
Refer to OM Part A, Chapter 8.7 “Special and Non-Revenue Flights”
revenue flights
Grey boxes indicate the pilot that must be designated as Pilot in Command.
FO/T = First Officer on Training; F/O= First Officer;
CAPT/T = Captain on Training; CAPT = Captain; FIA= Flight Instructor Aeroplane;
CCP=Company Check Pilot; DGCP= DGCA Government Check Pilot; DPER= Designated Pilot Examiner Representative

4.2.4.3 FLIGHT CREW OF THREE OR MORE PILOTS
Considering the type of operations and durations of flights carried out by BATIK AIR, the Company
assign a 3 Pilot Crew augmented crew to operated flights, for the purpose of meeting maximum Flight
Time / Flight Duty Time limitations as specified in OM Part A, Chapter 7.
4.2.4.3.1 3 - PILOT CREW OPERATIONS

INTRODUCTION

The rostering of 3–pilot crews is to provide the pilots with in-flight relief for the purpose of enhancing
flying duty periods. It does not absolve the crewmembers of their responsibility to be sufficiently rested
before a flight.
The planning of Three Crew Operations will be determined by taking into consideration the
departure/arrival times of certain flights. Crew shall refer to the appropriate COTAM for the flights where
Three Crew Operations are applicable.
The three crewmembers consist of 2 Captains and 1 First Officer. Of the 2 Captains, one will be the
designated Commander and the other the relief Captain.
No training flight will be rostered for the 3–crew operations
DESIGNATION OF COMMAND
The Commander of the flight will be designated on the roster. When the Commander is not designated
by the Company (e.g. standby crew activation), the more senior Captain will be the Designated
Commander of the flight.
Whenever the Three Crew Operations include a Management Pilot or an Instructor, he shall be the
Designated Commander of the flight.
4.2.4.4 AUTHORITY FOR DESIGNATION OF THE PIC
However, and beyond this table, the authority for designation of the Pilot in Command and the
subsequent chain of command belongs to (by order of priority):
• The Operations Director;

• The Chief pilot;
• The Chief Pilot Fleet or one of its Deputies (if any);
• The Crew Scheduling Section.
For each operation, it must clearly establish:
• The name of the pilot designated as Pilot in Command;

• The name of the pilot designated as Second in Command;
• The name of the observer (if any).

4.2.5 IN-FLIGHT RELIEF OF FLIGHT CREW.
For the purpose of the crew in-flight relief, a J class seat (an aisle aft seat) or a row of seat adjacent to
Emergency Exit will be blocked off. Crew are to comply with the policy and operational procedures that
are stated below.
4.2.5.1 STANDARD IN-FLIGHT REST ARRANGEMENT.
For 2 Captains and 1 First Officer crew, the Commander takes the second rest period, the relief Captain

the first period, and the co-pilot, the third rest period.

4.2.5.2 FLIGHT DECK SEATING
All 3 pilots are required to be in their seat in the cockpit from the moment all doors are closed for
pushback until the top of climb and from top of descent until chocks on. The Relief Captain may carry
out the PF or PM duties in the CM2 seat only if he RHS qualified (e.g. Flight Instructor).
The operating crew only allowed to be in the seat that he is qualified for.
4.2.5.3 CREW / SEAT CHANGE
Crew change in flight during Augmented Crew operations should be conducted in a manner that would
ensure the incoming crew’s ability to function effectively and safely. It should be accompanied by a
handover briefing.
Time must be allowed for the incoming crew to appreciate the cockpit situation, before the handover
briefing is conducted.
The briefing should cover at least the following items:-

- aircraft status;
- fuel situation;
- cabin situation (including past incidents);
- air traffic situation;
- position and terrain brief;
- weather en-route and forecast for destination and alternate;
- Other relevant matters.
The handover briefing should be conducted to the full satisfaction of the incoming pilot before the change
is initiated.
The outgoing crewmember should remain in the cockpit for a sufficient period thereafter, to allow the
new crewmember to settle into the flight and to assist should any problem arise immediately after the
change.
Whenever pilots change seats, the following must be observed:
1. There must always be at least one operating crew in the seat that he is qualified for, at any given
time.
2. The autopilot must be engaged during changeover.
3. The loudspeaker should be on and audible.
4. The seat change shall be done when conditions permit, taking into consideration weather, traffic,
aircraft condition etc.
5. No seat change is allowed below 10,000 ft.
6. Pilots are expected to leave their seating area clean and tidy before handover to next crew member.
NOTE: Whilst taking in-flight relief in the passenger seat, crew are to remove their epaulettes (or to put
on a sweater) to avoid any passenger concerns. Changing should be completed discreetly prior to
entering the cabin. Crew are also to refrain from talking to passengers on operational issues.

4.2.5.4 CABIN CREW LIAISON
The Designated Commander shall ensure that the Cabin Crew are advised of the planned in-flight relief
routine prior to departure. This will allow for meal preparation that may not coincide with the passenger
service. Flight Crew are to be provided with suitable amenities (blankets and pillows,) to facilitate
recuperative seat rest.
4.2.5.5 ABNORMAL SITUATION
If the Designated Commander is not in the flight deck, he should be notified of any abnormal situation

that affects the safety or performance of the aircraft at an appropriate time. In the event of any

malfunction requiring ECAM or QRH actions, the Designated Commander should be notified after
completion of such procedures, and when the aircraft state is stable and under control.
4.2.5.6 DEPRESSURIZATION
If an explosive decompression occurs, the in-flight relieving crew should remain seated until advised
that it is safe to do otherwise. Portable oxygen bottles may be used to assist in returning to the flight
deck.

OPERATIONS MANUAL VOL. A Flight Attendant
4.3 FLIGHT ATTENDANTS
4.3.1 MINIMUM NUMBER OF FLIGHT ATTENDANTS
In order to effect a safe and expeditious evacuation of the airplane and the necessary functions to be
performed in an emergency, the number of Flight Attendants required for each type of BATIK AIR
airplane cannot be less than the minimum required number of flight attendants approved by
DGCA (as indicated in BATIK AIR Operation Specifications):

Minimum Approved number of Flight
Aircraft Type / Series

Attendants
B737-800 4
B737-900 ER 4
A320 4
All flight attendants being part of the minimum required number of flight attendants, need all to be
qualified in accordance with OM Part A, Chapter 5.3.1 – “Flight Attendant: Minimum Qualification” (flight
attendants receiving initial operating experience cannot be assigned as required crewmember).
4.3.2 PURSER/FLIGHT ATTENDANT-1
For each flight or series of flight, irrespective of the number of flight attendants, a flight attendants
meeting the qualification requirements described in OM Part A, Chapter 5.3.2- “Purser/FA-1: Minimum
Qualification” must be designated to act as Flight Attendant-1.
In case, for a same flight or series of flights, several cabin crewmembers are properly qualified to act as
Purser/FA-1, the authority for designation of the Purser/FA-1 belongs to (by order of priority):
• The Operations Director;

• The Head of In-Flight services;
• The Cabin Crew Managers;
• The Crew Scheduling Section.

Succession of
OPERATIONS MANUAL VOL. A Command
4.4 SUCCESSION OF COMMAND
A. Succession of Command
In the case of PIC incapacitation during flight, the command succession rules will apply in the
order from Second Captain, Senior First Officer and then First Officer. When the Captain (PIC)
becomes incapacitated, the First Officer (SIC) shall become PIC when no other suitable
company fleet pilot of most senior rank with equivalent type rating is on board. The First Officer
who take command as PIC shall operate the aircraft from his or her normal assigned Right Hand

Seat (RHS) and take all necessary actions to ensure that the aircraft fly to the nearest suitable
airport and land safely.

NOTE: Particular cases
 Presence of a BATIK AIR Captain onboard with adequate type rating qualification
and fit for flight:
The Captain may stand in for the Pilot in Command and takes the responsibility of
the flight.
 Presence of a BATIK AIR First Officer onboard with adequate type rating
qualification and fit for flight:
The functioning Second in Command on the flight takes the responsibility for the
flight and the function of Pilot Flying, irrespective of his flight time on type. The First
Officer, who was passenger, takes the left-hand seat and the function of Pilot
Monitoring.
 Presence of a Captain onboard with adequate type rating qualification and fit for
flight, not being a member of BATIK AIR but being a member of another LION
GROUP airline:
The functioning Second in Command may, if he deems necessary, hand over the
responsibility of Pilot in Command to the LION GROUP captain after having checked
the captain’s qualification and validity.
B. Chain of Command
The Chain of Command within a crew unrelated to the execution of a flight (e.g. emergency,
mentioning in documents) will be:
1. Pilot In Command
2. Second In Command
3. Purser: FA-1
4. Next most senior ranking crewmember.
C. Authority to Taxi Aeroplanes

Batik Air shall take all reasonable steps to ensure that aircraft is not taxied on the movement
area of an aerodrome by a person other than a flight crew member, unless that person, seated
at the controls, has been duly authorized:
 By DFO or a designated agent and is competent to;
a) Taxi the aeroplane;
b) Use the radio telephone; and
 Has received instruction in respect of aerodrome layout, routes, signs, marking, lights,air
traffic control signals and instructions, phraseology and procedures, and is able to conform
to the operational standards required for safe aeroplane movement at the aerodrome.
 Where applicable, has received permission from the aerodrome operator to taxi the
aeroplane at the aerodrome.

Succession of
OPERATIONS MANUAL VOL. A Command
Succession of Command.


Supernumerary
OPERATIONS MANUAL VOL. A Crew / Observer
4.5 SUPERNUMERARY CREW / OBSERVER

4.5.1 A SUPERNUMERARY CREW
Is an additional member outside the Standard Crew Composition with a special assignment, for instance
for Training purposes, Flight Check, Audits, etc. Supernumerary Crew in passenger Cabin, either assign
to flight by Batik Air or the DGCA, must meet and follow requirements and restrictions, and must be brief
as stated in chapter 4.5.2 (Briefing of the Supernumeraries).
The presence of the Supernumerary Crew (SC) in the aircraft does NOT prompt crew composition into
an Enlarged Crew. It also does NOT change the Flight Duty Time so that in recording the Flight Hours,

only the Standard Crew will obtain Flight Hours of100% Flight Time.

An Observer is a person outside the Standard Crew composition who is permitted to take seat in the
cockpit without having the need for a qualification or rating of the particular type of aircraft. The Observer
does NOT obtain Flight Time or Flight Hours but his/her observation time (for training purposes) is
counted as Flight Duty Time. If the observer is assigned for training purpose, then his/her name must
be listed in Daily Crew Rotation/DCR and Geneva Crew Management System.
Written statement approved by Flight crew Manager, Training Manager or Director of Flight Operations
has to be submitted to the PIC to allow the presence of an Observer on board.
IMPORTANT NOTE:
During flight, observer/supernumeraries shall not impede and interfere with the standard
(qualified/active) flight crew and cabin crew members in the performance of their duties.
Anytime supernumeraries are onboard, the supernumerary must be seated in a seat equipped with seat-
belt (safety harness).
4.5.2 BRIEFING OF THE SUPERNUMERARIES
The briefing will be given in an appropriate sequence, when all occupants are on board and time
permits. It is the PIC responsibility to ensure that all occupants have been briefed on the safety
procedures by a qualified crew member and the Supernumerary Form (see Appendix) have been
completed and signed as well. Occupant safety briefing cards should be available in the
supernumerary area seat pockets located on the stowage compartment wall or opposite the
passenger seats. The briefing card can be used as a guideline for the verbal briefing as it covers all
the required briefing points.
The Safety Briefing shall at least cover the necessary topics, as follows:
1. The requirement to wear the required seat belt, at all times when instruct by the seat belt sign and
how to quick release them.
2. Location of the nearest emergency exit and how to operate it.
3. Location of the life vest, lift raft (if equipped) and oxygen supply and how to use them
4. The requirement to comply with the NO SMOKING sign
5. Follow instructions given in the event of evacuation.
6. Location and instruction for using the on board fire extinguisher.
7. The requirement for a sterile cockpit and instruction on how to contact inside the cockpit.
8. Procedure to access the flight cockpit.
9. The restriction on using electronic devices on phases of flight.
The PIC will assess it that supernumerary is competent enough to be on board.
NOTE 1: In order to ensure that supernumeraries do not impede with cabin crew members in the
performances of their duties. On flight with cabin crew on board, supernumeraries are not to
be assigned to perform any aircraft safety duties that have been already assigned by cabin
crew members.
NOTE 2: For a flight without cabin crew i.e.: Positioning flight, Ferry flight, Delivery flight etc. with
supernumeraries onboard, qualified crew or qualified personnel must be assigned to carry
out aircraft cabin safety duties.
NOTE 3: For the safety briefing of the supernumerary training for flight-crew and authorized
personnel (such as engineer), please refer to OM-D.

Supernumerary
OPERATIONS MANUAL VOL. A Crew / Observer


VOL. A
CHAPTER 5

OPERATIONS MANUAL
QUALIFICATIONS REQUIREMENTS
QUALIFICATIONS REQUIREMENTS Page : 1
CHAPTER 5 - QUALIFICATIONS REQUIREMENTS

5.1 TRAINING PROGRAMS .......................................................................................................... 3
5.1.1 GENERAL....................................................................................................................... 3
5.1.2 DEFINITIONS ................................................................................................................. 3
5.1.3 CATEGORIES OF TRAINING ........................................................................................ 3
5.1.4 TRAINING CURRICULUMS ........................................................................................... 4

5.1.5 GENERAL TRAINING CURRICULUM SEGMENTS ...................................................... 4

5.1.5.1 BASIC INDOCTRINATION TRAINING ....................................................................... 4
5.1.5.2 CREWMEMBERS SAFETY AND EMERGENCY TRAINING ..................................... 5
5.1.5.3 CRM / DRM TRAINING .............................................................................................. 6
5.1.5.4 DANGEROUS GOODS AWARENESS TRAINING..................................................... 7
5.1.5.5 AVIATION SECURITY TRAINING .............................................................................. 8
5.2 FLIGHT CREW QUALIFICATION REQUIREMENTS ............................................................. 9
5.2.1 PIC: MINIMUM QUALIFICATION ................................................................................... 9
5.2.2 SIC: MINIMUM QUALIFICATION ................................................................................... 9
5.2.3 PILOT QUALIFICATION: RECENT EXPERIENCE ...................................................... 10
5.2.4 PIC QUALIFICATION : ROUTE, AERODROME AND SPECIAL AREAS ..................... 10
5.2.4.1 ROUTES AND AIRPORTS ....................................................................................... 10
5.2.4.2 SPECIAL AREAS AND AIRPORTS .......................................................................... 10
5.2.5 ENGLISH LANGUAGE PROFICIENCY ........................................................................ 11
5.2.6 OPERATION ON MORE THAN ONE TYPE OR VARIANT .......................................... 11
5.2.7 STANDARD PILOT UPGRADING QUALIFICATION .................................................... 11
5.2.7.1 PIC AS A CANDIDATE ............................................................................................. 11
5.2.7.1.1 DIRECT INTAKE PIC ........................................................................................... 11
5.2.7.1.2 TYPE-RATED UPGRADING PIC ......................................................................... 12
5.2.7.1.3 NON TYPE - RATED UPGRADING PIC .............................................................. 12
5.2.8 PIC CANDIDATES SCREENING PROCESS ............................................................... 13
5.2.9 EVALUATION PROCESS............................................................................................. 13
5.2.10 TRAINING PROCESS .................................................................................................. 13
5.2.11 PILOT CARRIER PATH DIAGRAM AND THEIR INSIGNIA ......................................... 14
5.3 FLIGHT ATTENDANTS QUALIFICATION REQUIREMENTS .............................................. 15
5.3.1 PUSER/FA-1: MINIMUM QUALIFICATION .................................................................. 15
5.3.2 FLIGHT ATTENDANT: MINIMUM QUALIFICATION .................................................... 15
5.4 FOO QUALIFICATION REQUIREMENTS ............................................................................ 16
5.4.1 FOO: MINIMUM QUALIFICATION ............................................................................... 16
5.5 TRAINING AND CHECKING PERSONNEL QUALIFICATION REQUIREMENTS ............... 17
5.6 MANAGEMENT AND SUPERVISORY PERSONNEL QUALIFICATIONS REQUIREMENTS
18



OPERATIONS MANUAL VOL. A Training Programs
5.1 TRAINING PROGRAMS
5.1.1 GENERAL
BATIK AIR has established and maintains training programs such as each BATIK AIR crew member,
Flight Operation Officer, flight and ground instructor, check airman, and each person assigned to
operational duties is adequately trained and remain current in the performance of his assigned duties,

in accordance with the requirements of the DGCA Civil Aviation Safety Regulation (CASR).

This training program has obtained the appropriate initial and final approval from DGCA and meets the
requirements of CASR 121 subparts N (training program) and O (crewmember qualification).
BATIK AIR training program is detailed in the BATIK AIR’s OPERATION MANUAL PART D (OMD),
which constitutes the Part D of the BATIK AIR Operations Manual.
5.1.2 DEFINITIONS
CATEGORIES OF TRAINING - Different courses of training provide the necessary training and
checking or testing for various types of crewmembers or Flight Operations Officers who have not
previously qualified (or have or will become unqualified) to serve unsupervised in a specific duty position.
Each categories of training consists of one or more curriculums.
CURRICULUM - a complete training agenda specific to an aircraft type and duty position. Each
curriculum consists of several curriculum segments.
CURRICULUM SEGMENT – a necessary phase of curriculum, which can be separately and individual
approved but by itself does not qualify a person for a crewmember / flight operations officer position.
Each curriculum segment consists of one or more training modules.
5.1.3 CATEGORIES OF TRAINING

INITIAL TRAINING -the training required for crewmembers and FOO who have not qualified and served
in the same capacity on the specific aircraft type to be used atBATIK AIR. Initial training therefore apply
to all crewmember(s) and FOO who have no previous experience in capacity of crewmember or FOO
with BATIK AIR. BATIK AIR identifies two (2) kinds of initial training:
• New hire “non-type rated” initial training for newly hired crewmembers and FOO who does
not hold a type rating on the aircarft to be operated at BATIK AIR. These new hire will go into
the initial aircraft type qualification training.
• New hire “standardization” initial training for newly hired crewmembers and FOO who
already hold a type rating on the aircraft to be operated at BATIK AIR.
TRANSITION TRAINING: this category of raining is for crewmember and FOO who have been
previously trained and qualified for a specific duty position by BATIK AIR and are being reassigned to
the same duty position on a different aircraft type.
RECURRENT TRAINING - this category of training is for personnel who have been trained and qualified
by BATIK AIR and will continue to serve in the same duty position and aircraft type to ensure they remain
adequately trained and proficient.

REQUALIFICATION TRAINING – this category of training is for personnel who have been trained and
qualified by BATIK AIR, but have become unqualified to serve in particular duty position and/or aircraft
type due to not receiving recurrent training and/or a required check within the appropriate period.
UPGRADE TRAINING: this category of training is for personnel who have been previously trained and
qualified in a duty position by the operator on a particular aircraft type, and are being assigned to another
duty position on which they were not previously trained and qualified in the same aircraft.

5.1.4 TRAINING CURRICULUMS

As part of its training program, BATIK AIR prepares and keeps current a training curriculum for each
type of aircraft it operates with respect to flight operations officers and each crewmember required for
that type of aircraft.
At the conclusion of any category training curriculum, the trained individual will have received the
necessary training, checking and / or testing to serve unsupervised on a specific aircraft type and in a
specific duty position.
The different segments of each curriculum are further divided in several ground and, where applicable,
flight training modules.
Detailed and comprehensive descriptions of each individual curriculum and respective component
trainings are to be found in the OMD.
5.1.5 GENERAL TRAINING CURRICULUM SEGMENTS

Beyond the specific positions / aircraft type specific training curriculums segments, the following training
curriculum segments are also integrated in the different training curriculum developed by BATIK AIR
and approved by DGCA. They usually address several categories of personnel or crew members. The
following paragraphs are not intended to supersede information contained in the OMD, but rather to
highlight that those subjects, along with respective position / aircraft type training curriculum training
segments, are integral part of BATIK AIR personnel training.
5.1.5.1 BASIC INDOCTRINATION TRAINING
All newly hired crewmembers or FOO must be given a basic indoctrination course in a number of hours
of instruction acceptable to the DGCA in at least the following:
• Duties and responsibilities of Crewmember or FOO as applicable;

• Appropriate provisions of the CASR;
• Contents of the AOC and Operation Specifications as applicable;
• Appropriate portion of company manuals.
Basic indoctrination training is therefore included in all BATIK AIR initial (new hire “non-type
rated” or “standardization”) training curriculums. Further training in the areas of regulations /
AOC / Operations Specifications is provided in the different recurrent trainings or upgrade
training.

5.1.5.2 CREWMEMBERS SAFETY AND EMERGENCY TRAINING
In addition to type-specific emergency training provided to flight crew member in the respective aircraft
type qualification curriculum segments (emergency and abnormal procedures associated with aircraft
systems, structural design, operational characteristics, etc.), all crewmembers receive “general” Safety
and Emergency Training., addressing:
• Instructions in emergency assignments and procedures, including coordination among

crewmembers;

• Individual instruction in the location, function and operation of emergency equipment;
• Instruction in the handling of emergency situation;
• Review and discussion of previous aircraft accidents and incidents pertaining to actual
emergency situation.
Two distinct areas of training are required in the conduct of the “general” emergency training:
• “Emergency drills” training;

• “Emergency evacuation” training (also referred to as “emergency evacuation (wet)” training).
Both training areas are therefore addressed as part of each BATIK AIR initial training curriculum
for crewmember. These personnel then receive subsequent training in these areas as part of
their respective recurrent training (every year).

5.1.5.3 CRM / DRM TRAINING
In order to enhance pilots, flight attendants and flight operations officers coordination, communication,
mutual understanding of conducted tasks, respective duties and responsibilities, as well as human
factors aspects involved in addressing emergency situations and security threats, all BATIK AIR
crewmembers and flight operations officers receive CRM / DRM (Crew / Dispatcher Resources
Management) training, including joint Pilots / FA / FOO practical exercises, and consisting of the

following discussions:

• Situational awareness;
• Perception;
• Role theory;
• Culture;
• Cockpit crew’s working styles;
• Motivation;
• Initiative;
• Personality and stress;
• Interpersonal communication;
• Team work;
• Small organized group;
• Conflict;
• Decision making;
• Threat and Error Management (TEM);
• Critique.
CRM/DRM training is therefore included in all BATIK AIR initial training curriculums for
crewmembers and flight operations officers. These personnel then receive subsequent
CRM/DRM training as part of their respective recurrent training (every year).
As far as flight crew members are concerned, CRM is also addressed through Line Oriented Flight
Training (LOFT). A LOFT is a simulator session conducted in an uninterrupted planned scenario
conducted in real-time in line flight environment setting. LOFT sessions have CRM specific objectives
where such skills are observed and debriefed upon completion.
LOFT simulator session is included in all BATIK AIR initial training curriculums for flight
crewmembers. LOFT training is also included in flight crew member recurrent training (every
year).

5.1.5.4 DANGEROUS GOODS AWARENESS TRAINING
BATIK AIR is not eligible to carry dangerous goods article, except for Company Materials (COMAT),
aircraft spare parts and Excepted Dangerous Goods listed on IATA Dangerous Goods Regulation table
2.3.A (refer to OM Part A, Chapter 9.1- “Transport of Dangerous Goods”).
The following table highlights the different aspects of the transport of dangerous goods by air with which,

through receiving training, each category of personnel must be familiar:

CATEGORY OF A PERSONNEL
ASPECTS OF TRANSPORT (SEE KEY NOTE BELOW)
OF DANGEROUS GOODS BY AIR
1 2 3 4 5
General philosophy X X X X X
Limitations X X X X X
General requirements for shippers X
Classification X
List of Dangerous Goods X
Recognition of undeclared dangerous goods X X X X X
General packing requirements X
Labeling and marking X X X X X
General requirement for shippers X X
Acceptance procedures
Storage and loading procedures
Pilots notification
Provision for passengers and crew X X X X
Emergency procedures X X X X X
DG transport document and other relevant documentation X X
NOTE: (1) Flight Crewmembers;

(2) Crewmembers (other than Flight Crew);
(3) Ground handling agent’s staff accepting dangerous goods (when an agent is undertaking
the responsibilities of acceptance staff, such as the passenger handling staff accepting small
parcel cargo, the certificate holders, it subsidy, or the agent must be trained in the certificate
holder’s training program and comply with the acceptance staff training requirements);
(4) Passenger handling staff and security staff who deal with the screening of passenger and
their baggage
(5) Shippers (when a person offers a consignment of hazmat, including Company Material
(material owned or used by certificated holder), for or on behalf BATIK AIR, then the person
must be trained in the BATIK AIR’s training program and comply with shipper responsibilities
and training. If offering goods on another certificate holder’s equipment, the person must be
trained in compliance with the training requirements in CASR Part 92. All shippers of hazmat
must be trained under CASR Part 92.
Dangerous goods awareness training is therefore included in all BATIK AIR initial training
curriculums for crewmembers and flight operations officers. These personnel then receive
subsequent Dangerous Goods Awareness training as part of their respective recurrent training
(every two year).

5.1.5.5 AVIATION SECURITY TRAINING
As stated in the BATIK AIR approved Aircraft Operator Security Program (AOSP), all personnel,
employed by or under the control of BATIK AIR who implements security controls, received aviation
security training whose objective is to:
• Ensure that appropriate operational personnel have the competence to perform their security

related duties and are acquainted with preventative measures and techniques in relation to
passengers, baggage, cargo, mail, equipment, stores and supplies intended for transport on

aircraft, as applicable, so they may contribute to the prevention of acts of sabotage and other
forms of unlawful interference.
• Ensure that crewmembers are able to act in the most appropriate manner to minimize the
consequences of acts of unlawful interference and/or disruptive passenger behavior.
Aviation Security training is therefore included in all BATIK AIR initial training curriculums for
crewmembers. These personnel then receive subsequent aviation security training as part of
their respective recurrent training (every two years).

Flight Crew
OPERATIONS MANUAL VOL. A Qualification
Requirements
5.2 FLIGHT CREW QUALIFICATION REQUIREMENTS
5.2.1 PIC: MINIMUM QUALIFICATION
To be designated as PIC on a BATIK AIR flight, a pilot must, at the minimum:

• Hold a valid ATPL license endorsed with the appropriate type rating;

• Have successfully completed for the appropriate aircraft type, one of the following BATIK AIR

approved training curriculum segment, as set forth in OMD:
o Initial (new hire “non-type rated” or “standardization”) training as PIC; or
o Transition (i.e. “conversion”) training as PIC; or
o Upgrade (i.e. “command”) training; and
• Has undergone within the previous six months the recurrent training for the aircraft type as PIC
and has satisfactorily passed the associated Pilot Proficiency Check, as set forth in OMD;
• Has satisfactorily passed within the twelve (12) previous calendar months a Line Check, as set
forth in OMD;
• Meet the recency requirement set forth in paragraph §5.2.3 of this chapter;
• Be qualified for the intended route, as described in paragraph §5.2.4 of this chapter;
• Where applicable, be qualified to operate from the Right-Hand Seat (RHS), by having
successfully completed the Right Hand Seat training as set forth in OMD.
5.2.2 SIC: MINIMUM QUALIFICATION
To be designated as an operating without supervision on a BATIK AIR flight, a pilot must, at the
minimum:
• Hold a valid CPL license endorsed with an Instrument rating and the appropriate type rating;
• Have successfully completed, for the appropriate aircraft type, one the following BATIK AIR
approved training curriculum segment, as set forth in OMD:
o Initial (new hire “non-type rated” or “standardization”) training;
o Transition (i.e. “conversion”) training; or
• Has undergone within the previous six months the recurrent training for the aircraft type as PIC
and has satisfactorily passed the associated Pilot Proficiency Check, as set forth in OMD;
• Meet the recency requirement set forth in paragraph §5.2.3 of this chapter.
For the particular case of flight under supervision (line training), refer to OMD.

Flight Crew
Requirements
5.2.3 PILOT QUALIFICATION: RECENT EXPERIENCE
Within the preceding 90 days, a pilot must have made a minimum of three (3) takeoffs and landings
in the type airplane in which he is to serve. These takeoffs and landings may be performed in an
approved visual simulator.
In case a pilot fails to make these three (3) required takeoffs and landings within any consecutive 90
day period, recency of experience must be re-established as provided in OMD.

5.2.4 PIC QUALIFICATION : ROUTE, AERODROME AND SPECIAL AREAS

5.2.4.1 ROUTES AND AIRPORTS
Batik Air has a process to ensure each pilot, prior to being used as a PIC in operations, is currently
qualified for operations into airports of intended landing in areas, on routes or route segments to be used
in operations.
If an instrument approach is required into an airport for which the PIC has not made an actual approach,
the PIC shall be accompanied by a pilot flight crew member or pilot observer on the flight deck who is
qualified for the airport unless any of the following conditions exist.
a. The approach to the airport is not over difficult terrain and the instrument approach procedures and
aids available are similar to those with which the pilot is familiar, and the normal operating minima
are adjusted by a process that adds a margin of safety that is approved or accepted by DGCA, or
there is reasonable certainty that the approach and landing can be made in visual meteorological
conditions.
b. Descent from the initial approach altitude to landing at the airport can be made by day in VMC, and
PIC shall be acknowledge seasonal meteorological conditions and concern the minimum safe flight
levels/altitude.
c. Batik Air qualifies the PIC to land at the airport by means of a pictorial representation approved or
accepted the Authority.
d. The airport is adjacent to another airport at which the PIC is currently qualified to land, and
congested area and physical layout of each airport in terminal area involved.
e. Communication and navigational facilities including airport visual aids;
f. En-route and terminal area arrival and departure procedures, holding procedures and authorized
instrument approach procedures for the airport involved.
5.2.4.2 SPECIAL AREAS AND AIRPORTS
A pilot may not serve as Pilot in Command of flight to or from a category B or C airport, unless, within
the twelve (12) calendar months:
• He has made an entry to that airport (including take-off and landing); or;
• He has qualified for this airport, by undergoing the Route and Aerodrome Competence Training,
as set forth is OMD.
The above two conditions not apply if a PIC has made at least one trip as a pilot flight crew member,
line check airman or observer on the flight deck on a route in close proximity and over similar terrain
within the specified area(s), on the specified route and/or into the special airport, as applicable,
The category of each airport to / from BATIK AIR operates is to be found in OM Part C, Chapter 4.3.

Flight Crew
Requirements
5.2.5 ENGLISH LANGUAGE PROFICIENCY

Each flight crewmember must pass the ICAO English Language Proficiency Test with a minimum of
Level 4 qualification.
Note: Those who do not possess a minimum English proficiency level 4 or under acquisition process,
may be decided by the selection committee consisting of Director of Flight Operations, Flight crew
Manager, Training Manager and Standards Manager, and will be assigned to perform their pilot duty on
the domestic routes only.

5.2.6 OPERATION ON MORE THAN ONE TYPE OR VARIANT

Batik Air pilot does not operate more than one type or variant of aircraft.
5.2.7 STANDARD PILOT UPGRADING QUALIFICATION
These standards may vary dependent upon the individual ability of the candidate and following
evaluation of each individual pilot performance. However to be considered as a potential trainee for
captain status for the aircraft types flown, candidates must have minimum experience and / or subject
to the discretion of Board of Management Chaired by Operations Director or his appointee.
Up-grading policy:
 Company needs
 Seniority
 Discipline
 Ability
5.2.7.1 PIC AS A CANDIDATE
There are three types of pilot who will be qualified as a PIC. They are:
1. Direct intake PIC
2. Type-Rated Upgrading PIC
3. Non Typed rated Upgrading PIC
5.2.7.1.1 DIRECT INTAKE PIC
A direct intake PIC is a person who undergoes and passes Company’s screening process; He shall:
a. Hold a valid Indonesian ATPL or valid ICAO ATPL acceptable by the DGCA, with current or non-
current on type rating for the aircraft type operates by Batik Air;
b. Has undergone satisfactory document check;
c. Has undergone satisfactory written examination;
d. Has passed a satisfactory interview;
e. Has obtained minimum of 3,000 total hours, of those 500 hours as P1 on MPJ* with
EFIS/PDF/ND/FMS above 20,000Kgs MTOW and 500 hours as PIC of jet aircraft on type operated
by Batik Air, equivalent or higher or has obtained minimum of 4,000 total hours, of those 2,000 hours
as PIC on MPA** with EFIS/PFD/ND/FMS above 20,000Kgs MTOW;
f. Has attained at least level 4 on ICAO Aviation English Language Proficiency;
g. Has been selected by captain selection process.
Note1: Half of flight hours attained from lighter than 20,000KGS multi pilot propeller aircraft are
credited for equivalent multi pilot flight hours.

Flight Crew
Requirements
Note 2: not withstanding with §5.2.7.1.1 (f) of this chapter, pilot without jet experience has to fulfill the
requirement as set forth in OM-D
Note 3: *MPJ = Multi pilot Jet, **MPA = Multi Pilot Aircraft.
5.2.7.1.2 TYPE-RATED UPGRADING PIC

A Type-Rated upgrading PIC is a pilot who has demonstrated the qualification to meet the requirements
as qualified senior first officer with license endorsed for the aircraft type operates by Batik Air, and to be

upgraded as PIC He shall:
a. Has attained a valid Indonesian ATPL;

b. Has undergone current CRM course;
c. Has attended Commander Course;
d. Has attained at least 3,000 company hours* or;
e. Has 3,000 hours in other commercial airlines MPJ with EFIS/PFD/ND/FMS > 20,000Kgs, MTOW and
500 company hours or 4,000 hours in other commercial airlines MPA of which 2,000 hours MPA with
EFIS/PFD/ND/FMS > 20,000Kgs and 1,000 company hours;
f. Has attained at least ICAO Aviation English Language Proficiency Interview level 4;
g. Has passed captain candidate evaluation process;
Note 1: Half of flight hours attained from lighter than 20,000KGS multi pilot propeller aircraft are credited
for equivalent multi pilot flight hours.
Note 2: *company hours = flight hours attained when flying company’s aircraft
5.2.7.1.3 NON TYPE - RATED UPGRADING PIC
A Non Type-Rated upgrading PIC is a pilot who has demonstrated the qualification to meet the
requirements as qualified senior first officer, without license endorsed for the aircraft type operates by
Batik Air and to be upgraded as PIC. He shall:
a. Has attained a current ATPL;

b. Has undergone current CRM course;
c. Has attended Commander Course;
d. Has attained 3500 company hours or;
e. Has 5000 hours on commercial airlines MPA, of which 2,500 hours are on commercial airlines MPJ
with EFIS/PFD/ND/FMS > 20,000Kgs MTOW and 1,000 company hours or 5500 hours on
commercial airlines MPA of which 3000 hours on MPA with EFIS/PFD/ND/FMS > 20,000Kgs MTOW
and 1,500 company hours;
f. Has attained at least ICAO Aviation English Language Proficiency Interview level 4;
g. Has been selected by Captain Selection process.
Note: Half of flight hours attained from lighter than 20,000KGS multi pilot propeller aircraft are credited
for equivalent MPA flight hours.

Flight Crew
Requirements
5.2.8 PIC CANDIDATES SCREENING PROCESS

The PIC candidate is a pilot who meet qualifications described on 5.2.7 The Company reserves the right
of selection and evaluates the suitability, attitude, decision making, and crew resource management of
PIC candidate. The screening shall include but not limited to:
1. The past pilot proficiency check assessments or applicable documents indicate the performance of a
candidate.
2. A briefing of the upgrading process and an interview by an evaluator or director of flight operations or

his delegates which emphasize on decision making, crew resource management and knowledge.
3. The Evaluation Committee (EC) appointed by the DO and shall finalize the result and announcement

of the pilots ‘name submitted for evaluation.
5.2.9 EVALUATION PROCESS
The upgrading PIC candidates shall undergo following processes

 Upgrading PIC candidates shall undergo screening process as depicted on 5.2.8
 Screened upgrading PIC candidates must be line evaluated by qualified evaluators with a pass
from at least three evaluators.
 The Evaluation Committee (EC) appointed by the DO arranged the existing evaluators shall
finalize evaluation result and shall announce the name of the successful candidate.
Note: Evaluation Committee comprises of the DO, OF, OT, OR or their appointees.
5.2.10 TRAINING PROCESS

Successful candidates will undergo a training program set by the OT in accordance with the OM-D.

Flight Crew
Requirements
5.2.11 PILOT CARRIER PATH DIAGRAM AND THEIR INSIGNIA

Note:

Flight Attendant
Requirements
5.3 FLIGHT ATTENDANTS QUALIFICATION REQUIREMENTS
5.3.1 PUSER/FA-1: MINIMUM QUALIFICATION

To be designated as Purser/FA-1 on a BATIK AIR flight, a flight attendant must, at the minimum:
• Hold a valid Flight Attendant Certificate endorsed with the appropriate type rating;
• Have successfully completed, for the appropriate aircraft type, one of the following BATIK AIR

approved training, as set for in the OMD:

o Initial (new hire “non-type rated” or “standardization”); or
o Transition (i.e. “conversion”); and
• Have successfully completed the Purser/FA-1 Special training;
• Has undergone within the previous twelve (12) months the recurrent training and has
satisfactorily passed the associated Competency Check, as set forth in OMD.
5.3.2 FLIGHT ATTENDANT: MINIMUM QUALIFICATION

To be designated as an operating (without supervision) Flight Attendant on a BATIK AIR flight, a flight
attendant must, at the minimum:
• Hold a valid Flight Attendant Certificate endorsed with the appropriate type rating;
• Have successfully completed, for the appropriate aircraft type, one of the following BATIK AIR
approved training, as set for in the OMD:
o Initial (new hire “non-type rated” or “standardization”); or
o Transition (i.e. “conversion”); and
• Has undergone within the previous twelve (12) months the recurrent training has satisfactorily
passed the associated Competency Check, as set forth in OMD.
For the particular case of flight under supervision (initial operating experience), refer to OMD.

FOO Qualifications
OPERATIONS MANUAL VOL. A Requirements
5.4 FOO QUALIFICATION REQUIREMENTS
5.4.1 FOO: MINIMUM QUALIFICATION

To serve as a Flight Dispatcher as part of BATIK AIR operations, a Flight Operations Officer must, at
the minimum:

• Hold a valid FOO license;

• Have successfully completed, for the an airplane of the appropriate group, one of the following
BATIK AIR approved training, as set forth in OMD:
o Initial flight operations officers training; or
o Transition flight operations officer training.
• Has undergone within the previous twelve (12) months the recurrent training, including
familiarization flight (observations from the flight deck), and has satisfactorily passed the
associated Competency Check, as set forth in OMD.

Training and Checking
OPERATIONS MANUAL VOL. A Personnel Qualification
Requirements
5.5 TRAINING AND CHECKING PERSONNEL QUALIFICATION REQUIREMENTS

Qualification requirements for training and checking personnel are detailed in OMD.


Management and
OPERATIONS MANUAL VOL. A Supervisory Personnel
Qualification Requirements
5.6 MANAGEMENT AND SUPERVISORY PERSONNEL QUALIFICATIONS

REQUIREMENTS
Qualification requirements for management and supervisory personnel are detailed in OAM (Operations
Administrative Manual).


VOL. A
CHAPTER 6
MEDICAL FITNESS
CREW HEALTH AND

OPERATIONS MANUAL

CREW HEALTH AND MEDICAL FITNESS Page : 1
CHAPTER 6: CREW HEALTH AND MEDICAL FITNESS
6.1 GENERAL .............................................................................................................................. 3

6.2 ALCOHOL AND DRUGS POLICIES...................................................................................... 4
6.2.1 DEFINITONS .................................................................................................................. 4
6.2.2 USE OF PSYCHOACTIVE SUBSTANCE....................................................................... 4
6.2.3 DRUGS AND ALCOHOL TESTS .................................................................................... 5

6.2.3.1 LAW ENFORCMENT / DGCA TESTS ........................................................................ 5

6.2.3.2 COMPANY DRUG AND ALCOHOL TESTS (DAT)..................................................... 5
6.2.3.3 BLOOD PRESSURE AND ALCOHOL CONTAMINATION ......................................... 6
6.3 MEDICATION ......................................................................................................................... 7
6.3.1 HYPNOTIC (SLEEPING TABLETS) ............................................................................... 7
6.3.2 ANTIHISTAMINES .......................................................................................................... 7
6.3.3 TRANQUILLISER, ANTIDEPRESSANTS AND PSYCHOTIC DRUGS .......................... 7
6.3.4 ANTIBIOTICS ................................................................................................................. 7
6.3.5 ANALGESICS (PAIN KILLERS) ..................................................................................... 7
6.3.6 STEROIDS (CORTISONE, ETC.) ................................................................................... 7
6.3.7 ANTI-MALARIAL............................................................................................................. 8
6.3.8 ANTI-DIARRHOEAS ....................................................................................................... 8
6.3.9 APPETITE SUPPRESSANTS ........................................................................................ 8
6.3.10 ANTI-HYPERTENSIVES (DRUGS FOR TREATING BLOOD PRESSURE) .................. 8
6.3.11 IMMUNIZATION ............................................................................................................. 8
6.4 MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT .................................................. 9
6.5 OTHER PRECAUTIONS ...................................................................................................... 10
6.5.1.1 FATIGUE .................................................................................................................. 10
6.5.1.2 EMOTION ................................................................................................................. 10
6.5.1.3 VISION CORRECTION............................................................................................. 10
6.5.1.4 PREGNANCY ........................................................................................................... 11
6.5.1.5 BLOOD AND PLASMA DONATION ......................................................................... 11
6.5.1.6 SCUBA DIVING ........................................................................................................ 11
6.5.1.7 SURGICAL OPERATIONS ....................................................................................... 11
6.6 COSMIC AND SOLAR RADIATION .................................................................................... 12



6.1 GENERAL
All crewmembers must possess valid medical certificate in order to exercise their privileges of their
airmen certificate. Valid medical certificate will be issued by Civil Aviation Medical Center (Balai
Kesehatan Penerbangan, Departemen Perhubungan) after the crewmember pass from medical
examination. Each crewmember must prove their physical fitness by medical examination every:
 Six (6) months for Flight Crew.

 Twelve (12) months for Flight Attendants and Flight Operations Officers.

The standards for medical certification are laid down in CASR Part 67.
BATIK AIR and all crewmembers are required to consider aero medical factors that may affect or be
related to flying activities. Crewmembers have an obligation to remain fit for duty and to use every
endeavor to maintain a level of fitness that supports safe operations.
All crewmembers have an obligation to inform their respective Chief or Manager of any medical
condition that may interfere with flight safety, and take responsibility prior to being assigned to duty,
will not be affected by factors that could impair human performance, to include, as a minimum:
 Pregnancy
 Illness, surgery or use of medication(s);
 Blood donation.
 Deep underwater diving.
 Fatigue whether occurring in one flight, successive flights or accumulated over a period of
time
It is BATIK AIR policy that such medical or other factors that may affect fitness for flight be taken into
account in the scheduling process, including fatigue relating to either single duty periods or
accumulated fatigue over multiple duty periods. Flight Time and Flight Duty Time and Rest scheme, as
detailed in OM Part A, Chapter 7,is designed in full compliance with CASR 121 subparts P and Q to
address the issue of fatigue of crew member, and is therefore required to be complied with in the
scheduling of crew members.
BATIK AIR pilots must develop a personal checklist, which includes all of the categories of pilot
impairment as discussed in this section that can be easily committed to memory as a reminder before
performing any flight duty.

Alcohol and Drugs
OPERATIONS MANUAL VOL. A Policies
6.2 ALCOHOL AND DRUGS POLICIES
The Company is committed to provide and maintain a drug-free work environment. Drug abuse and/or
dependence are a threat to the safety, health and security of Company personnel and customers. The
Company has zero tolerance for the use of illegal drugs.
The Company is committed to the prevention of illegal drug throughout the Company's operations and
facilities. The possession, sale or use of illegal drugs, or legal drugs obtained without a prescription, is

inconsistent with the Company's objective of operating in a safe manner. Accordingly, no Company
personnel must use or have such items in his possession during working hours or on Company

property at any time.
Additionally, Company personnel must not report to work while under the influence of such drugs.
Company personnel who engage in such conduct will be subject to disciplinary actions up to and
including termination.
6.2.1 DEFINITONS
PROBLEMATIC USE OF SUBSTANCES - The use of one or more psychoactive substances by

aviation personnel in a way that:
(a) constitutes a direct hazard to the user or endangers the lives, health or welfare of others;
and/or,
(b) Causes or worsens an occupational, social, mental or physical problem or disorder.
PSYCHOACTIVE SUBSTANCES - Alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine,

other psychostimulants, hallucinogens, and volatile solvents, whereas coffee and tobacco are
excluded.
6.2.2 USE OF PSYCHOACTIVE SUBSTANCE
Company strictly prohibits the problematic use of psychoactive substance for crewmember. Such
policy to includes, but is not limited to:
 Prohibits the exercise of duties while under the influence of psychoactive substance:
 No person may act as a crewmember on an aircraft within 12 hours after consumption of
any alcoholic beverages or while under the influence of alcohol;
 No person may act as a crewmember on an aircraft within 12 hours after consumption of
any alcoholic beverages or while under the influence of drugs unless properly prescribed
by an aviation medical examiner;
 Prohibits the problematic use of psychoactive substances;
 Requires that all personnel who are identified as engaging in any kind of problematic use of
psychoactive substances are removed from safety-critical functions.
Under the Operations Director’s discretion, re-instatement to safety-critical duties of crewmembers

could be possible after cessation of the problematic use of psychoactive substances and upon
determination that continued performance is unlikely to jeopardize safety.

Alcohol and Drugs
6.2.3 DRUGS AND ALCOHOL TESTS

6.2.3.1 LAW ENFORCMENT / DGCA TESTS
All BATIK AIR crewmembers are required to submit to any test on request of an official law
enforcement officer, or to any test prescribed by DGCA when there is reasonable belief that the
crewmember has violated CASR requirements relative to the Alcohol or Drugs. Results of such testing
could be used by DGCA to determine the crewmember eligibility for holding any airmen certificate.
6.2.3.2 COMPANY DRUG AND ALCOHOL TESTS (DAT)

SSQ Directorate is responsible and authorized to carry out a DAT within BATIK AIR organization. DAT
team on duty is authorized by SSQ Director to conduct DAT and have all the rights to determine the
outcome of post testing results based on test kit instructions.DAT team will involve personnel others
than SSQ staff that have capability to reinforce sanction where a suspected psychoactive substance is
found to a person.
Scope of DAT
DAT will be conducted to employees who are working in an area vulnerable to safety and security.
These include but are not limited to persons who hold valid license or certificates.
Random Testing Procedure
SSQ directorate will conduct DAT as a part of annual program or when deemed necessary:
 DAT team members will consist of minimum 2 persons; 1 male member and 1 female;
 DAT will be randomly conducted in Operations and/or Maintenance and Engineering, Ground
as well as other related departments, inclusive of contracted services;
 Random check conducted may not disrupt Operations activities.
Post Test Result
 Test result will be kept officially and confidentially by SSQ Directorate and will be recorded on
the hazard identification system;
 Employees being tested have the right for re-testing in such case where the test may not be
valid;
 Statement of request for re-testing must be submitted by the related person on the same day;
 Test results will be used as a reference in considering corrective/preventive actions in regards
with the safety and security of operations.
Action Level for Positive Test Result

DAT team concerned may suggest to the Head of Department concerned for relieving the suspected
employee from duty on that day for further investigation and action.
Post Incident/Accident Testing Procedure.

SSQ Directorate will perform DAT on any serious incident/accident.
Consequences of refusal to testing
Refusal to testing by employee will be reported to head of Department concerned for relieving from
duty on that day and have disciplinary action.

Alcohol and Drugs
6.2.3.3 BLOOD PRESSURE AND ALCOHOL CONTAMINATION
Batik Air examines medical condition of the crew on their first flight of the day, by conducting blood
pressure and alcohol contamination check.
Refer to SMS (Blood Pressure and Alcohol Contamination Management Program and Preflight Health
Check SOP).


OPERATIONS MANUAL VOL. A Medication
6.3 MEDICATION
Pilot performance can be seriously degraded by both prescribed and over-the-counter medications, as
well as by the medical conditions for which they are taken.
BATIK AIR prohibits pilots from performing crewmember duties while using any medication that affects
the faculties in any way contrary to safety.
The following are some of the types of medication in common use which may impair reactions. There

are many others and when in doubt, the safest rule is not to fly as a crewmember while taking any
medication, unless approved to do so by a DGCA-approved civil aviation medical center.

6.3.1 HYPNOTIC (SLEEPING TABLETS)
Use of hypnotics must be discouraged. They may dull the senses, cause confusion and slow
reactions.
6.3.2 ANTIHISTAMINES
All antihistamines can produce side effects such as sedation, fatigue and dryness of the mouth. Quite
commonly they are included in medication for treatment of the common cold, hay fever and allergic
rashes or reactions. Some nasal sprays and drops may also contain antihistamines.
6.3.3 TRANQUILLISER, ANTIDEPRESSANTS AND PSYCHOTIC DRUGS
All these types of drugs preclude crewmembers from flight duties because of the underlying condition
for which they are being used as well as the possible side effects resulting from them. Flight duties
should not be resumed until treatment with these types of drugs has been discontinued and until the
effects of the drugs have entirely worn off. This can take several days in some instances.
6.3.4 ANTIBIOTICS
The underlying condition for which antibiotics are being taken may prevent a pilot from flying.
However, most antibiotics are compatible with flying. Obviously, where any hypersensitivity is feared,
the suspect antibiotic must not be used. A pilot should have previous experience of the antibiotic
prescribed, or, alternatively, have a trial of it for at least twenty-four hours on the ground before using it
during flight duties.
6.3.5 ANALGESICS (PAIN KILLERS)
With a lot of analgesics and anti-inflammatory agents, there is risk of gastric irritation or hemorrhage.
Ideally doctor’s advice should be sought before using them.
6.3.6 STEROIDS (CORTISONE, ETC.)
Use of steroids, with few exceptions, precludes flight duties.

OPERATIONS MANUAL VOL. A Medication
6.3.7 ANTI-MALARIAL
Most anti-malarial preparations used for prevention and taken in recommended dosage are
considered safe for flight duties.
6.3.8 ANTI-DIARRHOEAS
As a lot of medications used in treating symptoms of gastritis and enteritis (diarrhea) 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.

6.3.9 APPETITE SUPPRESSANTS
These preparations can affect the central nervous system and should not be taken during flight duties.
6.3.10 ANTI-HYPERTENSIVES (DRUGS FOR TREATING BLOOD PRESSURE)
Certain therapeutic agents are compatible with flying activity. They should be prescribed only by a
doctor experienced in aviation medicine. Sufficient time must be allowed to assess the suitability and
the possible side effects before resuming flight duties.
6.3.11 IMMUNIZATION
Vaccination shall be taken at least 24 hours before commencing flying duties. If there is a strong
reaction to the vaccination a doctor shall be consulted who will determine the crew fitness before
returning for flying duty.

Meal Precautions
OPERATIONS MANUAL VOL. A Prior To and
During Flight
6.4 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 odors.
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 recommended to avoid eating easily perishable
foods or “hawker” food.
In order to eliminate, as far as possible, the risk of food poisoning, the PIC and first officer must not
select the same dishes before or during a flight.

OPERATIONS MANUAL VOL. A Other Precautions
6.5 OTHER PRECAUTIONS
6.5.1.1 FATIGUE
Fatigue continues to be one of the most treacherous hazards to flight safety, as it may not be apparent
to a pilot until serious errors are made. Fatigue is best described as either acute (short-term) or
chronic (long-term).

A normal occurrence of everyday living, acute fatigue is the tiredness felt after long periods of physical
and mental strain, including strenuous muscular effort, immobility, heavy mental workload, strong

emotional pressure, monotony, and lack of sleep. Consequently, coordination and alertness, so vital to
safe pilot performance, can be reduced. A cute fatigue is prevented by adequate rest and sleep, as
well as by regular exercise and proper nutrition.
Chronic fatigue occurs when there is not enough time for full recovery between episodes of acute
fatigue. Performance continues to fall off, and judgment becomes impaired so that unwarranted risks
may be taken. Recovery from chronic fatigue requires
The safest rule is not to fly as a crewmember if signs/symptoms of fatigues occur in daily activities.
Crewmembers should take adequate rest and sleep as well as regular exercise and proper nutrition.
6.5.1.2 EMOTION
Certain emotionally upsetting events, including a serious argument, death of a family member,
separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft
safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness
but also may lead to taking risks that border on self-destruction. Any pilot who experiences an
emotionally upsetting event should consider not fly until satisfactorily recovered from it.
6.5.1.3 VISION CORRECTION
All flight crew members who are required by the licensing authorities to wear corrective lenses in order
to satisfy visual requirements laid down for granting of licenses, are required to carry a spare pair of
spectacles with them on all occasions whilst operating their license.
Spectacles, either corrective or anti-glare, when worn by flight crew during flight should be of a type of
frame that allows maximum peripheral vision. The examination for the prescription of a spectacle
correction should ideally be carried out by an examiner with some understanding of the problems of
vision in aviation.
 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.
 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.

OPERATIONS MANUAL VOL. A Other Precautions
6.5.1.4 PREGNANCY
Pregnancy is a normal event. However, even the most normal of pregnancies may have the potentials
of unexpected and significant physical and mental/emotional impairment that may interfere with fight
safety. Temporary unfitness due to pregnancy will automatically restrict the license privileges of
aircrew. As soon as she is diagnosed pregnant, she must immediately notify the Company and cease
flying.
Following confinement or termination of pregnancy, the applicant shall not be permitted to exercise the

privileges of her license until she has undergone re-evaluation in accordance with best medical
practice and has been assessed as fit to safely exercise the privileges of her license and ratings.

6.5.1.5 BLOOD AND PLASMA DONATION
Crewmember are advised that in order to prevent the very slight risk of post transfusion faintness or
syncope they should refrain from donating blood or plasma if they are required to fly within the next
twenty four (24) hours.
6.5.1.6 SCUBA DIVING
A crew member who intends to fly after scuba diving should allow the body sufficient time to rid itself of
excess nitrogen absorbed during diving. If not, decompression sickness due to evolved gas can occur
during exposure to low altitude and create a serious in-flight emergency.
The recommended waiting time before going to flight altitudes of up to 8,000 feet is at least 12 hours
after diving which has not required controlled ascent (non-decompression stop diving), and at least 24
hours after diving which has required controlled ascent (decompression stop diving). The waiting time
before going to flight altitudes above 8,000 feet should be at least 24 hours after any SCUBA dive.
These recommended altitudes are actual flight altitudes above mean sea level (AMSL) and not
pressurized cabin altitudes. This takes into consideration the risk of decompression of the aircraft
during flight.
6.5.1.7 SURGICAL OPERATIONS
A crewmember shall not perform duties on an airplane after having a surgical operation until he/she
produces a certificate by an approved doctor stating restoration of fitness for such duties.

Cosmic and Solar
OPERATIONS MANUAL VOL. A Radiation
6.6 COSMIC AND SOLAR RADIATION
BATIK AIR does not operate flight above 49,000 ft. As a consequence, and in accordance with ICAO
Annex 6, there is no cosmic radiation monitoring program implemented within the airline.


VOL. A
CHAPTER 7

OPERATIONS MANUAL
DUTY TIME LIMITATIONS

DUTY TIME LIMITATIONS Page : 1
CHAPTER 07: DUTY TIME LIMITATIONS
7.1 GENERAL ............................................................................................................................... 3

7.1.1 OBJECTIVES ................................................................................................................. 3
7.1.2 RESPONSIBILITIES ....................................................................................................... 3

7.1.2.1 COMPANY RESPONSIBILITIES ................................................................................ 3

7.1.2.2 CREW MEMBER RESPONSIBILITIES AND DUTIES ................................................ 3
7.1.3 DEFINITIONS ................................................................................................................. 3
7.1.4 RULES FOR DUTY TIMES CALCULATION................................................................... 4
7.1.4.1 POSITIONNING FLIGHTS .......................................................................................... 4
7.1.4.2 DELAYED REPORTING TIME ................................................................................... 4
7.1.4.3 RESERVE AND STANDBY DUTY.............................................................................. 4
7.1.4.3.1 RESERVE .............................................................................................................. 4
7.1.4.3.2 STANDBY .............................................................................................................. 5
7.1.4.4 COMMERCIAL FLYING ACTIVITIES OUTSIDE BATIK AIR ...................................... 5
7.1.5 RECORDS RETENTION ................................................................................................ 5
7.1.6 COMPANY POLICY FOR CREW SCHEDULING ........................................................... 5
7.2 FLIGHT AND FLIGHT DUTY TIME LIMITATIONS ................................................................. 6
7.2.1 BASIC LIMITATIONS WITHIN 24 CONSECUTIVE HOURS .......................................... 6
7.2.2 SCHEDULING CUMULATIVE FLIGHT TIME LIMITATIONS FOR FLIGHT CREWS ..... 6
7.3 EXTENSION OF FLIGHT DUTY TIME .................................................................................... 7
7.3.1 SCHEDULDED EXTENSION DUE TO AUGMENTED CREW ....................................... 7
7.3.2 SCHEDULED EXTENSION DUE TO SPLIT FLIGHT DUTY TIME ................................. 7
7.3.3 EXTENSION DUE TO UNFORESEEN OPERATIONAL CIRCUMSTANCES ................ 7
7.4 CREW MEMBERS REST REQUIREMENTS .......................................................................... 9
7.4.1 ROSTERED DAY OFF (RDO) ........................................................................................ 9
7.4.2 MINIMUM REST PERIODS BETWEEN TWO FLIGHT DUTY PERIODS....................... 9
7.4.3 BEGIN / END OF THE REST PERIOD ........................................................................... 9
7.4.4 REST PERIOD FOR CREW MEMBERS ON RESERVE.............................................. 10
7.4.5 MANAGEMENT CREW MEMBERS. ............................................................................ 10
7.5 FOO DUTY TIME LIMITATIONS AND REST ........................................................................ 11


INTENTIONANLLY LEFT BLANK

7.1 GENERAL
This chapter addresses applicable flight time and flight duty time limitations and rest requirements
applicable to all BATIK AIR Flight Crews, Flight Attendants, as well as Flight Operations Officers.
7.1.1 OBJECTIVES

The primary objective of the flight and duty time limitations and rest requirements is to ensure that in

addition to complying with the regulatory requirements, crew members are adequately rested at the
beginning of each flight duty period, and whilst flying, be sufficiently free from fatigue so that they can
operate to a satisfactory level of safety and efficiency in all normal and abnormal, including emergency,
situations.
7.1.2 RESPONSIBILITIES
7.1.2.1 COMPANY RESPONSIBILITIES
The Company must:
• Plan duty roster and day off for crewmembers and inform them in advance;
• Keep record of duty assignments, flight time, flight duty periods, and rest periods for each crew
member and Flight Operations Officers;
• Make the crew roster and records accessible to crew members.
7.1.2.2 CREW MEMBER RESPONSIBILITIES AND DUTIES
Crew member must:
• Although crew schedulers are responsible for planning flight duty roster, ensure that his times
remain in compliance with rules set forth in this Chapter;
• Accept his assigned duty as scheduled, whether it is original or revised schedule provided this
duty meets the flight and duty time limitations as specified in this chapter;
• Not operate the flight if he is fatigued, or if in his opinion his physical, emotional or mental well-
being would render him unfit or unsafe during any part of his flight duty period. In this case, the
pilot must advise Fleet Chief Pilot or his deputy, and for Flight Attendants, must advise Chief FA
Assistant for Daily Operations at first possible opportunity;
• Not operate if his (flight) duty time has exceeded limitation, or if his rest period is below minimum
required.
7.1.3 DEFINITIONS
AUGMENTED PILOT- A pilot, holding appropriate aircraft type license, in addition to the minimum
number of pilots required for operating the flight, which assists the operating pilots on such flight.
CALENDAR DAY - The period of elapsed time using coordinated Universal Time or local time that
begins in midnight and ends 24 hours later at the next midnight.

FLIGHT DUTY TIME (FDT) - The total elapsed time 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 TIME (FT) / BLOCK TIME - The total elapsed time from the moment the aircraft first moves
under its own power for the purpose of take-off, until the time it comes to rest at the end of the flight.
NOTE: BATIK AIR considers block-off time to be start of push-back or commencement of flight (own

power) whichever is earlier.

FLIGHT DECK DUTY TIME - The total time a flight crew member spends on the flight deck in a flight
duty period i.e.: Flight Time / Block Time for standard crew operations or Flight Time / Block Time minus
inflight rest time in case of augmented crew operations.
REST PERIOD - A period of time during which a crewmember is released from all official duty or contact
by the Company. This period must exclude all time spent commuting by the most direct route, between
the Company’s designated rest facility and assigned duty station and, a specified period of prone rest
with at least one additional hour provided for physiological needs.
SECTOR – A trip starting from aircraft moving under its own power until stopped at parking stand after
landing; Positioning flight are not counted as sectors.
7.1.4 RULES FOR DUTY TIMES CALCULATION
7.1.4.1 POSITIONNING FLIGHTS
For positioning flight to an airport before operating the flight or series of flights the FDT will commence
from the sign on until the end of flight duty period.
For positioning flight after operating a flight or series of flight, as far as the limitation is concerned the
positioning time must not be added to flight duty period but added to the flight duty period for the purpose
of calculating the subsequent rest period.
7.1.4.2 DELAYED REPORTING TIME
In case of delayed reporting time, the Flight Duty Time starts at the new reporting time when the
crewmember is notified of the revised reporting time at least 2 hours before the original reporting time.
7.1.4.3 RESERVE AND STANDBY DUTY
7.1.4.3.1 RESERVE
Reserve is the backup crew resource in an airport. The main duty is to replace aircrew who, due to
certain reasons, cannot perform his flight duty, or as a new crewmember in a flight that has not been
planned yet.
Generally, RESERVE is divided into three, as follows:
• RES1, early reserve, starts at 04:01 LT until 11:10 LT;

• RES2, mid reserve, starts at 10:00 LT until 16:30 LT;
• RES3, late reserve, starts at 15:30 LT until 22:00 LT.

To calculate Flight Duty Time, the time spent on RESERVE is counted 50% Duty Time.
7.1.4.3.2 STANDBY
Standby is period a crew member is required to stay reachable and ready for pick up for duty (e.g.
Standby at home):

• SA1 from 00:01 LT to 12:00 LT

• SA2 from 12:00 LT to 00:00 LT
If a crew is called out from STANDBY at home or suitable rest facility, the FDT will start from the reporting
time as normal. Standby time must not exceed 12 hours within 24 hours.
7.1.4.4 COMMERCIAL FLYING ACTIVITIES OUTSIDE BATIK AIR
No BATIK AIR employed pilot may do any other commercial flying if that commercial flying plus his flying
within the Company exceeds any flight time limitation set forth in this chapter.
Before exercising any commercial flying activities outside the Company, BATIK AIR employed pilots
must receive prior authorization from the Company.
7.1.5 RECORDS RETENTION
The Chief Scheduling must ensure records of total flight time, starting and end time of flight duty periods,
total duty period hours, and rest periods for each crew member are retained for a minimum of 15 months.
7.1.6 COMPANY POLICY FOR CREW SCHEDULING
In regards to the Safety and Fatigue Risk Management, the crew scheduling policy is established on the
methodology for the purpose of managing fatigue-related safety risks to ensure fatigue occurring in one
flight, successive flights or accumulated over a period of time does not impair a flight crew member's
alertness and ability to safely operate an aircraft or perform safety-related duties.
This Scheduling methods is in compliance with company’s Flight Duty Time and minimum Rest policy
as detailed in OM-A Chapter 7 to manage the Planning Schedule for Crew. For any irregularity with this
policy, Scheduling personnel need an approval from Operation Support Manager and for daily activity
process the reference is Operation Manual Vol A. For detail scheduling methodology refer to OAM 2.7.4

Flight and Flight
OPERATIONS MANUAL VOL. A Duty Time
Limitations
7.2 FLIGHT AND FLIGHT DUTY TIME LIMITATIONS
7.2.1 BASIC LIMITATIONS WITHIN 24 CONSECUTIVE HOURS
MAX. FLIGHT DUTY TIME MAX. FLIGHT TIME

(ALL CREWMEMBERS) (FLIGHT CREW ONLY)

14 Hrs. 9 Hrs.

NOTE: BATIK AIR does NOT operate aircraft requiring a Flight Engineer as part of the crew.
Therefore provision of CASR for a maximum 15-hour Flight Duty Time limitation does not
apply.
7.2.2 SCHEDULING CUMULATIVE FLIGHT TIME LIMITATIONS FOR FLIGHT CREWS
MAX. FLIGHT TIME (FT)

MAX. FLIGHT DUTY TIME (FDT)
(FLIGHT CREW ONLY)
In any 7 consecutive days 30 Hrs. NIL
In any calendar month 110 Hrs. NIL
In any 12 Calendar month 1.050 Hrs. NIL
NOTE: as per CASR 121.467, there are no cumulative limits for flight attendants.
For flight crews that operate as part of three pilot crew as described in §7.3.1 of this Chapter,
the individual pilot flight time is adjusted as follows:
MAX. FLIGHT TIME (FT) MAX. FLIGHT DUTY TIME (FDT)

(FLIGHT CREW ONLY)
in any 12 calendar month period 1.050 Hrs. NIL

Extension of Flight
7.3 EXTENSION OF FLIGHT DUTY TIME
Under the conditions described below and in accordance with CASR 121, the basic Flight Duty Time
could be extended in the following cases:
7.3.1 SCHEDULDED EXTENSION DUE TO AUGMENTED CREW

FLIGHT FLIGHT REQUIRED MAX FLIGHT MAX MAX.NB.OF

CREWS ATTENDANTS FACILITIES TIME FLIGHT SECTORS
FLIGHT DUTY (in addition (in addition to (for the off-duty (Block-Block) DECK Time
TIME EXTENSION to min. minimum crew) pilots) ( for each
crew) pilot)
PAX seat in the

Up to 16 Hours 1 1 PAX 12 Hours 12 Hours 3
compartment
NOTES: the provision of PAX seat in the PAX compartment is describe in §4.2.5
Refer to §7.4.2 of this Chapter for specific rest requirements following extension of the Flight Duty Time
due to augmented crew.
7.3.2 SCHEDULED EXTENSION DUE TO SPLIT FLIGHT DUTY TIME
If a journey is composed of two or more sectors - which of one could be for positioning purpose - the
maximum flight duty time could be extended beyond 14 hours where a rest is taken, on ground, during
the Flight Duty Period provided:
• The crewmember is provided with advanced notice of the split duty time, at least 12 hours before
Estimated Time of Departure of the first sector;
• One third of the Flight Duty Time precedes the rest period;
• The rest period is a least of four hours in a suitable accommodation;
• The crewmember’s rest is not interrupted by the Company during the rest period.
In this case, the Flight Duty Time may be extended by one-half the length of the taken rest to a
maximum of three hours.
Refer to §7.4.2of this Chapter for specific rest requirements following extension of the Flight Duty Time
due to split Flight Duty time.
7.3.3 EXTENSION DUE TO UNFORESEEN OPERATIONAL CIRCUMSTANCES
The Company plans all flight to be completed within one (1) hour margin for Flight Duty Time and 30
minutes for Flight Time, from the maximum allowable limitations, taking into account the necessary for
pre- and post-flight duties, forecast weather, turn-around times and the nature of the operation.
However, there are possibilities that Flight Duty Period need be extended up to three (3) additional
consecutive hours due to circumstances beyond the Company’s control (e.g. adverse weather
conditions). This case is acceptable provided that:
• The Pilot in Command, after consultation with the other crewmembers (including Flight
attendants), considers it is safe to do so.

Extension of Flight
• The Pilot in Command fills and submits, at the earliest opportunity, a Discretion Report advising
the length of and specific reason for, and circumstances, surrounding the extension.
Refer to §7.4.2 of this Chapter for specific rest requirements following extension of the Flight Duty Time
due to unforeseen operational circumstances.


Crew Members
OPERATIONS MANUAL VOL. A Rest Requirements
7.4 CREW MEMBERS REST REQUIREMENTS
7.4.1 ROSTERED DAY OFF (RDO)
All crewmembers (flight crews and flight attendants) must be relieved from all further duty for at least 24
consecutive hours within any 7 consecutive days. This period of 24 consecutive hours will commence

after a FDP.

7.4.2 MINIMUM REST PERIODS BETWEEN TWO FLIGHT DUTY PERIODS
The minimum rest period must be given to each crew who has performed an assignment involving flying
duty and before the next flight duty period. During rest period, the crewmember must not be given any
assignment by the Company. The minimum rest periods for crewmembers are summarized in the
following table:
MINIMUM REST PRIOR TO THE NEXT FLIGHT DUTY PERIOD
FLIGHT ATTENDANTS
PREVIOUS FDT FLIGHT CREWS
NORMAL REDUCED SUBSEQUENT
FOLLOWING STANDARD FDP
< 14 Hrs. 9 Hrs. 9 Hrs. 8 Hrs. 10 Hrs.

FOLLOWING SCHEDULED EXTENDED FDP (AUGMENTED CREW)
Up to 16 Hrs. 11 Hrs. 11 Hrs. 10 Hrs. 12 Hrs.

FOLLOWING SCHEDULED EXTENDED FDP (SPLIT FLIGHT DUTY TIME)
> 14 Hrs. = 9 Hrs. + FDT extension

EXTENDED FTD (UNFORESEEN OPERATIONAL CIRCUMSTANCES)
= Minimum Scheduled Rest

> 14 Hrs.
+ overrun due to unforeseen operational circumstances.
Note: If a pilot in a 3-pilot crew 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. (CASR 121.483 b)
7.4.3 BEGIN / END OF THE REST PERIOD
Fight Time Duty is considered to end:

• Home base (Jakarta / CGK): 30 minutes after Block On Time (check-out time)
• Other stations: 30 minutes after Block On Time (check-out time)
Flight Time Duty is considered to begin:
• Home base (Jakarta / CGK): 90 minutes before Block Off time (reporting time)
• Others stations: 60 minutes before Block Off time (reporting time).

Crew Members
OPERATIONS MANUAL VOL. A Rest Requirements
Training Activity:
• 60 minutes end of training and 90 minutes prior to commence. Minimum rest hours are similar
with the Resting Time for Flight Duty Period.
Time spent by a crewmember in deadhead transportation to or from an assignment is not considered to

be part of any rest period. For the purpose of calculating rest period, the following standard values are

used by the Company:

• Home base (Jakarta / CGK): 90 minutes
• Others stations: 60 minutes
Therefore, in order to ensure that crewmembers benefit from the minimum required rest period, purpose,
the minimum BLOCK ON – BLOCK OFF time could not less than:
• Home base (Jakarta, CGK):
0.5 Hrs. (sign off) + 1.5 Hrs. (transportation to home + Physiological needs) + Minimum Rest
+ 1.5 Hrs. (traveling to airport) + 1.5 Hrs. (reporting time)
• Other stations:
0.5 Hrs. (sign off) + 1.5 Hrs. (transportation to the hotel + Physiological needs) + Minimum Rest
+ 1 Hrs. (traveling to airport) + 1Hrs. (reporting time)
7.4.4 REST PERIOD FOR CREW MEMBERS ON RESERVE
Where a crewmember is scheduled for reserve status, as described in §7.1.4.3, BATIK AIR also
schedules a minimum rest period (with no contact from the Company) of 8 consecutive hours within
each 24-hour reserve period for that crewmember.
Crewmembers scheduled for reserved status must be notified of such planned rest periods with a 24-
hour notice.
7.4.5 MANAGEMENT CREW MEMBERS.
Time spent on office duties immediately preceding a Flying Duty period must be included in the
computation of the Flight Time Limitations and required rest period for Management Personnel as
crewmember.

FOO Duty Time
OPERATIONS MANUAL VOL. A Limitations and
Rest
7.5 FOO DUTY TIME LIMITATIONS AND REST
Daily duty period for a flight operations officer begins at a time that allows him to become thoroughly
familiar with existing and anticipated weather conditions along the route before he dispatches any
airplane.
He must remain on duty until each airplane dispatched by him has completed its flight, or has gone
beyond his jurisdiction, or until he is relieved by another qualified flight operations officer.

The following rules must be applied regarding Duty time and maximum rest for FOO:
DUTY TIME MINIMUM REST TIME
10 hrs. within 24 consecutive hours 9 Hrs.
At least 8 Hrs. at or before the end of 10 Hrs. of

More than 10 hrs. within 24 consecutive hours
duty in suitable rest facility.
24 Hrs. free of all duties or the equivalent time

Within 7 consecutive days
period within any calendar month

FOO Duty Time
OPERATIONS MANUAL VOL. A Limitations and
Rest


VOL. A
CHAPTER 8.1

FLIGHT PREPARATION
OPERATIONS MANUAL

FLIGHT PREPARATION Page : 1
CHAPTER 8.1: FLIGHT PREPARATION

8.1 FLIGHT PREPARATION ......................................................................................................... 3
8.1.1 GENERAL ........................................................................................................................ 3
8.1.1.1 ROUTE AND AIRPORT ANALYSIS .............................................................................. 3
8.1.1.2 PRE-FLIGHT INFORMATION ....................................................................................... 3
8.1.1.3 BRIEFING AND FLIGHT DISPATCH RELEASE ........................................................... 4
8.1.1.4 PRE-FLIGHT CREW BRIEFING ................................................................................... 5
8.1.2 MINIMUM FLIGHT ALTITUDES ....................................................................................... 6
8.1.2.1 DEFINITIONS................................................................................................................ 6
8.1.2.1.1 MINIMUM EN ROUTE ALTITUDE (MEA) ................................................................. 6

8.1.2.1.2 MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA) ...................................... 6

8.1.2.1.3 MINIMUM OFF ROUTE ALTITUDE (MORA)............................................................ 6
8.1.2.1.4 MINIMUM SAFE / SECTOR ALTITUDE (MSA) ........................................................ 6
8.1.2.1.5 MINIMUM VECTORING ALTITUDE ......................................................................... 6
8.1.2.2 METHOD USED FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES ..................... 7
8.1.2.2.1 EN ROUTE ............................................................................................................... 7
8.1.2.2.2 IN TERMINAL AREA ................................................................................................ 7
8.1.2.3 CORRECTIONS FOR TEMPERATURE AND QNH ...................................................... 7
8.1.3 CRITERIA FOR THE USABILITY OF ROUTES AND AERODROMES ........................... 8
8.1.3.1 DEFINITIONS................................................................................................................ 8
8.1.3.2 SELECTION OF AIRPORTS ......................................................................................... 8
8.1.3.2.1 ADEQUATE AIRPORTS ........................................................................................... 8
8.1.3.2.2 AIRPORTS: REQUIRED DATA ................................................................................ 8
8.1.3.2.3 RESCUE AND FIRE FIGHTING SERVICES ............................................................ 9
8.1.3.2.4 REQUIREMENTS FOR DESTINATION ALTERNATE AERODROMES................. 10
8.1.3.2.5 TAKE-OFF ALTERNATE AERODROME................................................................ 10
8.1.3.2.6 EN-ROUTE ALTERNATE AERODROMES ............................................................ 11
8.1.3.2.7 PLANNING MINIMA FOR ALTERNATES AERODROMES .................................... 11
8.1.3.2.8 ADDITIONAL CONSIDERATIONS FOR THE SELECTION OF ANY ALTERNATE ...
................................................................................................................................ 11
8.1.3.3 AIRPORT CATEGORIES ............................................................................................ 11
8.1.3.4 TYPE OF ROUTE - MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME . 12
8.1.4 OPERATING PERFORMANCE CONSIDERATIONS .................................................... 13
8.1.4.1 GENERAL ................................................................................................................... 13
8.1.4.2 DECLARED DISTANCES - DEFINITIONS.................................................................. 13
8.1.4.3 TAKE-OFF LIMITATIONS ........................................................................................... 14
8.1.4.3.1 GENERAL............................................................................................................... 14
8.1.4.3.2 TAKE-OFF RUNWAY LENGTH REQUIREMENTS ................................................ 14
8.1.4.3.3 TAKE-OFF OBSTACLE CLERANCE LIMITATIONS .............................................. 14
8.1.4.4 EN-ROUTE LIMITATIONS .......................................................................................... 15
8.1.4.4.1 ONE ENGINE OUT - ALL AIRCRAFT .................................................................... 15
8.1.4.4.2 TWO ENGINES OUT - AIRCRAFT WITH 3 OR MORE ENGINES ........................ 16
8.1.4.5 LANDING LIMITATIONS ............................................................................................. 16
8.1.4.5.1 DEFINITIONS ......................................................................................................... 16
8.1.4.5.2 AERODROME OF DESTINATION - DRY RUNWAYS ........................................... 16
8.1.4.5.3 AERODROME OF DESTINATION – WET AND CONTAMINATED RUNWAYS .... 17
8.1.4.5.4 RUNWAY LENGTH - ALTERNATE AIRPORTS ..................................................... 17
8.1.5 DETERMINATION OF AERODROME OPERATING MINIMA ....................................... 18
8.1.5.1 DEFINITIONS.............................................................................................................. 18
8.1.5.2 GENERAL ................................................................................................................... 18
8.1.5.3 AIRCRAFT CATEGORIES .......................................................................................... 19
8.1.5.4 APPROACH LIGHTING SYSTEMS ............................................................................ 19
8.1.5.5 TAKE-OFF MINIMA ..................................................................................................... 20
8.1.5.5.1 GENERAL............................................................................................................... 20
8.1.5.5.2 REQUIRED VISIBILITY / RVR FOR DEPARTURE. ............................................... 20
8.1.5.6 NON-PRECISION APPROACHES .............................................................................. 20
8.1.5.6.1 MINIMUM DESCENT ALTITUDE / HEIGHT (MDA/H) ............................................ 20

8.1.5.6.2 REQUIRED VISIBILITY / RVR FOR APPROACH. ................................................. 20

8.1.5.6.3 CONTINUOUS DESCENT FINAL APPROACH (CDFA) ........................................ 21
8.1.5.7 CAT I APPROACHES ................................................................................................. 22
8.1.5.7.1 DECISION ALTITUDE / HEIGHT ............................................................................ 22
8.1.5.7.2 REQUIRED VISIBILITY / RVR FOR CAT I APPROACH ........................................ 22
8.1.5.8 CAT II/III APPROACHES ............................................................................................ 22
8.1.5.9 CIRCLING APPROACH .............................................................................................. 22
8.1.5.9.1 MINIMUM DESCENT ALTITUDE / HEIGHT ........................................................... 22
8.1.5.9.2 REQUIRED VISIBILITY / RVR FOR CIRCLING APPROACH. ............................... 22
8.1.5.10 COMPARABLE VALUES OF RVR AND GROUND VISIBILITY .............................. 23
8.1.5.11 RAISING OF AERODROME OPERATING MINIMA ................................................ 23

8.1.5.11.1 GENERAL ............................................................................................................. 23

8.1.5.11.2 CORRECTIONS TO THE PUBLISHED MINIMA .................................................. 23
8.1.5.11.3 COMPONENT-OUT TABLE .................................................................................. 24
8.1.5.12 PRESENTATION AND APPLICATION OF AERODROME OPERATING MINIMA . 25
8.1.6 VFR EN-ROUTE OPERATING MINIMA ......................................................................... 26
8.1.7 METEOROLOGICAL INFORMATION ........................................................................... 27
8.1.7.1 GENERAL ................................................................................................................... 27
8.1.7.2 INTERPRETATION OF METEOROLOGICAL INFORMATION................................... 27
8.1.8 DETERMINATION OF THE QUANTITIES OF FUEL AND OIL CARRIED .................... 28
8.1.8.1 ASSUMPTIONS FOR CALCULATING FUEL AND OIL QUANTITIES ........................ 28
8.1.8.2 FUEL POLICY (QUANTITIES- DEFINITIONS). .......................................................... 29
8.1.8.2.1 TAXI FUEL.............................................................................................................. 29
8.1.8.2.2 TRIP FUEL ............................................................................................................. 29
8.1.8.2.3 RESERVE FUEL .................................................................................................... 29
8.1.8.2.3.1. CONTINGENCY FUEL ........................................................................................ 30
8.1.8.2.3.2. DESTINATION ALTERNATE FUEL .................................................................... 30
8.1.8.2.3.3. FINAL RESERVE FUEL ...................................................................................... 30
8.1.8.2.3.4. ADDITIONAL FUEL (AS REQUIRED) ................................................................. 30
8.1.8.2.4. EXTRA FUEL ......................................................................................................... 30
8.1.8.2.5. TANKERING FUEL ................................................................................................ 31
8.1.8.3. MINIMUM BLOCK FUEL ......................................................................................... 32
8.1.8.3.1. DISPATCH TO DESTINATION WITH ONE (OR TWO) ALTERNATE(S) .............. 32
8.1.8.3.2. DISPATCH TO AN ISOLATED AERODROME (NO ALTERNATE AVAILABLE) ... 33
8.1.8.3.3. DISPATCH TO A DESTINATION WITH NO REQUIRED ALTERNATE ................ 33
8.1.8.3.4. REDISPATCH OPERATIONS ............................................................................... 33
8.1.9. MASS AND CENTER OF GRAVITY .............................................................................. 34
8.1.9.1. DEFINITIONS .......................................................................................................... 34
8.1.9.2. ILLUSTRATION OF THE DIFFERENT WEIGHTS .................................................. 36
8.1.9.3. CALCULATION OF THE ALLOWABLE PAYLOAD ................................................. 36
BALANCE CALCULATIONS ....................................................................................... 37
8.1.9.5. POLICY FOR USE OF STANDARD MASS ............................................................. 37
BAGGAGE .................................................................................................................. 37
8.1.9.7. SEATING POLICY ................................................................................................... 38
8.1.9.8. LAST MINUTE CHANGE PROCEDURES............................................................... 38
8.1.9.9. SPECIFIC FUEL / AVTUR GRAVITY ...................................................................... 38
8.1.10. ATS FLIGHT PLAN ........................................................................................................ 39
8.1.10.1. GENERAL................................................................................................................ 39
8.1.10.2. REPETITIVE FLIGHT PLAN (RPL) ......................................................................... 39
8.1.10.2.1. GENERAL ............................................................................................................ 39
8.1.10.2.2. INCIDENTAL CHANGE TO RPL .......................................................................... 40
8.1.10.3. INSTRUCTION FOR INSERTION OF ATS DATA ................................................... 40
8.1.11. OPERATIONAL FLIGHT PLAN ..................................................................................... 50

8.1 FLIGHT PREPARATION

8.1.1 GENERAL
8.1.1.1 ROUTE AND AIRPORT ANALYSIS
Prior to starting operations on any route or to any airport, a thorough analysis must be completed and
DGCA approval obtained. The analysis includes, but is not limited to:
• Determination of Minimum Safe Altitude (all phases of flight) / terrain clearance;
• Check that sufficient navaids are available along for navigating the aircraft along the route and

to any airport to be used (including alternates) with the required degree of accuracy;

• Check that sufficient communication two-way air/ground radio communication system is
available to ensure reliable and rapid communications over the entire route between the aircraft
and the appropriate air traffic control units;
• Runway infrastructure (width, length, declared distances, pavement strength, lightning);
• Analysis of airport infrastructure (navaids, ATC, Rescue & Fire Fighting , lightning, type of
instrument approach) and of available servicing and maintenance facilities;
• Check for any airport particular operating conditions (curfew, prior permission required, etc.);
• Determination of Aerodrome Operating Minima;
• Determination of the airport category (A/B/C);
• Performance analysis for take-off, en-route, landing, including critical engine inoperative
operations and depressurization over critical areas, etc.
8.1.1.2 PRE-FLIGHT INFORMATION
Prior commencing an individual flight, it is of utmost importance that pre-flight information be collected,
prepared and analyzed by the FOO and review by flight-crew member (as part of their flight
preparation) to ensure that the flight meets operational and regulatory requirements. Such preflight
information is composed of, but not limited to:
• Information regarding the airworthiness, technical and equipment status of the aircraft (e.g.
Differed Maintenance Items) for the intended operation;
• The preparation of the Operational Flight Plan (OFP) considering all aspects such as minimum
flight altitudes, routing, weather forecast (TAFOR) and actual (Weather(METAR)) for en-route,
destination and alternate airports, fuel planning, performance limitations, technical status of the
aircraft (deferred maintenance items, missing or inoperative equipment),etc.
• The preparation and submission of an ATS flight plan;
• The preparation of the Load Sheet and Aircraft Weight / Weight and balance;
• Collection and analysis of all applicable NOTAMs, AIP supplements, AIC, etc., including, but
not limited to, any irregularities in navigation or communication facilities that may affect the
safety of the flight;
• Collection and analysis of all pertinent meteorological information (report and forecast),
including known or forecast adverse weather phenomena, such as clear air turbulence,
thunderstorms, and low altitude windshear, for the route to be flown and each airport to be used;
• Collection and analysis of any applicable / new Company’s Operational Notice;
• Preparation of the briefing.

Minimum Flight
OPERATIONS MANUAL VOL. A Altitudes
8.1.1.3 BRIEFING AND FLIGHT DISPATCH RELEASE
For each flight, all obtained pre-flight information is to be compiled by the Flight Operations Officer in
the Flight Brief Pack. This Flight Brief Pack is then attached to a Flight Dispatch Release form signed
by the FOO. Signing of the Flight Dispatch Release forms by the FOO attests that he has ensured for
the completeness of the pre-flight information and that the OFP has been established such as it meets
all applicable regulatory requirements.
The Flight Dispatch Release form is then transmitted to the stations from where the flight is to depart for
the flight crew to familiarize with all flight related information data before departure.

In addition, at any moment prior to departure, the PIC and FOO shall enter in direct contact as such to

arrange a complete briefing related to the intended flight. This briefing must include:
• A brief overview of the OFP, including anticipated loads and operational weights;
• Technical status of the aircraft, MEL items(1);
• Meteorological conditions (METAR, TAF) for all applicable airports and en-route weather such
as to enable the PIC to gain an operational picture of the weather conditions to be expected for
the entire flight including potential deviations required affecting the OFP;
• Notice to Airman (NOTAM) for all applicable airport;
• Notification of recently issued Operational Notices and other Company matters;
• ATC briefing and any other information deemed pertinent to the planned flight(s);
• Answer to any other question flight crew may have regarding the preparation of the flight.
NOTE: (1) in some case, briefing regarding maintenance status of the aircraft may be performed by
maintenance personnel at the departure base.
The Pilot in Command must counter sign the Flight Dispatch release to attest he does agree with the
preparation of the flight as proposed by the FOO. This form must be retained as part of the OFP.
If the PIC or FOO become aware of any conditions or circumstances that will affect the safety of flight,
or that will place the operations of the flight out of the procedures and regulations contained herein or in
the CASR, the dispatch release becomes invalid and a revised OFP must be agreed upon by both the
PIC and FOO.
A sample of the Flight Dispatch Release Form is shown in OM Part A, Appendix 8.A
Also refer to OM Part A, Chapter 2.3.4– “Flight Dispatch”.

Minimum Flight
8.1.1.4 PRE-FLIGHT CREW BRIEFING
On completion of the pre-flight paperwork by the Flight Crew the PIC must brief the entire crew (other
flight crew members and flight attendants). This should be performed in a timely manner as time is of
paramount importance during this busy part of the duty. It should also be considered that the SFA/FA-1
has to brief flight attendants separately. The briefing should include, but is not limited to, the following:
• Flight crew introduction;

• Aircraft registration, flight number, route;

• Serviceability, specifically cabin or equipment malfunctions, resulting operational changes, and
other pertinent factors;

• Flight Durations and anticipate delays;
• Parking Bay;
• Passenger Loads;
• Projected Taxi times;
• Expected Cargo;
• Departure, en-route and destination weather;
• Planned Fuel uplift locations;
• Destination Security Level;
• VIP/notable passengers;
• A review of Sterile Cockpit procedures and critical phases of the flight;
• A review of emergency communications for the flight, including nomination of discreet
communication or “Code Words” such methods for flight attendant to provide security
notifications to flight crew in event of suspicious activity or security breaches;
• Special instructions or information, as deemed appropriate by the PIC;
In addition, before the first flight of each day, the pre-flight briefing must include a coordinated flight crew
/ flight attendants procedural review (including associated communications) initiated by the PIC, in at
least one area of safety such as:
• Rejected takeoff or evacuation;
• Turbulence;
• Rapid depressurization and emergency descent;
• Missed approach;
• Fire;
• Any other items of safety nature.
The briefing should be carried out in the crew room before the crew departs for the aircraft. In case it
would delay the remaining crew from carrying out their duties, then it is permissible for either set of crew
to proceed separately to the aircraft and the briefing be conducted onboard. In this instance, and in all
circumstances, the PIC Briefing must still be carried out.

Minimum Flight
8.1.2 MINIMUM FLIGHT ALTITUDES

8.1.2.1 DEFINITIONS
8.1.2.1.1 MINIMUM EN ROUTE ALTITUDE (MEA)
The lowest published altitude between radio fixes that meets obstacle clearance requirements between
those fixes and in many countries assures acceptable navigational signal coverage. The MEA applies
to the entire width of the airway, segment, or route between the radio fixes defining the airway, segment,
or route.
State published MEA values are indicated on Jeppesen Route Manual En-Route Charts.

8.1.2.1.2 MINIMUM OBSTACLE CLEARANCE ALTITUDE (MOCA)

The lowest published altitude in effect between radios fixes on VOR airways, off airway route or route
segment which meets obstacle clearance requirements for the entire route segment.
State published MOCA values are indicated on Jeppesen Route Manual En-Route Charts.
8.1.2.1.3 MINIMUM OFF ROUTE ALTITUDE (MORA)

MORA is a minimum flight altitude computed by Jeppesen (not State published values) from current
operational navigation charts (ONCs) or world aeronautical charts (WACs).
MORA values clear all terrain and man-made obstacles by 1 000 ft in areas where the highest terrain
elevation or obstacles are up to 5,000 ft. A clearance of 2 000 ft is provided above all terrain or obstacles
that are 5,001 ft and above.
Two types of MORAs are charted which are:
• Route MORAs; and
• Grid MORAs.
Route MORA values (e.g. 9800a) are computed on the basis of an area extending 10 NM to either side
of route centerline and including a 10 NM radius beyond the radio fix/reporting point or mileage break
defining the route segment.
Grid MORA values (e.g. 98) are computed within each grid formed by charted lines of latitude and
longitude. Figures are shown in thousands and hundreds of feet (omitting the last two digits so as to
avoid chart congestion). Values followed by ± are believed not to exceed the altitudes shown.
8.1.2.1.4 MINIMUM SAFE / SECTOR ALTITUDE (MSA)

MSA provides a 1 000 ft obstacle clearance within a 25 nm radius (or other value as stated) from the
navigational facility upon which the MSA is predicated. When the MSA is divided into sector, with each
sector a different altitude, the altitudes in these sectors are referred to as “Minimum Sector Altitudes”.
State published MSA values are indicated on Jeppesen APPROACH, SID and STAR charts.
8.1.2.1.5 MINIMUM VECTORING ALTITUDE

Minimum Vectoring Altitude (MVA) or Radar Minimum Altitude (RMA) is the lowest MSL altitude at which
an IFR aircraft will be vectored or direct routing by a radar controller, except if otherwise authorized for
radar approaches, departures, and missed approaches. The altitude meets IFR obstacle clearance
criteria.
When vectoring an IFR Flight, Air Traffic Control is expected to issue clearances as such that the
prescribed obstacle clearance shall exist at all times until the aircraft reaches the point where the pilot
shall resume own navigation. It is therefore essential that the pilot continuously monitors the aircraft’s
position and altitude by reference to other aids in case a loss of radio communication occurs.
Note:
1. Refer to Descent Below MSA in IMC when radar vector is provided § 8.3.2.5.3
2. The responsibilities of Air Traffic Control do not include prevention of collision with terrain. It is
therefore the responsibility of the Commander to ensure that any clearances issued by Air
Traffic Control are safe in this aspect.

Minimum Flight
8.1.2.2 METHOD USED FOR ESTABLISHING MINIMUM FLIGHT ALTITUDES

8.1.2.2.1 EN ROUTE
In order to meet the requirements of CASR 121.657, BATIK AIR applies the following procedure, when
using the Jeppesen Route Manual En-Route Charts for determining minimum flight altitude:
• Highest of both published MEA or MOCA must be used;

• If no published MEA or MOCA is indicated, Route MORA must be used;
• If no MEA / MOCA or Route MORA is indicated, the highest Grid MORA contacted by the

planned track and a 10 NM uncertainty zone around it must be used.

8.1.2.2.2 IN TERMINAL AREA
In Terminal area, except when flying a published IFR procedure for arrival, departure or approach,
BATIK AIR designates the MSA published on Jeppesen Approach, SID and/or STAR charts as the
minimum flight altitude.
8.1.2.3 CORRECTIONS FOR TEMPERATURE AND QNH

When the OAT is significantly lower than standard atmosphere (ISA) temperatures, the following
adjustments must be taken into account when determining minimum safe altitudes (following table
shows values to be ADDED to published minimums and applies to a sea level airport. Figures are
conservative for elevations above sea level):
Aerodrome Height above the elevation of the altimeter setting source (ft)
OAT (°C) 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
Source: ICAO doc 8168, Volume 1 Part III - Section 1, Chapter 4
NOTE: An approximate figure may be obtained by increasing a published minimum altitude by 4% per
10°C below ISA for temperatures above -15°C.
When QNH is lower than standard atmosphere (ISA) 29.92 inHg, the following adjustments must be
considered when converting a minimum altitude to a minimum flight level:
Current altimeter setting (inHg) Adjustment factor (ft)

29.92 (or higher) None
29.91 through 29.42 + 500
29.41 through 28.92 + 1,000
28.91 through 28.42 + 1,500
28.41 through 27.92 + 2,000
27.91 through 27.42 + 2,500
27.41 through 26.92 + 3,000

Criteria For The
OPERATIONS MANUAL VOL. A Usability of Routes
and Aerodomes
8.1.3 CRITERIA FOR THE USABILITY OF ROUTES AND AERODROMES
8.1.3.1 DEFINITIONS
ADEQUATE ALTERNATE AIRPORT - An aerodrome to which an aircraft may proceed when it

becomes either impossible or inadvisable to proceed or to land at the aerodrome of intended landing
where the necessary services and facilities are available, where aircraft performance requirements can
be met and which is operational at the expected time of uses.

Alternate aerodromes include the following:

TAKE-OFF ALTERNATE - An alternate aerodrome at which an aircraft can land should this become
necessary shortly after take-off and it is not possible to use the aerodrome of departure.
EN-ROUTE ALTERNATE - An aerodrome at which an aircraft would be able to land after experiencing
an abnormal or emergency condition while en route.
DESTINATION ALTERNATE - An alternate aerodrome to which an aircraft may proceed should it

become either impossible or inadvisable to land at the aerodrome of intended landing.
8.1.3.2 SELECTION OF AIRPORTS
8.1.3.2.1 ADEQUATE AIRPORTS
Before an airport is used as part of BATIK AIR operations as departure, destination or alternate airport,
BATIK AIR must have received prior authorization from DGCA. The list of departure, destination and
alternate airports BATIK AIR is authorized to use as part of its scheduled operations is provided in
OPSPEC, section C70.
These aerodromes have been found to be adequate in all respects for the type of airplane to be operated
and as a guidance for flight crew in determining airport of intended use meet operational requirements
the term adequate airports is used.
In this context, “adequate” means that:
• The runway dimensions, characteristics and significant obstacles in the local area are such that
the performance requirements for the considered aircraft type will invariably be met at the
weights at which the airplane is planned to land and take-off,
• Ancillary services, including ATS, appropriate aerodrome lighting, communications, navaids,
weather reporting and emergency services in accordance with the firefighting category are
available at the panned time of operations;
• For operations under Instrument Flight Rules, an approved approach procedure is available for
each destination and alternate aerodrome, with up-to-date approach plates available to each
pilot. Specific aerodrome operating minimums are similarly to be made available to flight
crewmembers;
• When the airport is located in Indonesia, this airport is certificated for operations by DGCA.
8.1.3.2.2 AIRPORTS: REQUIRED DATA
BATIK AIR, through subscription to official Aeronautical Information Publication of all countries in which
it operates and through subscription to Jeppesen Airway Manual for the authorized area of operations
get access to all the necessary aeronautical data for the purpose of preparing flights, including:

Criteria For The
and Aerodomes
• Airports:
- Facilities;
- Public protection;
- Navigational and communications aids;
- Construction affecting takeoff, landing, or ground operations;
- Air traffic facilities;
• Runways, clearways and stopways:

- Dimensions;
- Surface;

- Marking and lighting systems;
- Elevation and gradient;
- Displaced thresholds;
- Location;
- Dimensions;
- Takeoff or landing or both;
• Obstacles:
- Those affecting takeoff and landing performance computations;
- Controlling obstacles;
• Instrument flight procedures
- Departure procedure;
- Approach procedure;
- Missed approach procedure;
• Special information
- Runway visual range measurement equipment
- Prevailing winds under low visibility conditions.
Refer also to OM Part C, Chapter 4.4– “Company Airport Briefing Booklets”. Those provide company
specific data for each airport operated by BATIK AIR.
8.1.3.2.3 RESCUE AND FIRE FIGHTING SERVICES
ICAO Annex 14 "Aerodromes" and Chapter 9 of the ICAO "Airport Service Manual", Part 1 describe the
minimum Rescue and Fire Fighting requirements for an aerodrome. Depending on the respective
firefighting and rescue equipment, aerodromes are classified into categories 1-9 by the length and width
of the fuselage of airplanes and the number of movements on the respective aerodrome. The minimum
RFFS categories for the purpose of selecting aerodromes are detailed here below:
AIRCRAFT TYPE MINIMUM RFFS CATEGORY
B737-900ER 7
B737-800 7
A320 6
For specific type of operations, and with DGCA approval, the Director Operations may authorize the use
of lower RFFS category.
In case of an in-flight emergency the minimum classification may be disregarded by the PIC to land at
an airport where the Airport RFFS Category is lower than specified above, if in his judgment and after
due consideration of all the prevailing circumstances, to do so would be safer than to divert.

Criteria For The
and Aerodomes
8.1.3.2.4 REQUIREMENTS FOR DESTINATION ALTERNATE AERODROMES
At least of one (1) destination alternate aerodrome must be specified in the operational and ATC
flight plans, and in the dispatch release for each IFR flight unless:
• For a domestic flight, if for at least 1 hour before and 1 hour after the Estimated Time of Arrival
(ETA) at the destination airport, the appropriate weather reports or forecast, or any combination
of them, indicate:
- The ceiling will be at least 2,000 ft above the airport elevation; and

- 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.
• For an international flight:

- The flight is scheduled for 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
forecast, or any combination of them, indicate 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, and
 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.
- The aerodrome of intended landing is isolated and there is no available destination alternate
airport for that particular airport. Dispatch to such destination must be approved by DGCA.
Two (2) destination alternate aerodromes must be specified in the operational and ATC flight plans
and in the dispatch release for each IFR, when the weather conditions forecast for the destination and
first alternate airport are marginal.
Note: BATIK AIR policy to have at least one destination alternate.
8.1.3.2.5 TAKE-OFF ALTERNATE AERODROME
A takeoff alternate aerodrome must be specified in the operational and ATC flight plans and in the
dispatch release each time the weather conditions at the departure airport are below BATIK AIR
applicable aerodrome operating landing minimums or other operational conditions exist that would
prevent a return to the departure airport in case a landing is necessary shortly after take-off.
The takeoff alternate airport must be located within the following flight time from the departure
aerodrome:
• Aircraft having two (2) engines: Not more than one (1) hour from the departure airport at
normal cruising speed in ISA/still air with one engine inoperative, using the actual takeoff mass;
• Aircraft having three (3) or more engines: N/A

Criteria For The
and Aerodomes
8.1.3.2.6 EN-ROUTE ALTERNATE AERODROMES
For the purpose of meeting requirements of OM Part A, Chapter 8.1.3.4, “EN-ROUTE LIMITATIONS”,
selection of en-route alternate aerodrome(s) may be necessary. These aerodromes must be specified
in the operational and ATS flight plans, as well as, in the flight dispatch release.
8.1.3.2.7 PLANNING MINIMA FOR ALTERNATES AERODROMES
Alternate minima are established to provide an extra margin for weather deterioration during the flight.

At the stage of flight preparation and for all required alternate aerodromes listed in the Operational Flight
Plan (OFP), the weather reports and forecasts must indicate that the weather conditions will be at the

time of arrival at this aerodrome, at or above (whichever is higher):
• Specific airport alternate planning minima published by State and indicated on the Jeppesen
approach chart (if any, are indicated check in the “FOR FILING AS ALTERNATE” box);
• Planning minimums reproduced in the following table, as provided in OPSPEC (C55)
If no instrument approach procedure has been published for the alternate airport, or the approach aid
concerned is reported unserviceable, the forecast for the considered alternate airport must be at least:
• Visibility 10 Km or more;
• No cloud below the lowest applicable MSA, MORA, MOCA, etc. and no cumulonimbus;
• No precipitation, thunderstorm, shallow fog or drifting snows;
8.1.3.2.8 ADDITIONAL CONSIDERATIONS FOR THE SELECTION OF ANY ALTERNATE
In addition to regulatory and operational considerations, the selection of any alternate aerodrome should
also consider the followings:
• Passenger handling facilities;

• Final destination of disembarking passengers;
• Ground connections and or hotel accommodations;
• Schedule regularity;
• Political aspects.
8.1.3.3 AIRPORT CATEGORIES

All airports to which BATIK AIR operates scheduled services are classified for the purposes of flight
crew training qualification. They are classified in category A, B or C (increasing level of complexity),
according to the following criteria:
Categories A aerodromes satisfy all of the following requirements:
• An approved instrument approach procedure;

• At least one runway with no performance limited procedure for take-off and/or landing;
• Published circling minima not higher than 1000 ft AAL; and
• Night operations capability.

Criteria For The
and Aerodomes
Category B aerodromes do not satisfy the Category A requirements or require extra considerations
such as:
• Non-standard approach aids and/or approach patterns; or

• Unusual local weather conditions;
• Unusual characteristics or performance limitations;
• Any other relevant considerations include obstructions, physical layout, lighting, etc.

Category C aerodromes require additional considerations to Category B aerodromes. These

aerodromes have a significant factor affecting the complexity and workload of the flight.
The category of each individual aerodrome is provided in OM Part C, Chapter 4.3–“Company Airport
Categories”.
8.1.3.4 TYPE OF ROUTE - MAXIMUM DISTANCE FROM AN ADEQUATE AERODROME
No BATIK AIR aircraft may be operated over a route or route segment unless it is specified in the
Company’s Operations Specifications or other than in accordance with the limitations in the operations
specifications.
No BATIK AIR aircraft may be operated over route that contains a point located farther than a flying time
from an Adequate Airport (at a one-engine inoperative cruise speed under standard conditions in still
air) of:
• 60 minutes for a two-engine airplane; or,

• 180 minutes for an airplane with more than two engines.
NOTES: BATIK AIR does not conduct operations in polar areas.

Operating
OPERATIONS MANUAL VOL. A Performance
Considerations
8.1.4 OPERATING PERFORMANCE CONSIDERATIONS

8.1.4.1 GENERAL
This section introduces the take-off, en-route and landing operating performance limitations and
requirements that must be met for each flight operated by BATIK AIR.
Compliance with operational requirements set forth in this section must be shown using performance
data and scheduled procedures established by the aircraft manufacturer as part of the aircraft type
certification process and documented in the approved Aircraft Flight Manual:

• Acceleration-Stop Distance data;
• Take-Off Distance data;
• Take-Off Run data;
• Net take-off flight path data;
• One-engine inoperative en-route net flight path data ;
• Two-engine inoperative en-route net flight path data.
In no case the approved limitations of the Aircraft Flight Manual may be exceeded.
8.1.4.2 DECLARED DISTANCES - DEFINITIONS
The following distances, referred to as “declared distances” are published as part of the Aeronautical
Information Publication of each State, and must be used for the purpose of verifying compliance with
operational take-off and landing limitations:
TAKE-OFF RUN AVAILABLE (TORA)-The length of runway declared available and suitable for the
ground run of an airplane taking off.
TAKE-OFF DISTANCE AVAILABLE (TODA) - The length of the take-off run available (TORA) plus the
length of the clearway, if provided.
ACCELERATE-STOP DISTANCE AVAILABLE (ASDA) - The length of the take-off run available
(TORA) plus the length of stopway, if provided.
LANDING DISTANCE AVAILABLE (LDA) - The length of runway which is declared available and
suitable for the ground run of an airplane landing.
Where:
CLEARWAY-is a defined rectangular area on the ground or water, under the control of the appropriate
authority, selected or prepared as a suitable area over which an airplane may make a portion of its initial
climb to a specified height.
STOPWAY - is a defined rectangular area on the ground at the end of take-off run available, prepared
as a suitable area in which an aircraft can be stopped in the case of an abandoned takeoff.

Operating
Considerations
8.1.4.3 TAKE-OFF LIMITATIONS

8.1.4.3.1 GENERAL
The take-off weight must be such as it does not exceed:
• The maximum take-off weight specified in the Aircraft Flight Manual for the altitude of the
aerodrome and for the ambient temperature existing at the time of the take-off;
• The weight at which, accounting for normal consumption of fuel and oil in flight to the aerodrome

of destination and to the destination alternate aerodromes, the weight at landing will exceed the
maximum landing weight specified in the Aircraft Flight Manual (AFM) for the altitude of each of

the destination and destination alternate aerodromes for the ambient temperatures anticipated
at the time of landing.
Wind limitations must not exceed from manufactures limitations. Specific wind limitations for any
particulars airport referred to OM C Appendix. Company Airport Briefing. Any defect on the aircraft
stopping capability, flight crew must consult to FCOM.
8.1.4.3.2 TAKE-OFF RUNWAY LENGTH REQUIREMENTS
The take-off weight must be such that it allows, for the considered runway, to satisfy the following
conditions:
• Required Take-Off Run ≤ TORA

• Required Acceleration-Stop Distance ≤ ASDA
• Required Take-Off Distance ≤ TODA
When verifying the satisfaction of these conditions, the following parameters must be taken into account:
• The pressure altitude at the aerodrome;

• The ambient temperature at the aerodrome;
• The runway surface condition and the type of the runway surface;
• The runway slope in the direction of the take-off;
• The runway slope;
• Not more than 50% of the reported headwind component or not less than 150% of the reported
tailwind component; and
• The loss, if any, of runway length due to alignment of the aircraft prior to take-off.
8.1.4.3.3 TAKE-OFF OBSTACLE CLERANCE LIMITATIONS
The take-off weight must be such that the net take-off clears all obstacles vertically by at least 35 ft or
laterally by at least 90 meters + 0.125 D on either side of the planned track in this context, “D” is the
horizontal distance measured from the end of the takeoff distance available.
However, the lateral clearance to be considered need NOT be more than respectively 300, 600, or 900
meters and obstacle on either side of the intended track at a distance greater than resp. 300, 600, or
900meters need not be cleared. The following table summarizes the conditions under which the values
apply:

Operating
Considerations
INTENDED TRACK INTENDED TRACK

INCLUDES NO CHANGE IN INCLUDES CHANGE IN
CONDITIONS
HEADING OF MORE THAN HEADING OF MORE THAN
15º 15º
VMC by day 300 m 600 m
IMC with accurate track guide 300 m 900 m
VMC by night 600 m 900 m
IMC without track guidance 600 m 900 m

The planned track may deviate from the extended runway center line to avoid obstacle, provided the
turn is not initiated before reaching a height of 50 ft, and that the maximum bank thereafter does not
exceed 15º. The planned bank angle must be accounted for in the performance calculations.
When verifying the satisfaction of these requirements, the following parameters must be taken into
account:

• The ambient temperature at the aerodrome;
tailwind component.
BATIK AIR engine failure procedures are defined in consultation with the Chief Pilot organization and
laid down in the Runway Analysis Manual (RAM). As per Company’s policy, BATIK AIR normally applies
500 feet as minimum turning height, but in specific cases lower turning heights are given on the RTOLW.
8.1.4.4 EN-ROUTE LIMITATIONS

8.1.4.4.1 ONE ENGINE OUT - ALL AIRCRAFT
The take-off weight must be such that it allows, accounting for normal consumption of fuel and oil and
under the approved one engine inoperative en-route net flight path data provided in the Airplane Flight
Manual, to fulfill either of the following requirements:
• (a) The net flight path must:
- Have a positive slope at 1,000 ft. above all terrain obstructions within five (5) NM on each
side of the intended track; and,
- Have a positive slope at 1,500 ft. above the airport where the aircraft is assumed to land
after engine failure; or
• (b) The net flight path must:
- Allow the aircraft to continue flight from cruise altitude to a usable alternate airport, clearing
all obstructions within five (5) NM on each side of the intended track by at least 2000 ft.
vertically; and
- Have a positive slope at 1,500 ft. above the airport where the airplane lands after engine
fails.
When verifying the satisfaction of the (a) or (b) requirements, the following parameters and assumptions
must be taken into account:
• The ambient temperature anticipated along the route;

• The effect on the net flight path data resulting from the use of icing protection systems, when in
IMC where these systems have to be operable;

Operating
Considerations
In addition, when electing to comply with requirements of (b):
• The engine is assumed to fail at the most critical point along the route;
• The aircraft is assumed to pass over the critical obstruction;
• Account is taken of the adverse effects of winds on the flight path;
• The consumption of fuel and oil after the engine failure is the same as the consumption that is
allowed for in the net flight path data in the Aircraft Flight Manual.

8.1.4.4.2 TWO ENGINES OUT - AIRCRAFT WITH 3 OR MORE ENGINES
BATIK AIR does not operate aircraft with more than 2 engines.
8.1.4.5 LANDING LIMITATIONS

8.1.4.5.1 DEFINITIONS
CONTAMINATED RUNWAY - A runway is contaminated when more than 25 per cent of the runway
surface area (whether in isolated areas or not) within the required length and width being used is covered
by:
• Water, or slush more than 3 mm (0.125 in) deep;

• Loose snow more than 20 mm (0.75 in) deep; or
• Compacted snow or ice, including wet ice.
DRY RUNWAY - A dry runway is one which is clear of contaminants and visible moisture within the
required length and the width being used.
WET RUNWAY - A runway that is neither dry nor contaminated.
Where:
SLUSH - is water-saturated snow which with a heel-and-toe slap-down motion against the ground will
be displaced with a splatter; specific gravity: 0.5 up to 0.8.
COMPACTED SNOW - is snow which has been compressed into a solid mass that resists further
compression and will hold together or break up into lumps if picked up; specific gravity: 0.5 and over.
8.1.4.5.2 AERODROME OF DESTINATION - DRY RUNWAYS
The landing weight must be such that it permits to satisfy the following requirements:
• (a) Landing Distance (DRY runway) ≤ 60 % LDA of the most favorable runway (i.e. the longest
runway) in the most favorable direction assuming no wind; and,
• (b) Landing Distance (DRY runway) ≤ 60 % LDA of the most suitable runway in view of forecast
wind, landing aids, terrain, etc., for the anticipated wind conditions at the time of landing.
The maximum runway-length-limited landing weight is the lower of the weights resulting from the above
(a) and (b) requirements. Requirement (b) may be disregarded if a destination alternate complying with
both (a) and (b) requirements has been specified.

Operating
Considerations
In a few words:
Required Landing Distance (DRY) = Actual Landing Distance (DRY) /0.6 ≤ LDA
When verifying the satisfaction of these requirements, the following parameters and assumptions must
be taken into account:
• The fuel expected to be consumed in flight;


• The considered runway condition (dry or wet) is not more favorable than expected;
• The runway slope in the direction of the landing if greater than +/- 2.0 %;
tailwind component.
Wind limitations must not exceed from manufactures limitations. Specific wind limitations for any
particulars airport referred to OM C Appendix. Company Airport Briefing. Any defect on the aircraft
stopping capability, flight crew must consult to FCOM
NOTE: Forecast ambient temperature need not be taken into account.
8.1.4.5.3 AERODROME OF DESTINATION – WET AND CONTAMINATED RUNWAYS
When landing on WET or CONTAMINATED runway is anticipated, the LDA must be at least 115% of
the required landing distance for landing on a DRY runway.
In a few words:
Required Landing Distance (WET or CONTA) = 115% Required Landing Distance (DRY) ≤ LDA
8.1.4.5.4 RUNWAY LENGTH - ALTERNATE AIRPORTS
The requirements, parameters and assumptions applicable to above also apply to "Alternate Airports"
(take-off, en-route and destination alternates).

Determination of
OPERATIONS MANUAL VOL. A Aerodome
Operating Minima
8.1.5 DETERMINATION OF AERODROME OPERATING MINIMA
8.1.5.1 DEFINITIONS
AERODROME OPERATING MINIMA - The limits of usability of an aerodrome for:

(a) take-off, expressed in terms of runway visual range and/or visibility and, if necessary, cloud
conditions;

(b) landing in precision approach and landing operations, expressed in terms of visibility and/or

runway visual range and decision altitude/height (DA/H);
(c) landing in approach and landing operations with vertical guidance, expressed in terms of
visibility and/or runway visual range and decision altitude/height (DA/H); and
(d) landing in non-precision approach and landing operations, expressed in terms of visibility and/or
runway visual range, minimum descent altitude/height (MDA/H) and, if necessary, cloud
conditions.
RUNWAY VISUAL RANGE (RVR) - The range over which the pilot of an aircraft on the center line of a
runway can see the runway surface markings or the lights delineating the runway or identifying its center
line.
8.1.5.2 GENERAL
ICAO Annex 6 requires the establishment of Aerodrome Operating Minima for all airports from/to which
operations are conducted.
In limited visibility, the visual references necessary for aeroplane operations solely by visual means may
not be available and the aeroplane will have to be operated by reference to instruments or by reference
to a combination of instrument and visual information.
Aerodrome operating minima are established in order to ensure a desired level of safety for aeroplane
operations at an aerodrome by limiting these operations in specified weather conditions. Such minima
are expressed differently for take-off and for landing.
Aerodrome Operating Minima must be established by the Company, and the method for determining
such minima is driven by the content of the Operations Specifications (OPSPEC C53). Those minima
must never be lower than:
• The minima established for such aerodrome by the State in which the aerodrome is located,
except when specially approved by that State;
• The standard approved BATIK AIR operator’s minima, as prescribed in BATIK AIR Operations
Specifications or as defined as Company Policy.
BATIK AIR uses Jeppesen and/or official States’ AIP data to establish Aerodrome Operating Minima.

Determination of
Operating Minima
8.1.5.3 AIRCRAFT CATEGORIES

For instrument flight procedures, aircraft are classified in five (5) categories (A, B, C, D, and E), based
on speed at threshold (VAT), which is 1.3 times the stall speed in the landing configuration at maximum
certificated landing weight.
AEROPLANE CATEGORY VAT BATIK AIR AIRCRAFT
A VAT< 91 kt NIL

B 91 kt ≤ VAT<121 kt NIL

B737 NG
C 121 kt ≤ VAT<141 kt
A320
D 141 kt ≤ VAT <166 kt B737-900ER(1)
E 166 kt ≤ VAT< 211 kt NIL
NOTE: (1)The B737-900ER is classified as Category C or D aircraft depending on the actual landing
weight determined by BATIK AIR with the approval from DGCA.
8.1.5.4 APPROACH LIGHTING SYSTEMS
The length and shape of the approach lights play an essential role in the determination of the landing
minima. Shorter approach lighting systems require greater RVR. Therefore, the length of the approach
lights is directly correlated with the RVR. Approach lighting systems are described in ICAO Annex 14,
Volume I.
Examples of approach lighting system configurations are described in the following tables. The visibility
values in the table are based on the availability of the indicated facilities.
LENGTH, CONFIGURATION AND

CLASS OF FACILITY
INTENSITY OF APPROACH LIGHTS
Precision approach CAT I lighting system

FALS (Full Approach Lighting System) (HIALS(1) ≥ 720 m). Distance coded center line,
barrette center line
Simple approach lighting system (HIALS(1) 420 m

IALS (Intermediate Approach Lighting System)
to 719 m). Single source, barrette
Any other approach lighting system (HIALS(1),

BALS (Basic Approach Lighting System)
MIALS(2) or ALS(3) 210 m to 419 m)
Any other approach lighting system (HIALS(1),

NALS (no approach lighting system)
MIALS(2) or ALS(3)< 210 m) or no approach lights
NOTES: (1) HIALS - High Intensity Approach Lightning System

(2) MIALS - Medium Intensity Approach Lightning System
(3) ALS - Approach Lightning System
Refer to ICAO Annex 14 Volume 1, Chapter 5.3.4 for more details

Determination of
Operating Minima
8.1.5.5 TAKE-OFF MINIMA

8.1.5.5.1 GENERAL
The weather conditions (ceiling and visibility) at the departure airport must be equal or better than the
applicable minima for landing (approach) at that airport or at a selected takeoff alternate.
8.1.5.5.2 REQUIRED VISIBILITY / RVR FOR DEPARTURE.

The Pilot in Command may not commence a take-off if the weather conditions at the departure airport

are below the following minima (whichever is higher):
• The State-published take-off minima for the considered aerodrome (AIP / Jeppesen);

• The BATIK AIR take-off minima, as provided in OPSPEC (C56), and reproduced in the table
below
BATIK AIR TAKE-OFF MINIMA, AS PROVIDED IN OPSPEC (C56)

AIRCRAFT Runway with Runway without Other type of runway
CATEGORY HIRL and CL HIRL or CL lighting or marking
C RVR 250 m (200 m) RVR 350 m (200 m)
RVR/VIS 400m
D RVR 250 m (250 m) RVR 400 m (250 m)
NOTE: RVR values indicated in brackets may only apply if the TDZ RVR is supplemented by:
• Mid-runway RVR report for Categories B and C;
• Mid-runway and Stop-end RVR reports for Category D.
When there are no State-published takeoff minima for the considered aerodrome, it is BATIK AIR policy
to consider the State-published applicable landing minima as State-published takeoff minima.
8.1.5.6 NON-PRECISION APPROACHES
8.1.5.6.1 MINIMUM DESCENT ALTITUDE / HEIGHT (MDA/H)
For non-precision approaches, the descent limit is defined as the Minimum Descent Altitude / Height
(MDA(H)). It is the altitude / height below which the aircraft may not descend unless the runway
environment (i.e. the runway threshold, touchdown area, elements of the approach lighting or markings
identifiable with the runway) is in sight and the aeroplane is in a position for a normal visual descent to
land. The MDA/H is based upon the OCA/H. It may be higher than, but never lower than, the OCA/H.
As part of BATIK AIR Aerodrome Operating Minima, the applicable MDA(H) is the one published for the
considered procedure (AIP / Jeppesen).
8.1.5.6.2 REQUIRED VISIBILITY / RVR FOR APPROACH.
For non-precision approaches, the minimum required visibility is established as being the higher of the
two following values:
• The VIS or RVR published for the considered aerodrome (AIP / Jeppesen);
• The minimum VIS or RVR derived from the MDH published (AIP / Jeppesen) using the tables
value as given in the table below (Company Policy):

Determination of
Operating Minima
For MDH (as published by State on AIP / Jeppesen) of 320 ft. and higher:
MDH (as published by State) VISIBILITY OR RVR ( meters )

Meters Ft C D
100-120 320-390 1.600 m 2.000 m
121-140 391-460 1.600 m 2.400 m
141-160 461-530 1.600 m 2.800 m
161-180 601-600 1.600 m 2.800 m

181-205 601-670 1.600 m 3.200 m

506-225 671-740 1.600 m 3.600 m
229-250 741-810 1.600 m 4.000 m
251-270 811-880 1.600 m 4.000 m
For MDH (as published by State on AIP / Jeppesen) between 250 ft. and 319 ft.:
AVAILABLE RUNWAY LIGHTING VISIBILITY OR RVR ( meters )

FACILITIES C D
Full Facilities 800 m 1.600 m
Intermediate Facilities 1.200 m 1.600 m
Basic Facilities 1.600 m 1.600 m
8.1.5.6.3 CONTINUOUS DESCENT FINAL APPROACH (CDFA)
Continuous Final Descent Approach is specific technique (i.e. not a new type of instrument approach)
for flying the final-approach segment of a non-precision instrument approach procedure as a continuous
descent, without level-off, from an altitude/height at or above the Final Approach Fix altitude / height to
a point approximately 50 feet above the landing runway threshold or the point where the flare maneuver
should begin for the type of aeroplane flown.
It is BATIK AIR policy that are all non-precision approach (except circling) are flown using the CDFA
technique.
CDFA implies to use a DA(H) concept as for precision approaches, though non-precision approach is
only published with an MDA(H). Therefore, for non-precision approaches, BATIK AIR also derives the
DA(H) to be complied with from the applicable MDA(H), through the addition of an “add-on” accounting
for the height loss between initiation of the missed approach and the establishment of a positive vertical
speed, such as the MDA(H) is not infringed in case visual references are not obtained when reaching
the DA(H) to be used for CDFA.
The BATIK AIR “add-on” accounting for height loss is of 50 ft for all aircraft type.

Determination of
Operating Minima
8.1.5.7 CAT I APPROACHES

8.1.5.7.1 DECISION ALTITUDE / HEIGHT
For CAT I approach, the descent limit is defined as the Decision Altitude / Height (DA(H)).
As part of BATIK AIR Aerodrome Operating Minima, the applicable DA/H is the one published for the
considered procedure (AIP / Jeppesen).

8.1.5.7.2 REQUIRED VISIBILITY / RVR FOR CAT I APPROACH

For CAT I approach, the minimum required visibility is established as being the higher of the two
following values:
• The minimum VIS or RVR derived from the following table (Company policy):
INTERMEDIATE
CAT I FULL FACILITIES BASIC FACILITIES
FACILITIES
RVR 550 m 800 m 1.200 m
VISI 800 m 800 m 1.200 m
8.1.5.8 CAT II/III APPROACHES
BATIK AIR is NOT approved to conduct CAT II / CAT III operations
8.1.5.9 CIRCLING APPROACH

8.1.5.9.1 MINIMUM DESCENT ALTITUDE / HEIGHT
For circling approaches, the descent limit is defined as the Minimum Descent Altitude / Height (MDA(H)).
As part of BATIK AIR Aerodrome Operating Minima, the applicable MDH is the higher of the two
following values:
• The MDH published for the considered aerodrome (AIP / Jeppesen);
• The minimum MDH derived from the table below (Company Policy):
CIRCLING C D
MDH 500 ft 700 ft
8.1.5.9.2 REQUIRED VISIBILITY / RVR FOR CIRCLING APPROACH.
For circling approaches, the minimum required visibility is established as being the higher of the two
following values:
• The minimum VIS or RVR derived from the table below (Company Policy):
CIRCLING C D
VISI 2.400 m 3.600 m

Determination of
Operating Minima
8.1.5.10 COMPARABLE VALUES OF RVR AND GROUND VISIBILITY

Except for CAT II or CAT 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 must be converted to ground visibility in accordance with the table below and must be the
visibility minimum for takeoff or landing on that runway.
RVR VISIBILITY

400 m 1,600 ft ¼ SM
800 m 2,400 ft ½ SM

1,000 m 3,200 ft 5
/8 SM
1,200 m 4,000 ft ¾ SM
1,400 m 4,500 ft 7
/8 SM
1,600 m 5,000 ft 1 SM
2,000 m 6,000 ft 1 ¼ SM
8.1.5.11 RAISING OF AERODROME OPERATING MINIMA
8.1.5.11.1 GENERAL
Published landing minima on approach charts are based on full operation of all components and visual
aids associated with the particular instrument approach procedure being used. If the actual conditions
differ from those printed on the approach charts (e.g. inoperative ground components or visual aids), or
if the aircraft has certain deficiencies, the published landing minima may be affected.
If one or more components or visual aids are inoperative or not used, the published landing minima must
be raised to the minimum values listed on the "components-out-table" (refer to paragraph §8.1.5.11.3of
this Chapter) as prescribed minima. The corrections for aids not being operative are not accumulative;
the higher of the applicable values must be used.
If the related airborne equipment for a ground component is inoperative, the increased minima
applicable to the related ground component must also be used. Runway edge lighting, adequate for
visual guidance, is required for night operations. When the facility providing course guidance is
inoperative, the procedure is not authorized (e.g. ILS localizer, SRE, VOR).
If the ILS is reported to be "on test", "unreliable", or “not monitored”, the whole system must be
considered unserviceable.
8.1.5.11.2 CORRECTIONS TO THE PUBLISHED MINIMA
Minima for ILS CAT I, PAR and Non-Precision Approaches: unserviceable aircraft equipment not directly
related to the approach and landing aids, but nevertheless hampering aircraft stability or handling, may
necessitate the raising of weather minima. Such cases and the related weather minima are covered in
the FCOM for the specific aircraft type concerned.

Determination of
Operating Minima
8.1.5.11.3 COMPONENT-OUT TABLE

NOTES:
*) Substitute for OM: Locator beacon on the centerline between FAP and 2 NM from touch down:
• PAR,
• SRE (ILS CAT I only),
• 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.

Determination of
Operating Minima
8.1.5.12 PRESENTATION AND APPLICATION OF AERODROME OPERATING MINIMA
The aerodrome operating minima for takeoff and landing must be established as specified in the
previous paragraphs of this Chapter. These minima must never be lower than the State-published
minima indicated on the Jeppesen chart.
All BATIK AIR flight crews are required to comply with Company’s established aerodrome
operating minima.

BATIK AIR ensures that for each airport from/to which BATIK AIR operates scheduled flights, an

additional Company Airport Briefing booklets, prepared and issued by BATIK AIR, is published in OM
Part C, and is also inserted in the Jeppesen Airway Manual (for a given airport, it is inserted just before
the first Jeppesen page relative to this given airport), such as Company’s Aerodrome Operating Minima
could be specified to pilot when they refer to the Jeppesen Airway Manual. It also provides other
Company’s specific and useful information regarding the considered airport.
Company Airport Briefing Booklets are further introduced could be found in OM Part C, Chapter 4.4.

VFR En-Route
OPERATIONS MANUAL VOL. A Operating Minima
8.1.6 VFR EN-ROUTE OPERATING MINIMA
According to BATIK AIR policy VFR flights are generally not allowed except when authorized by the
Operations Director. Refer to OM Part A, Chapter 8.3.1.1–“IFR/VFR policy”.
When authorized by the Operations Director, VFR flights must be conducted in accordance with the
Visual Flight Rules and in accordance with the table below.
CLASS OF AIRSPACE FLIGHT VISIBILITY DISTANCE FROM CLOUDS

A VFR flight not permitted VFR flight not permitted

8 km above 10.000 ft 1,500 meters horizontally
B, C, D, E

5 km below 10.000 ft 1,000 ft vertically
F, G
8 km above 10.000 ft 1,500 meters horizontally
(above 3.000 ft or 1.000 ft AGL,
5 km below 10.000 ft 1,000 ft vertically
whichever is higher)
F,G
Clear of clouds
(at or below 3.000 ft or 1.000 ft 5 km
and surface in sight
AGL, whichever is higher)

Meteorological
OPERATIONS MANUAL VOL. A Information
8.1.7 METEOROLOGICAL INFORMATION

8.1.7.1 GENERAL
No flight FOO may release a flight unless he is thoroughly familiar with both reported and forecast
weather conditions on the route to be flown.
All weather reports and forecasts used by BATIK AIR for the purpose of ensuring operational control of
a flight have been prepared and released by the Badan Meteorologi, Klimatologi dan Geofisika (BMKG)
or another source approved by DGCA.
NOTE: for operations outside Indonesia where BMKG reports are not available, alternative source used
by BATIK AIR must have been found satisfactory by the DGCA.

8.1.7.2 INTERPRETATION OF METEOROLOGICAL INFORMATION

The interpretation and codes of meteorological information is presented in the Jeppesen Airway Manual,
Text Supplement, and Meteorology section. All flight crews and flight operations officers are required to
maintain a sound working knowledge of the systems used for reporting en route aerodrome actual and
forecast weather conditions and of all the codes associated with it.
For planning purposes an aerodrome must be considered to be below minimum if:
• The RVR or meteorological visibility is below the applicable minima (precision approach);
• The ceiling or vertical visibility is below the applicable decision height or minimum descent
height (non-precision approach / or circling only);
• The steady crosswind component exceeds the prescribed limitation for the aircraft type. The
steady (mean) wind should be used and the gusts may be disregarded;
• The head wind or tail wind component exceeds the prescribed limitation for the aircraft type;
Whenever a forecast contains meteorological conditions indicating “below minimum” at ETA which are
prefixed by:
• BECMG AT
- Deterioration or improvement:
 Applicable from the time of start of the change; Mean wind must be within limits;
Gusts may be disregarded.
• BECMG FM, BECMG TL, BECMG FM...TL
- Deterioration:
 Applicable from the time of start of the change; Mean wind must be within required
limits; Gusts may be disregarded.
- Improvement:
 Applicable from the time of end of the change; Mean wind must be within required
limits. Gusts may be disregarded.
• TEMPO (alone), TEMPO FM, TEMPO TL, TEMPO FM...TL, PROB 30/40 (alone)
- Deterioration:
 Transient / showery conditions: Not applicable. Mean wind and gusts exceeding
required limits may be disregarded;
 Persistent conditions in connection with e.g. haze, mist, fog, dust/sandstorm,
continuous precipitation: Applicable. Mean wind should be within required limits.
Gusts may be disregarded.
- Improvement: In any case should be disregarded
• PROB TEMPO
- Deterioration: May be disregarded.
- Improvement: Should be disregarded.

Determination of
The Quantities of
OPERATIONS MANUAL VOL. A Fuel and Oil
Carried
8.1.8 DETERMINATION OF THE QUANTITIES OF FUEL AND OIL CARRIED
GENERAL
 The Fuel Policy meets the DGCA requirements as stated in CASR 121.639;
 It is incumbent on Flight-crew and Dispatchers to fully understand and comply with the Fuel
Policy;
 The PIC has the authority not commence the flight unless the usable fuel required onboard is
sufficient to complete the planned flight safely;

 For amount of fuel for dispatch, the PIC has authority not commence the flight unless the usable

fuel required onboard is sufficient to complete the planned flight safety;
 The PIC shall re-analysis the use of fuel after flight commencement for purposes other than
originally intended during pre-flight planning for adjustment of the planned operation.
8.1.8.1 ASSUMPTIONS FOR CALCULATING FUEL AND OIL QUANTITIES
The designation of a minimum oil quantity is typically provided by the aircraft manufacturer while
determination, monitoring and replenishment of oil supply are the responsibilities of engineering and
maintenance and/or the flight crew.
The following are to be taken into consideration when calculating fuel quantities:
• Meteorological conditions: available weather reports and forecasts for particular route, origin,
destination as well as alternate airports (wind component, visibility, clouds-whether any CB
present or low cloud, the present of phenomena CAT-Clear air turbulence, windshear, any
possibilities of thunderstorm or rain)that may affect the amount of fuel to be carried must be
considered;
• Instrument Flight Procedures with the longest distances in conjunction with the (expected)
runway in use must be considered for departure, climb, descend and arrival;
• When two alternate aerodromes are to be selected, the destination alternate fuel must allow to
fly from the destination to the furthest destination alternate.
• Expected air traffic controls and delays: any traffic congestion that could be anticipated,
especially when operating from/to busy airport must be considered;
• The effects of MEL deferred maintenance items and/or configuration deviations;
• For IFR flights, one (1) instrument approach at destination, including a missed approach: must
be considered when determining the “Destination Alternate Fuel”;
• The optimum altitude must be planned except for short distance flights for which the selected
cruise altitude must allow for a minimum horizontal cruise segment of five (5) minutes. For long
distances flight the “optimum” altitude step schedule must be followed in flight planning.
• Any other conditions that might cause increased consumption (e.g. NOTAM regarding
unserviceable communication, navigation and airport facilities) must also be considered.
• Where the applicable data and/or procedures are not known, conservative assumptions must
always be made.
• The anticipated aircraft mass as a reference for each planned flight.

Determination of
The Quantities of
Carried
8.1.8.2 FUEL POLICY (QUANTITIES- DEFINITIONS).

Fuel Diagram
8.1.8.2.1 TAXI FUEL
Taxi fuel is the quantity of fuel expected to be consumed before take-off. It includes APU consumption
engine, starts and ground maneuvers until began for take-off. The amount should be increased when
required by local conditions or as calculated by operation engineering.
BATIK AIR uses the following standard taxi fuel quantities:

AIRCRAFT TYPES / VARIANT STANDARD TAXI FUEL
B737-900 300 kg
B737-800 300 kg
A320 300 kg
8.1.8.2.2 TRIP FUEL
TRIP FUEL is the fuel required to fly from the departure airport to the airport to which the flight is
released/dispatched. This amount includes fuel for take-off, climb, cruise, descent, approach and
landing. Trip fuel does NOT include contingency, alternate, reserve, and additional fuel.
8.1.8.2.3 RESERVE FUEL
Reserve fuel consists of destination alternate fuel, final reserve fuel, contingency and additional fuel if
required by the type of operation.

Determination of
The Quantities of
Carried
8.1.8.2.3.1. CONTINGENCY FUEL
CONTINGENCY FUEL is the amount of fuel required to compensate for unforeseen factors such as
variation in wind, temperatures and flight routing. It shall be five percent of the planned trip fuel or of
the fuel required from the point of in-flight re-planning based on the consumption rate used to plan the
trip fuel, but in any case, shall not be lower than the amount required to fly for five minutes at holding
speed at 450 m (1500 ft.) above the destination aerodrome in standard conditions

8.1.8.2.3.2. DESTINATION ALTERNATE FUEL

DESTINATION ALTERNATE FUEL is the fuel required for a go-around at destination, climb, cruise,
descent, approach and landing at a designated alternate airport (if any required) via an appropriate ATC
routing and realistic flight level. If two alternates are required, the Alternate Fuel must be planned for the
longer distance alternate.
8.1.8.2.3.3. FINAL RESERVE FUEL
FINAL RESERVE FUEL is the amount of fuel 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 of the amount of fuel required to fly for 30 minutes at holding speed at 450 m (1500
ft) above aerodrome elevation in standard conditions.
Note: Company policy is the fuel to fly for 30 minutes at holding speed at 1,500ft. Above alternate
under ISA+20.
8.1.8.2.3.4. ADDITIONAL FUEL (AS REQUIRED)
ADDITIONAL FUEL is the fuel required to account for operational factors that are not addressed by
other fuel quantities described above. It could be classified in several categories:
• EN-ROUTE DIVERSION FUEL: the supplementary fuel that is required to ensure fuel on board
at the most critical point along the route would allow to proceed to an en-route alternate airport
following an engine failure or loss of pressurization, to hold for 15 minutes at 1,500 ft in standard
conditions above that aerodrome, and then conduct an normal approach and landing.
• HOLDING FUEL: the fuel that is required for anticipated and/or possible air traffic, weather, and
low visibility/instrument landing conditions, or other in-flight delays.
• OPERATIONAL FUEL: supplementary fuel that is transported for operational purposes such as
fuel carried to meet MEL requirements, or to take into account particular NOTAMS, etc.
8.1.8.2.4. EXTRA FUEL
EXTRA FUEL is the surplus fuel which may be uplifted at PIC discretion for operational reasons. The
PIC may decide for instance to add fuel to the minimum block fuel quantity significant deviations from
present flight planning are expected. However it should be remembered that carrying unnecessary extra
fuel increases the fuel consumption for that sector and therefore reduces the economy of the operation.
The maximum allowable extra fuel to be carried is 600 Kgs and applicable for the non tankering routes
only. Any excess of this amount must be clearly stated in the VR

Determination of
The Quantities of
Carried
8.1.8.2.5. TANKERING FUEL
TANKERING FUEL is the fuel transported for economic reasons due to different fuel price or special
fuel situations such as: No Fuel Available, Upliftable Quantity (Quota) Imposed, Contaminated Fuel etc.
at destination. It is not part of the regulatory minimum block fuel.
A summary of the tankering analysis is provided in the Operational Flight Plan (OFP). The Captain may
use the information to decide on the tankering fuel required.

If the Captain reduces the fuel uplift on tankering sectors because of operational considerations, his
reasons must be given in the Voyage Report.

List of Tankering Routes will be issued and upload in FMS by Operations Engineering Department (OE)
as reference and will be updated timely.
8.1.8.2.5.1. ECONOMIC TANKERING
Uplifting fuel from one station to a next station is justified when the fuel price differential between the
two stations is sufficiently large to cover the cost of the transportation. The decision to tanker is made
on the basis of the relation between a price ratio, the air distance between the stations and an aircraft
type related curve.
On Economic tankering sectors, up to a maximum of the 2-sector fuel requirement should be uplifted.
Fuel uplift requirements are as follows:
 Tankering Sector Fuel Requirements:
 Payload and / or tankering landing weight limit permitting, up to a maximum of the 2 sector
fuel requirement should be uplifted.
 2 sector tankering:
 Fuel uplifted Includes Burn-off (Trip Fuel) for the first sector and 300 kg taxi fuel plus the
second sector Flight Plan Requirement.
The amount of fuel to be uplifted from a station depends on the following:
 Aircraft limitations: MTOW, MLW;
 Payload limitation: the fuel carried shall not hamper the payload;
 Subsequent sequence of flights
The economic tankering fuel reflected on the OFP is based on forecasted ZFW. On occasions where
aircraft structural weight becomes limiting, the OFP will be generated within the maximum allowable
tankering fuel.
If there is a decrease in ZFW in economical tankering sector, crew are
recommended to uplift fuel up to the difference in ZFW to be sufficient for the return BLOCK fuel while
ensuring that the aircraft operating weight limitation are not exceeded.
Where it involves aircraft limitations, a safety buffer must be considered for routes where track
shortening is expected, level capping in OFP etc. To ensure that MLW is not exceeded when tankering
fuel for economic reason, 500 kgs will be deducted from the calculated maximum tankering volume for
the flight.
The Captain may uplift fuel without the buffer if he has sound reasons to do so but under any
circumstances, he shall ensure that no aircraft limitation is exceeded due to his action.
No tankering fuel shall be uplifted in case of contaminated runway (Standing water,snow, slush, ice….)
on departure or on arrival unless and to the extent that the
Commander deems it necessary and feasible, in due consideration of the particular circumstances.

Determination of
The Quantities of
Carried
8.1.8.2.5.2. MANDATORY TANKERING

Mandatory tankering of fuel, aims at responding to special fuel situations existing at the next station(s)),
such as NO FUEL AVAILABLE, , CONTAMINATED FUEL, MAX UPLIFTABLE QUANTITY (QUOTA)
IMPOSED, etc.
Mandatory fuel, as its name unmistakably indicates, has priority on the payload:
calculations will therefore aim at finding a MZFW.

 The Minimum Block Fuel (MBF) calculation for a NIL FUEL STATION is the total of:
 TAXI FUEL (OM-A 8.1.8.2.1)

 TRIP FUEL (OM-A 8.1.8.2.2)
 CONTINGENCY FUEL (OM-A 8.1.8.2.3)
 APU/TAXI FUEL AT DESTINATION
 MBF FOR NEXT SECTOR
 ADDITIONAL FUEL (AS REQUIRED)
The Minimum Diversion Fuel will be the MBF for the next sector.
 The Minimum Block Fuel (MBF) calculation for a MAX UPLIFTABLE QUANTITY is the total of:
 TAXI FUEL (OM-A 8.1.8.2.1)
 TRIP FUEL (OM-A 8.1.8.2.2)
 CONTINGENCY FUEL (OM-A 8.1.8.2.3)
 APU/TAXI FUEL AT DESTINATION
 MBF FOR NEXT SECTOR MINUS MAX UPLIFT FUEL (must be ≥ MBF FOR FIRST
SECTOR).
 ADDITIONAL FUEL (AS REQUIRED)
The Minimum Diversion Fuel will be the RESERVE FUEL assuming the next sector as Destination
Alternate or other nominated Alternate. Reserve Fuel consists of: Alternate Fuel, Final Reserve Fuel
and Additional Fuel if required by the type of operation.
8.1.8.3. MINIMUM BLOCK FUEL
8.1.8.3.1. DISPATCH TO DESTINATION WITH ONE (OR TWO) ALTERNATE(S)

DOMESTIC OPERATIONS INTERNATIONAL OPERATIONS
Taxi fuel Taxi Fuel
+ Trip fuel Trip fuel
+ Contingency Fuel Contingency Fuel
(as required) (as required)
+ Alternate Fuel Alternate Fuel
+ Final Reserve Fuel Final Reserve Fuel
+ Additional Fuel Additional Fuel
NOTE: For international operations, Fuel on board must be adhered with local regulation, and taking
into account whichever is higher.

Determination of
The Quantities of
Carried
8.1.8.3.2. DISPATCH TO AN ISOLATED AERODROME (NO ALTERNATE AVAILABLE)

Taxi fuel Taxi Fuel

(as required) (as required).
+ Alternate Fuel Alternate Fuel

Added fuel for 2 hours flying at normal Added fuel for 2 hours flying at normal
+
cruise consumption cruise consumption
+ Additional Fuel Additional Fuel
NOTE 1: For international operations, Fuel on board must be adhered with local regulation, and taking
into account whichever is higher.
NOTE 2: Batik Air is not authorized to operate to an isolated aerodrome (No Alternate
Available)
8.1.8.3.3. DISPATCH TO A DESTINATION WITH NO REQUIRED ALTERNATE

Taxi fuel Taxi Fuel
(as required) (as required).
+ Final Reserve Fuel Final Reserve Fuel
Additional Fuel Additional Fuel
+
NOTE: Refer to paragraph§8.1.3.2.4of this chapter for specific weather conditions
8.1.8.3.4. REDISPATCH OPERATIONS
Particular case of redispatch operations is addressed in OM Part A, Chapter 8.3.11.

Mass and Center of
OPERATIONS MANUAL VOL. A Gravity
8.1.9. MASS AND CENTER OF GRAVITY
This section contains weight and balance information to be used for preparing Load Sheet. The
information presented, in compliance with the relevant regulations and requirements, is to enable pilots
as well as operational staff to operate the aircraft safely and efficiently.
The load-sheet is prepared using three different tools e.i:

1. Sabre Load Manager as primary tool,
2. MS Excel template as primary back up,
3. Paper base load-sheet (manual) as secondary back up.

The aircraft must be loaded in accordance with an approved loading schedule (Load Sheet) based upon

authorized weights and associated Center of Gravity limits. Special attention must be paid to ensure
that the loading limitations in relation to the floor and compartment strength for the aircraft configuration
concerned are not exceeded. PIC is incorporated with such procedure for preparing or accepting Last
Minute Changes (LMC) to the Load Sheet.
8.1.9.1. DEFINITIONS
EMPTY WEIGHT - Weight of structure, power plant, furnishings, system and other items of equipment
that are an integral part of a particular aircraft configuration.
STANDARD ITEMS - Equipment and fluids are 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:
• Unusable fuel and other unusable fluids;

• Engine oil;
• Toilet fluid and chemical;
• Fire extinguishers, pyrotechnics, emergency oxygen equipment;
• Structure in galley, buffet and bar;
• Supplementary electronic equipment.
STANDARD BASIC EMPTY WEIGHT - Empty weight plus standard items.
STANDARD ITEM VARIATIONS - Standard items that the operator adds, deducts, or changes.
BASIC EMPTY WEIGHT - Standard Basic Empty Weight plus or minus the weight of Standard Item
Variations.
OPERATIONAL ITEM - 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:
• Crew and their baggage;

• Manuals and navigational equipment;
• Removable service equipment for cabin, galley and bar;
• Food and beverages, including liquor;
• Useable fluids other than those in useful load;
• Life rafts, life vests, and emergency transmitters;
• Aircraft cargo handling system and cargo container.

Mass and Center of
BASIC WEIGHT - Basic empty weight plus operational items that is considered is standard on board of
the aircraft.
OPERATIONAL EMPTY WEIGHT - Basic weight plus operational items.
OPERATIONAL WEIGHT - Operational empty weight plus block fuel (useable fuel)
PAYLOAD - Weight of passengers, baggage, cargo and mail. These may be revenue and or non-
revenue.

MAXIMUM DESIGN ZERO FUEL WEIGHT - Maximum weight allowed before useable fuel and other
specified useable agents must be loaded in defined sections of the aircraft as limited by strength and

airworthiness requirements
ACTUAL ZERO FUEL WEIGHT - Operational empty weight plus payload. It must not exceed maximum
design zero fuel weight
MAXIMUM DESIGN TAKE-OFF WEIGHT - Maximum weight at start take-off run as limited by aircraft
strength and airworthiness requirements.
OPERATIONAL TAKE-OFF WEIGHT - Maximum authorized weight for take-off. It is subject to airport,
operational, and related restrictions. This is the weight at start of take-off run and must not exceed
maximum design take-off weight.
ACTUAL TAKE-OFF WEIGHT - Actual zero fuel weight plus weight of take-off fuel. It must not exceed
maximum design take-off weight and/or operational take-off weight.
MAXIMUM DESIGN TAXI WEIGHT - Maximum weight for ground maneuver as limited by aircraft
strength and airworthiness requirements. It includes weight of taxi and run-up fuel.
TAXI WEIGHT - Actual take-off weight plus weight of taxi and run-up fuel and must not exceed maximum
design taxi weight.
MAXIMUM DESIGN LANDING WEIGHT – Maximum weight for landing as limited by aircraft strength
and airworthiness requirements.
OPERATIONAL LANDING WEIGHT - Maximum authorized weight for landing. It is subject to airport,
operational, and related restrictions. It must not exceed maximum design landing weight.
LANDING WEIGHT - Taxi weight minus weight of trip, taxi and run-up fuel. It must not exceed maximum
design landing weight and/or operational landing weight.
CENTER OF GRAVITY (CofG) - CofG is the point about which the aircraft would balance if suspended.
The position of the CofG of the aircraft is expressed in percentage of the Mean Aerodynamic Chord (%
MAC) and defined as the point of concentration of the total aircraft weight. The C of G of the loaded
aircraft must be within the limits specified for take-off, flying and on landing.
If the aircraft is loaded such that the position of the CofG is AFT, a decreased longitudinal stability
associated with low stick-forces must be anticipated. If the aircraft is loaded such that the position of the
C of G is FORWARD, an increased longitudinal stability is noticeable, e.g. nose-up changes during the
flare in landing need more back-pressure on the elevator control column. The nose gear is subjected to
heavier load. The C of G of the aircraft must be maintained between the forward and aft limits,
appropriate to the conditions.
INDEX - The index is a figure implying the aircraft's stability position, following from the total gross weight
and the C of G after insertion in the relative index formula. In order to determine the C of G of the loaded

Mass and Center of
aircraft for easy calculation a graphical method based on an index system is used according to the
formula below:
• By adding and/or subtracting the applicable index change to/from the basic index (index for the
basic weight) caused by added weight (cargo, passengers, etc.) the loaded index is calculated.
• There are some definitions of index, which are used commonly with aircraft:
- EMPTY INDEX is the index figure corresponding with the aircraft's empty weight.
- BASIC INDEX is the index figure corresponding with the basic weight concerned.

- LOADED INDEX is the index figure corresponding with the zero fuel weight.

8.1.9.2. ILLUSTRATION OF THE DIFFERENT WEIGHTS
A simple and synthetic illustration of the different types of weights that are defines is as follows:
EMPTY WEIGHT
+ = Standard Items
= BASIC EMPTY WEIGHT
+ = Operational Items
= OPERATIONAL EMPTY WEIGHT
+ = Block fuel
= OPERATIONAL WEIGHT
+ = Payload
= TAXI WEIGHT
- = Taxi fuel
= TAKE-OFF WEIGHT
- = Trip fuel
= LANDING WEIGHT
- = Reserve fuel
= ZERO FUEL WEIGHT
- = Payload
= OPERATIONAL EMPTY WEIGHT
8.1.9.3. CALCULATION OF THE ALLOWABLE PAYLOAD

Take-off : Landing : Zero Fuel :
Taxi Fuel : Trip Fuel : Block Fuel :

------------- + ------------ + ------------ +
a) TW : b) TW : c) TW :
======== ======== ========
Allowed TW : .................. (lowest of a, b, c)

Operational Weight :..................
------------------ ( - )
Allowable Payload : ..................

Mass and Center of

BALANCE CALCULATIONS
Dispatcher or ground staff (who is qualified and given the authority completing and/or checking the load
sheet) must insert his name in the “Prepared by” column and signed prior delivering to aircraft. At
Stations where remote printing takes place, he is allowed to delegate in signing the load sheet but the
final responsibility remains with him.
The load sheet must then be checked, verified and approved/countersigned by the PIC. The PIC must

ensure that the load sheet content is satisfactory prior to each flight.

Refer to para 8.1.9, the prepared load-sheet could be either:
1. Sabre Load Manager;
2. MS Excel template or;
3. Paper base load-sheet.
The examples of the print-out is available in OM-A appendix 8.B
8.1.9.5. POLICY FOR USE OF STANDARD MASS
BATIK AIR policy regarding the use of standard / actual masse values is the following:
• Standard mass values are used for all crew members and passengers,
• Actual mass values, determined by weighing, are used for cargo and check-in baggage.
However, for any particular group of passengers (e.g. sports team, class of children) that may fall outside
the standard weight must be identified and accounted for such as the Load Sheet ensures the highest
achievable accuracy in aircraft load calculations. In such a case, the PIC must be advised and this must
be stated in the Load Sheet.
BAGGAGE
The following standard weights must be used for load sheet calculation:
DOMESTIC INTERNATIONAL
REMARKS
PAX CREW PAX CREW
Adult (Male & Female) 70 Kg - 75 Kg -
Including both personal
Child 35 Kg - 35 Kg - effects and cabin
baggage
Infant 10 Kg - 10 Kg -
Male - 75 Kg - 75 Kg Including personal
Female - 60 Kg - 60 Kg effects
Crew Baggage - 15 Kg - 20 Kg Per crew member
For the purpose of the above table, the following definitions apply:
• Adults: from his 10th birthday;
• Children: from his 2nd up to his 10th birthday;
• Infant: is a two days old, but less than two-year old baby.

Mass and Center of
8.1.9.7. SEATING POLICY
The PIC must advise the Purser/FA-1 if certain blocks of seats have to be restricted for takeoff and
landing (non-free seating). If the flight departs with less than a full passenger load, passengers may be
permitted to move to these restricted seats only after takeoff when the seat belt sign has been turned
off, but are required to return to their assigned seats for landing to ensure safe distribution of weight.
If passengers are concentrated in one area or zone of the aircraft, or disperse of passengers appears
otherwise abnormal, the FA will notify the PIC.

8.1.9.8. LAST MINUTE CHANGE PROCEDURES

Last Minute Change (LMC) means an adjustment to load and trim sheets after the completion due to
late load adjustments.
LMC may consist of Cargo, Passengers, Crew, Catering and Fuel.
A change in weight and/or distribution of the load must be adjusted (re-check the new C.G position in
order to prevent possible out of trim condition) by Dispatcher/ ground staff either by manually amending
the load sheet or issuing a new load sheet. When total change of weight (difference between planned
and actual) is less than or equal to 500 kg, load sheet is to be adjusted by entering the difference in
LMC column. If total change of weight is above 500 kg, a new load sheet must be issued.
8.1.9.9. SPECIFIC FUEL / AVTUR GRAVITY
SPECIFIC GRAVITY
OUTSIDE AIR TEMP.
KG/LTR. LBS/USG
35C 0.7825 6.531
34C 0.7830 6.536
33C 0.7840 6.544
32C 0.7845 6.548
31C 0.7855 6.556
30C 0.7860 6.561
29C 0.7870 6.569
28C 0.7875 6.573
27C 0.7885 6.582
26C 0.7890 6.586
25C 0.7900 6.594
24C 0.7905 6.598
23C 0.7910 6.602
22C 0.7920 6.610
21C 0.7925 6.614

OPERATIONS MANUAL VOL. A ATS Flight Plan
8.1.10. ATS FLIGHT PLAN

8.1.10.1. GENERAL
All BATIK AIR flights are normally operated on an Instrument Flight Rules (IFR) plan. Refer to OM Part
A, Chapter 8.3.1.1- “VFR/IFR policy”.
Before each flight The ATS must be informed of the expected operation and an ATS flight plan must be
filed for each flight. Approval of an ATS flight plan by the ATS implies that ATS will be able to ensure
the separation of the planned IFR flight with other traffic.

NOTE: ICAO introduced a new format for ATS flight plan in 2012 with the publication of Amendment 1

to ICAO document 4444, 15th Edition.
The ATC flight plan must be filed at least 1 hour before the expected takeoff time, unless national
regulations state otherwise. When a flight is subject to flow control measures, a time slot should be
requested early enough.
The flight plan must be amended or a new flight plan submitted and the old flight plan cancelled,
whichever is applicable in the event of a delay for which a flight plan has been submitted:
• of 30 minutes in excess of the estimated off-block time for a controlled flight;
• of one hour for an uncontrolled flight.
The PIC is responsible for ensuring that a plan has been filed, and that he is fully aware of the details
including the routing selected. This should always be compared to the Operational Flight Plan (OFP)
routing.
A copy of the accepted ATC flight plan with any modifications to the filed flight plan must be given to the
PIC and be carried aboard. Another copy signed by the PIC must be retained on ground.
When a flight plan has been activated, the pilot in command, upon canceling or completing the flight
under the flight plan, must notify an appropriate ATC facility.
In flight, operational instructions involving a change in the ATS flight plan must, when practicable, be
coordinated with the appropriate ATS unit before transmission to the aeroplane.
8.1.10.2. REPETITIVE FLIGHT PLAN (RPL)
8.1.10.2.1. GENERAL
Certain states and airlines use the so-called RPL, whereby ATC flight plans for scheduled line flights
are stored by all ATC units concerned, and therefore need not be filed or transmitted as for individual
flights.
NOTE: as a policy RPL are normally submitted for flights for which standard routing(s) and flight level(s)
can be establish. This will limit RPL to flight up to approximately three (3) hours block time.
The RPL is based on the following criteria:
• Time is off-block time’s (UTC) and total elapsed times;

• Cruising speeds (TAS) are rounded-off to the nearest 5 kts;
• Cruising level(s) and routing as selected for prevailing conditions (on company flight plan both
cruising levels and routing may be optimized for forecast conditions).

8.1.10.2.2. INCIDENTAL CHANGE TO RPL
• Change of route, line number, aerodrome of departure and/or destination

This requires cancellation of the stored flight plan for the day, followed by submission of an
individual ATC flight plan;
• Change of aircraft type, speed and/or cruising level
This requires notification at the ATC unit at the aerodrome of departure as soon as possible and
not later than 30 minutes before departure, with the exception that change of cruising level alone

may be notified by radiotelephony on initial contact with aerodrome control tower;

• Delayed flights
Expected delays, other than ATC, of 30 minutes or more in excess of the estimated off-block
time 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;
• Early departures
Early departures should be reported to the ATC unit as soon as new ETD is known;
• Extra flights
An individual ATC flight plan shall be filed for all extra flights;
• Cancellation of the flight
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.
8.1.10.3. INSTRUCTION FOR INSERTION OF ATS DATA
• Use capital letters.

• Adhere closely to the prescribed format.
• Report hours in Coordinated Universal Time (UTC, or Zulu).
• Use the 24-hour clock (e.g., 1800Z, 0930Z, etc.).
• The shaded area in the first 3 lines must be completed by ATS and COM services only.
• Complete items 7 to 18 unless ATS prescribes otherwise
• Complete also item 19 when so required for facilitating alerting and/or Search and Rescue
(SAR) operations.
ITEM 7: Airplane Identification
Insert one of the following aircraft identifications (must not exceed 7 characters and not include hyphens
or symbols):
1. The registration marking of the aircraft (e.g. EIAKO, 4XBCD, N2567GA), when:
a. In radiotelephony 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)

 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.
 There must be no space between the designator letters and flight number, or any zero preceding
the flight number.
ITEM 8: Flight Rules and Type of Flight

Flight Rules

Insert one of the following letters:
I : Entire flight operated under IFR
V : Entire flight operated under VFR
Y : Flight initially operated under IFR
Z : Flight initially operated under VFR
Point or points at which a change of flight rules is planned specify in Item 15
Type of Flight
Insert one of the following letters when required by ATS:
S : Scheduled air service
N : Non-scheduled air transport operation
G : General aviation
M : Military
X : Other than any of the defined categories above
ITEM 9: Number and Type of Airplane and Wake Turbulence Category
Number of airplane
Insert only when more than one applied.
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/ .
Type of Airplane
The following designators must be used:
AIRPLANE MODEL ICAO DESIGNATOR

B737-900 B739
B737-800 B738
A320 A320
Wake Turbulence Category

Insert an oblique stroke followed by one of the following letters:
H : Heavy, for airplane with a max TOW of 136,000 kg or more
M : Medium, for airplane with a max TOW between 136,000 and 7,000 kg
L : Light, for airplane with a max TOW of 7,000 kg or less.

ITEM 10: Equipment and Capabilities

Radio Communication, Navigation and Approach Aid Equipment
Insert one letter as follows:
 N if No COM/NAV/APP aid equipment for the route to be flown is carried, or the equipment
is unserviceable,
 S if Standard(1) COM/NAV/APP aid equipment for the route to be flown is carried and
serviceable,

and/or, insert one or more of the following letters to indicate the COM/NAV/APP aid equipment which

consists of three elements:
 Presence of relevant serviceable equipment on board the aircraft;
 Equipment and capabilities commensurate with crew qualifications; and
 Authorization from the appropriate authority, where applicable.
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 (P1-P9 reserved for RCP)
F ADF Q (Removed)
G GNSS(2) R PBN approved(5)
H HF RTF T TACAN
I Inertial Navigation U UHF RTF
J1 CPDLC ATN VDL Mode 2(3) V VHF RTF
J2 CPDLC FANS 1/A HFDL (3)
W RVSM approved
J3 CPDLC FANS 1/A VDL Mode A(3) X MNPS approved
J4 CPDLC FANS 1/A VDL Mode 2(3) Y VHF with 8.33 channel spacing capability
J5 CPDLC FANS 1/A SATCOM (INMARSAT) Z Other equipment carried or other capability
J6 CPDLC FANS 1/A SATCOM (MTRSAT)
J7 CPDLC FANS 1/A SATCOM (Iridium)
NOTES:
(1) Standard equipment is considered to be VHF RTF, VOR and ILS, unless another
combination is prescribed by the appropriate ATS authority.
(2) Type of external GNSS augmentation to be specified in NAV/
(3) See RTCA/ EUROCAE Interoperability requirements for ATN baseline
(4) Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route
segment(s), route(s) and/or area concerned.

(5) PBN levels must be specified in PBN/ within item 18. Refer Doc. ICAO document 9613
(6) If the letter Z is used, specify in item 18 the other equipment carried, preceded by COM/
and/or NAV/ as appropriate.
Surveillance Equipment
Insert one or of the following descriptors, to a maximum of 20 characters, to describe the serviceable
surveillance equipment and/or capabilities on board:
A Mode A transponder 4 digits (4096 codes)

C Mode C transponder - Mode A and Mode C

E Mode S transponder with aircraft ID, pressure altitude and extended squitter (ADS-B) capability
H Mode S transponder with aircraft ID, pressure altitude and enhanced surveillance capability
I Mode S transponder with aircraft ID, but no pressure altitude capability
L Mode S transponder with aircraft ID, but no pressure altitude capability
P Mode S transponder with pressure altitude but no aircraft ID capability
S Mode S transponder including both pressure altitude and aircraft ID capability
X Mode S transponder with neither aircraft ID nor pressure altitude capability
B1 ADS-B with dedicated 1090 MHz ADS-B “out” capability
B2 ADS-B with dedicated 1090 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
D1 ADS-C with FANS 1/A capabilities
G1 ADS-C with ATN capabilities
ITEM 13: Departure Airport and Time

Insert the ICAO four-letter location indicator of the departure aerodrome, OR, if no location indicator has
been assigned, 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, 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, insert
 For a flight plan submitted before departure, the estimated Off-Block time, or
 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: Cruising Speed, Level and 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).

Operational Flight
OPERATIONS MANUAL VOL. A Plan
a. 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:
 Kilometers per hour, expressed as K followed by 4 figures (e.g. K0830), or
 Knots, expressed as N followed by 4 figures (e.g. N0485), or
 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).
b. 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:

 Flight Level, expressed as F followed by 3 figures (e.g. F085; F330), or
 Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g.
S1130), or
 Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g. A045; A100), or
 Altitude in tens of meters, expressed as M followed by 4 figures (e.g. M0840), or
 the letters VFR for uncontrolled VFR flights
c. Route (including changes of speed, level and/or flight rules)
Flights along designated ATS routes
Insert, if the departure aerodrome is located on or connected to the ATS route, the
designator of the first ATS route, OR, if the departure aerodrome is not on or connected to
the ATS route, 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
 the designator of the next ATS route segment, even if it is the same as the previous
one, or
 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
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), 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 must 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 must, as far as
possible, not exceed one hour’s flight time.
Additional significant points must 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)

Operational Flight
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, and KODAP2A).
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:
 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.

 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.
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:
 VFR if from IFR to VFR
IFR if from VFR to IFR
Examples: LN VFR
LN/N0284A050 IFR
5. Cruise climbs (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 (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.

Operational Flight
ITEM 16: Destination Aerodrome, Total EET, ALTN Aerodrome, and THF 2nd ALTN Aerodrome
 Destination aerodrome and total estimated elapsed time (8 characters)
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.

 Alternate aerodrome(s) (4 characters)

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
NOTE: Use of indicators not included under this item may result in data being rejected, processed
incorrectly or lost.
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 navigation aids;
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.
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

Operational Flight
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: RNP4
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 10a.
DAT/ Indicate data applications or capabilities not specified in 10a.
SUR/ Include surveillance applications or capabilities not specified in Item 10b.
DEP/ For aerodrome not listed in the relevant Aeronautical Information Publication, indicate
location 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) or
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.
DEST/ For aerodrome not listed in the relevant Aeronautical Information Publication, indicate
location with 4 figures describing latitude in degrees and tens and units of minutes
followed by “N” (North) or ”(South), followed by 5 figures describing longitude in degrees
and tens and units of minutes, followed by “E” (East) or “W” (West) or 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.

Operational Flight
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 registration markings 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 take-off to such points or FIR boundaries, when so prescribed on the basis
of regional air navigation agreements, or by the appropriate ATS authority.
SEL/ SELCAL Code, for aircraft so equipped
TYP/ Type(s) of aircraft proceeded if necessary without a space by number(s) of aircraft and

separated by one space, if ZZZZ is inserted in Item 9.

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.
DLE/ En route 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).
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.
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, as below: Indicators
Category A: less than 169 km/h (91 kt) indicated airspeed (IAS)
Category B: 169 km/h (91 kt) or more but less than 224 km/h (121 kt) IAS
Category C: 224 km/h (121 kt) or more but less than 261 km/h (141 kt) IAS
Category D: 261 km/h (141 kt) or more but less than 307 km/h (166 kt) IAS
Category E: 307 km/h (166 kt) or more but less than 391 km/h (211 kt) IAS
Category H: Specific procedures for helicopters.
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 take-off alternate, as specified in Doc 7910, Location
Indicators, or name of the aerodrome, if no indicator is allocated.
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 re-clearance in flight.
RMK/ Any other plain language remarks when required by the appropriate ATS authority or
deemed necessary.

Operational Flight
ITEM 19: Supplementary Information

E/ insert a 4-figure group giving the fuel endurance in hours and minutes.
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.
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 color of dinghies if carried.
A/ (AIRCRAFT COLOUR AND MARKINGS) Insert color of aircraft and significant
markings.
N/ (REMARKS) Cross out indicator N if no remarks, or indicates any other survival
equipment carried and any other remarks regarding survival equipment.
C/ (PILOT) Insert name of Pilot-In-Command.

Operational Flight
8.1.11. OPERATIONAL FLIGHT PLAN
Before each flight an operational flight plan must be prepared by the Flight dispatch.
It is normally obtained through a computerized process using SITA software. As an alternative, a manual
operational flight plan may be prepared.
Only one copy of Operational Flight Plan will be given to the flight crew. This Operational Flight Plan to
be filled up by the PM during the flight.

An explanatory description of the SITA Computerized OFP is provided in OM Part A, Appendix 8-C.

A sample of Manual OFP form and associated filling instructions are provided in OM Part A, Appendix
8-D.

VOL. A
CHAPTER 8.2

GROUND HANDLING
OPERATIONS MANUAL

GROUND HANDLING Page : 1
CHAPTER 8.2: GROUND HANDLING

8.2 GROUND HANDLING ................................................................................................ 5
8.2.1 FUELING PROCEDURES ......................................................................................... 5
8.2.1.1 FUEL TYPES .............................................................................................................. 5
8.2.1.2 GENERALSAFETY PRECAUTIONS .......................................................................... 5
8.2.1.3 SPECIFIC SAFETY MEASURES DURING FUELLING .............................................. 5

8.2.1.4 FUELLING WITH PASSENGER ONBOARD .............................................................. 6

8.2.1.5 REFUELLING AFTER EMBARKATION ...................................................................... 7
8.2.1.6 FUELLING WITH ONE ENGINE RUNNING ............................................................... 8
8.2.1.7 FUELLING INSIDE A HANGAR .................................................................................. 8
8.2.1.8 FUELLING PROCEDURE AT AERODROMES WHERE NO COMPANY’S ENGINEER
.................................................................................................................................... 9
8.2.1.9 PRECAUTION PRIOR TO UPLIFT FUEL FROM BOWSER STOCK ......................... 9
8.2.1.10 PRECAUTION PRIOR TO UPLIFT FUEL FROM BARREL STOCK ........................... 9
8.2.1.11 NOTES REGARDING FUEL DRAIN CHECKING PROCEDURES ........................... 10
8.2.2 AIRCRAFT, PAX, AND CARGO HANDLING SAFETY PROCEDURES ................. 11
8.2.2.1 MINIMUM FLIGHT ATTENDANTS ON BOARD DURING GROUND OPERATIONS ...
................................................................................................................................. 11
8.2.2.2 EMBARKING, DISEMBARKING PASSENGERS ..................................................... 11
8.2.2.3 SEAT ALLOCATIONS AND MULTIPLE OCCUPANCY OF AIRCRAFT SEATS ...... 12
8.2.2.4 EXIT ROW SEATING ASSIGNMENT ....................................................................... 12
8.2.2.5 HEAD COUNT .......................................................................................................... 13
8.2.2.6 EXPECTANT MOTHER & INFANT ........................................................................... 13
8.2.2.6.1 PREGNANT WOMAN ......................................................................................... 13
8.2.2.6.2 INFANTS ............................................................................................................ 14
8.2.2.7 UNACCOMPANIED MINOR ..................................................................................... 14
8.2.2.8 MEDICAL ASSISTANCE REQUIRED (MEDA) CUSTOMERS AND PERSON WITH
REDUCED MOBILITY............................................................................................... 15
8.2.2.8.1 CARRIAGE OF MEDA CUSTOMER .................................................................. 15
8.2.2.8.2 STRETCHERS PATIENT ................................................................................... 15
8.2.2.8.3 WHEELCHAIR PASSENGERS .......................................................................... 15
8.2.2.8.4 PASSENGERS WITH REDUCED MOBILITY (PRM) ......................................... 15
8.2.2.8.5 GUIDE DOG FOR BLIND PASSENGER ............................................................ 17
8.2.2.8.6 SERIOUS PASSENGER ILLNESS, INJURY OR DEATH IN FLIGHT ................ 17
8.2.2.9 TRANSPORT OF INADMISSIBLE PASSENGERS, DEPORTEES OR PERSON IN
CUSTODIES ............................................................................................................. 17
8.2.2.9.1 INADMISSIBLE PASSENGERS (NTL) ............................................................... 17
8.2.2.9.2 DEPORTEES...................................................................................................... 18
8.2.2.9.3 PERSON IN CUSTODIES / PRISONERS .......................................................... 19
8.2.2.10 UNRULY / DISRUPTIVE PASSENGERS ................................................................. 20
8.2.2.11 CARRY-ON BAGGAGE ............................................................................................ 21

8.2.2.11.1 COMPANY POLICY ......................................................................................... 21

8.2.2.11.2 CARRY-ON BAGGAGE ALLOWANCE ............................................................ 22
8.2.2.11.3 ON BOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE ............... 22
8.2.2.11.4 ROLES AND RESPONSIBILITIES ................................................................... 22
8.2.2.11.5 RESPONSIBILITIES FOR ACCEPTANCE ....................................................... 22
8.2.2.11.6 CRITERIA FOR ACCEPTANCE ....................................................................... 23
8.2.2.11.7 LOCATIONS FOR SCREENING / SCREENING CONDITIONS ....................... 23

8.2.2.11.8 INFORMATION TO CUSTOMER ..................................................................... 23

8.2.2.12 CREW BAGGAGE/STOWAGE LOCATIONS AND PROCEDURES ........................ 24
8.2.2.13 LOADING AND SECURING THE ITEMS IN AIRCRAFT .......................................... 24
8.2.2.14 CARRIAGE OF NARCOTIC DRUGS, MARIHUANA, AND DEPRESSANT OR
STIMULANT DRUGS OR SUBSTANCE................................................................... 24
8.2.2.15 CARRIAGE OF ALCOHOL IN SAUDI ARABIA ......................................................... 24
8.2.2.16 DANGEROUS GOODS AND WEAPONS ................................................................. 24
8.2.2.17 SPECIAL CARGO ..................................................................................................... 24
8.2.2.18 CARRIAGE OF CARGO IN PASSENGERS COMPARTMENTS .............................. 25
8.2.2.19 CLASSIFICATION OF CARGO COMPARTEMENTS ............................................... 25
8.2.2.20 POSITIONING OF GROUND SERVICING EQUIPMENT ......................................... 25
8.2.2.20.1 SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (A320) .......... 26
8.2.2.20.2 SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (B737 NG) ... 27
8.2.2.21 AIRCRAFT DISINSECTION PROCEDURES FOR FLIGHTS INTO AUSTRALIA. ... 28
8.2.2.21.1 PREFLIGHT AND TOP OF DESCENT DISINSECTION .................................. 28
8.2.2.21.2 PRE-FLIGHT CABIN TREATMENT PROCEDURE (FIRST PART). ................. 28
8.2.2.21.3 TOP OF DESCENT CABIN TREATMENT PROCEDURE (SECOND PART)... 29
8.2.2.21.4 CERTIFICATION FOR PRE-FLIGHT AND TOP OF DESCENT CABIN
TREATMENTS. ...................................................................................................................... 30
8.2.2.21.5 EXAMPLES OF PRE-FLIGHT AND TOP OF DESCENT CABIN TREATMENT
PROCEDURES. ..................................................................................................................... 30
8.2.2.21.6 PRE-FLIGHT HOLD DISINSECTION ............................................................... 31
8.2.2.21.7 PRE-FLIGHT HOLD PROCEDURES. .............................................................. 31
8.2.2.21.8 PRE-FLIGHT HOLD PROCEDURES – WHEN LOADING SMALL ANIMALS IN
LOWER HOLD. ...................................................................................................................... 32
8.2.2.21.9 PASSENGER EXEMPTION. ............................................................................ 32
8.2.3 RAMP OPERATIONS .............................................................................................. 33
8.2.3.1 SAFETY ON THE RAMP .......................................................................................... 33
8.2.3.1.1 GENERAL........................................................................................................... 33
8.2.3.1.2 ENGINE INLEST / EXHAUST DANGER AREAS(B737NG) ............................... 34
8.2.3.1.3 ENGINE INLET / EXHAUST DANGER AREAS (A320) ...................................... 35
8.2.3.2 EXTERIOR INSPECTION / WALK-AROUND CHECK.............................................. 36
8.2.4 RAMP DEPARTURE AND ARRIVAL PROCEDURES ............................................ 37
8.2.4.1 GENERAL ................................................................................................................. 37

8.2.4.2 PUSH-BACK, PULL-OUT AND ENGINE START ..................................................... 37

8.2.4.2.1 PUSH-BACK ....................................................................................................... 37
8.2.4.2.2 PULL-OUT .......................................................................................................... 38
8.2.4.2.3 ENGINE START ................................................................................................. 38
8.2.4.3 PARKING OF THE AIRCRAFT ................................................................................. 38
8.2.4.4 OPERATION OF AIRCRAFT DOORS ...................................................................... 38
8.2.4.4.1 DEPARTURE...................................................................................................... 38

8.2.4.4.2 ARRIVAL ............................................................................................................ 38

8.2.4.4.3 OPENING DOORS FROM OUTSIDE ................................................................. 38
8.2.5 PROCEDURES FOR THE REFUSAL OF EMBARKATION .................................... 39
8.2.6 ICING CONDITION AND COLD WEATHER ........................................................... 40
8.2.6.1 GENERAL ................................................................................................................. 40
8.2.6.2 EXTERIOR INSPECTION ......................................................................................... 40
8.2.6.3 DE-ICING AND ANTI-ICING ..................................................................................... 41
8.2.6.4 RESPONSIBILITIES ................................................................................................. 41
8.2.6.5 DE-ICING AND ANTI-ICING FLUIDS ....................................................................... 41
8.2.6.5.1 TYPE I FLUIDS................................................................................................... 42
8.2.6.5.2 TYPE II, III, AND IV FLUIDS ............................................................................... 42
8.2.6.6 ONE-STEP AND TWO-STEP PROCEDURES ......................................................... 42
8.2.6.6.1 ONE-STEP DE-ICING/ANTI-ICING .................................................................... 42
8.2.6.6.2 TWO-STEP DE-ICING/ANTI-ICING ................................................................... 43
8.2.6.7 DE-ICING/ANTI-ICING PROCEDURE ...................................................................... 43
8.2.6.7.1 GENERAL CONSIDERATIONS ......................................................................... 43
8.2.6.7.2 COMMUNICATION WITH GROUND CREW DURING DE-/ANTI-ICING ........... 43
8.2.6.8 HOLDOVER TIMES .................................................................................................. 43
8.2.6.8.1 GENERAL........................................................................................................... 43
8.2.6.9 FREEZING FUEL CONSIDERATIONS..................................................................... 49
8.2.6.10 AFML ENTRY ........................................................................................................... 50
8.2.7 HOT WEATHER OPERATION................................................................................. 51
8.2.8 OPERATION IN A SANDY OR DUSTY ENVIRONMENT ........................................ 52
8.2.9 HI DENSITY ALTITUDE (HDA) OPERATIONS ....................................................... 54
8.2.10 TRANSIT CHECK BY PIC. ...................................................................................... 56



Fueling
OPERATIONS MANUAL VOL. A Procedures
8.2 GROUND HANDLING
8.2.1. FUELING PROCEDURES
8.2.1.1 FUEL TYPES
The following fuels types are approved for use with the main power plant installation. Confirm with
specific aircraft type FCOM/AFM before use.

Grade (type) Specification
Kerosene Type A.S.T.MD1655-74 JET A

(AVTUR: JP1) A.S.T.M D1655-74 JET A-1
Wide Cut Fuels

A.S.T.M. D1655 JET B
(AVTAG: JP4)
Refer to OM Part A, Chapter 8.1.9.9 for specific fuel gravity values.
8.2.1.2 GENERALSAFETY PRECAUTIONS
Person who do not concerned with the handling of aircraft must not be admitted in the fuelling zone,
which normally extended at least three (3) meters from the perimeter, as defined by the aircraft’s wings,
engines and the fuel truck. The fuel truck must be so parked that driving away in forward direction is
possible at all times.
An electrical power unit connected to the aircraft must be located as far as possible from the aircraft and
fuel truck, easily be moved away when necessary and not forming an obstruction to the fuel truck.
If there is a personnel on board the aircraft, steps or boarding ramps must be placed at one of the exit,
at least. Extinguishing equipment, consisting of 50 Kg’s powder extinguisher and a 10 Kg’s CO 2
extinguisher, must always be available outside the aircraft in an accessible position at the edge of the
fuelling zone.
Before fuelling at night, the external power switch and the required lights for main lighting of cockpit and
cabin must be switched “ON”. On airports with insufficient lightning, the navigation lights must be “ON”
and if available the wing and ground flood lights.
IMPORTANT NOTE: during fueling operations, do not key HF radio, serious injury to personnel or fire
can occur.
8.2.1.3 SPECIFIC SAFETY MEASURES DURING FUELLING
During fueling, operation of electrical switches such as for preflight check, and opening or closing of
cargo doors should be avoided whenever possible without delaying the departure; no plugs or electrical
power units should be connected or disconnected.
When abundant spilling of fuel occurs, the following safety measures have to be taken:

Fueling
• Stop fuelling operations;

• If fuelling operations was being done with one engine running, shut down the engine;
• Warn the fire brigade;
• Inform crew and station management;
• Advise passengers on board (if any ) to disembark immediately;
• Have all personnel not directly involved in aircraft handling leave the fuelling zone;

• Shut down ground power unit and other engines or electrical motors of vehicles in the fuelling
zone, and avoid all further electrical switching;

• If considered necessary, tow the aircraft to a safe place.
8.2.1.4 FUELLING WITH PASSENGER ONBOARD
Fueling of aircraft with passengers onboard or when embarking /disembarking passengers is allowed,
provided that:
• It is not prohibited by local regulation;
• At least one exit door shall be opened with boarding ramp or stairs attached.
• If only one boarding ramp or stairs is available, the other required exits with clear area must be
manned during the refueling process.
• One flight crew must be present in the cockpit and have interphone contact with maintenance
personnel; or establish other suitable means of communication.
• The SEATBELT sign is OFF
• The Purser/FA-1 must be informed and shall ensure that the following crewmembers are
onboard:
 Appointed deputy;
 One FA in the neighborhood of each of the below mentioned exits (Purser/FA-1 may be
included in this number);
• Passengers must be informed that smoking is prohibited and the seat belt is to be unfastened.
Whenever a situation arises which endangers the safety of the occupants, the Purser/FA-1 shall
initiate a rapid disembarkation after the flight crew command “CONTROLLED
DISEMBARKATION”. Evacuation via all usable exits shall be considered only in case of fire.
• The Station Manager/Deputy Officer shall ensure that boarding ramp, stairs or clear areas are
made available.
• Maintenance personnel will alert the Crew directly or via interphone or other suitable means of
communication whenever a situation arises which endangers the safety of the occupants.
The following exits must be available for disembarkation/evacuation:
A320 one fwd main door and All main door disarm
one aft main door
Boarding ramps or stairs
Door 1 L or 1 R and All doors “DISARM” position or Clear area
B737 NG
Door 4 L or 4 R

Fueling
NOTES:
• If a boarding bridge has been used for the boarding of the passengers, the boarding bridge must
remain in position until completion of the fueling, clear of any obstructions so that an interior
path is maintained from the aircraft to the terminal building in case of emergency.
• The clear areas must measure 3x10 meters. No ground equipment may be placed in these
areas.
• Tanking should in principally be done from the right-hand side. The fuel truck should not be in
the embarkation /disembarkation path.

If a strong odor of kerosene, alcohol, or gasoline in the cabin while the airplane is being refueled or in

case a situation which endangers the safety of the occupants arises:
• The ground personnel or the cabin crew must immediately alert the flight crew directly or via
interphone;
• Do not turn on operate electrical switch, PA system, and do not allow passengers to use the call
buttons and reading lights;
• The Pilot in Command will command “ATTENTION FLIGHT ATTENDANTS ON STATION”.
Flight Attendants must:
 Standby to evacuate passengers (if there is boarding ramp or stairs);
 Armed the slide bar/select the slide arming lever into ARM (if NO boarding ramp or stairs);
 Take the most suitable position for evacuation at the assigned exit;
 Observe the situation (inside and outside) very carefully.
• If disembarkation is not required, the Pilot in Command will command “FLIGHT ATTENDANTS
AND PASSENGERS KEEP YOUR SEAT”. The flight attendant will disarmed the slide (door). A
further announcement by the flight crew will follow.
• If disembarkation is required, the Pilot in Command will command “CONTROLLED
DISEMBARKATION”. In this case, Flight Attendants must initiate a rapid disembarkation.
NOTE: In a “CONTROLLED DISEMBARKATION” via slides, the passengers must be ordered to:
• Leave hand luggage on board;

• Take-off shoes;
• Sit down and slide;
8.2.1.5 REFUELLING AFTER EMBARKATION
When additional fuel must be tanked after embarkation is completed, the requirement for passenger
stairs or boarding ramp may be disregarded when:
• All ground equipment is removed from the aircraft;

• FA is standing by for immediate evacuation via the slides;
• Interphone contact “ground to cockpit” is established.

Fueling
8.2.1.6 FUELLING WITH ONE ENGINE RUNNING
This is permitted in exceptional cases under the following conditions:
• Refueling with one engine running is only permitted at airports where no external ground
pneumatic power is available while APU is unserviceable;
• All passengers must be disembarked;
• Fire trucks are positioned at the aircraft during the entire refueling procedure.
• Point the aircraft into the wind at a location where the slope is negligible.

• The Captain shall brief the SFA of the situation;
One flight crew has to monitor from the cockpit all systems and the running engine, and maintain

•
close communication with ATC and ground personnel for the entire duration of the operation.
• A qualified ground crew has to be present at the fuelling station, to operate refuel valve switches.
• The refueling system must be fully operational. The overwing filling is not permitted
• The fuel truck is not located and connected at the same aircraft side as the running engine;
• All safety precautions must be covered.
NOTES:
• Before commencement of fueling, ensure that this is not contrary to local regulations (for
domestic flights check with PERTAMINA).
• Fueling with one engine running is considered as an emergency situation, therefore should be
avoided whenever possible.
• Dispatching an aircraft from home base with the known possibility of fueling with one engine
running at the next station is not permitted.
• Procedure for Fuelling with one engine running should be approved and directed by A/C
manufacture (follow procedure on FCOM as applicable).
8.2.1.7 FUELLING INSIDE A HANGAR
When a fueling operation inside a hangar is unavoidable, the following is applicable:
• Local regulations must permit such operations;

• Only fueling with kerosene is allowed;
• Radar installations of aircraft in and around the hangar must be OFF;
• Extreme carefulness must be applied when handling tools, in order to avoid sparks;
• Measures must be taken to ventilate possible fuel vapor (e.g. keep hangar doors open);
• At least one CO2 fire extinguisher of 20 kg must be available in an accessible position at the
edge of the fueling zone.

Fueling
8.2.1.8 FUELLING PROCEDURE AT AERODROMES WHERE NO COMPANY’S

ENGINEER
In addition to the special duties already listed, Pilot in Command is responsible for ensuring that refueling
is carried out in accordance with the special procedures recommended. The Pilot in Command may
delegate these duties to the Second in Command.
• Check the fuel supply to ensure correct fuel specification;

• Where a fire-fighting unit is available request coverage during refueling, otherwise position the

aircraft CO2extinguisher at refueling point;

• Position aircraft clear of other aircraft and as far from fuel supply as pumping equipment will
allow;
• Bond refueling nozzle to aircraft;
• All passenger and non-essential staff to leave aircraft during refueling;
• Switch off all electrical services, except where essential as in the case of pressure refueling;
• Where over-wing refueling is employed, ensure that reasonable precautions are taken to
preventing of foreign matter and rain;
• Any pre-fueling water drain checks specified on the pre-departure inspection sheet must be
carried out.
8.2.1.9 PRECAUTION PRIOR TO UPLIFT FUEL FROM BOWSER STOCK
Ensure bowser has stood for at least 30 minutes since being filled before refueling commences (except
that this period may be reduced to 10 minutes if the fuel is checked by a SHELL water detecting device
or equivalent).
• Check Bowser drains for freedom water;

• Obtain fuel sample from refueling nozzle in clean glass container and check that fuel is clear
and free from suspended matter, sediment and free water.
8.2.1.10 PRECAUTION PRIOR TO UPLIFT FUEL FROM BARREL STOCK
Check fuel supply to required specification, each drum is marked to show fuel grade and batch number.
• Ensure drum seals are intact;

• Place drums in position and allow settling for at least 2.5 hours prior to uplift;
• Ensure pumping equipment serviceable, incorporate 5-micron filtration, and cannot uplift last 3
inches of drum contents;
• Thoroughly flush pumping equipment with clean fuel to waste;
• After setting, each barrel must be dipped for water prior to use. Only one barrel should be
opened at any one time during fueling operation;
• Refuel through approved fueling funnel (if applicable) in which case:
 Before use, the funnel elements must be rinsed with fuel and put correctly in position;
 The funnel must be bonded to the aircraft and the delivery nozzle bonded to the funnel;
 A decrease in the rate of fueling will indicate element blockage, which must be investigated;

Fueling
• After completion of fueling, allow fuel to settle in aircraft for a minimum of 0.5 hour after which
period sample test should be made from each tank water drain point, and any others so
specified.
NOTE: in the Company refueling stations (from drum stock) standard ORLINE PUMP SETS with
integrated BENDIX FILTERS including water separators, are provided. Quality control instruction for
their use are to be strictly followed.
8.2.1.11 NOTES REGARDING FUEL DRAIN CHECKING PROCEDURES

If free water is present in a fuel sample, it will separate out to the bottom of the container. Since most

kerosene is water white, a chemical aid should be used to prevent in advertent acceptance of a pure
water sample having the appearance and smell of kerosene. The fuel supplier will provide suitable water
detecting media such as:
• Shell detector;
• Water finding paper (color change in water);
• Potassium Dichromate pellet (stains water orange);
• Other proprietary chemical detectors (follow instruction on kit):
 Cloudy kerosene may be caused by aeration due to agitation, but this will quickly clear as
the air rises to the surface. If cloudiness persists after recommended settling periods, it must
not be accepted, as water contamination is the probable cause.
 For aircraft fuel system drain checks, proceed as follows:
• Extract sample from drain into a clean dry glass container and examine if clear, re-lock drain. If
water is present, continue to draw the fuel until water level ceases to rise in sample container.
Repeat for each specified drain point.

Aircraft, Pax, and
OPERATIONS MANUAL VOL. A Cargo Handling
Safety Procedures
8.2.2. AIRCRAFT, PAX, AND CARGO HANDLING SAFETY PROCEDURES
8.2.2.1. MINIMUM FLIGHT ATTENDANTS ON BOARD DURING GROUND OPERATIONS

The number of flight attendants onboard during ground operations may not be less than the minimum
number provided in OM Part A, Chapter 4.3.1–“Minimum number of Flight Attendants”, except in the
case of stops where passengers remain on board the aircraft and proceed on that aircraft to another
destination.

In that particular case, the number of flight attendants remaining onboard may be reduced down to one-
half (rounded to the next lower figure in the case of a fraction) the minimum required number detailed in

OM Part A, Chapter 4.3.1–“Minimum number of Flight Attendants”, provided that:
• The airplane engines are shut down;

• At least one floor level exit remains open to provide for the deplaning of passengers;
• Flight attendants remaining onboard are spaced throughout the cabin to provide the most
effective assistance for the evacuation in case of an emergency.
See also OM Part A, Chapter 8.2.1.4–“Fuelling with passenger onboard”.
8.2.2.2. EMBARKING, DISEMBARKING PASSENGERS
Wherever possible, aircraft should be parked in a location that avoids passenger exposure to hazardous
conditions. Before disembarking or embarking, cabin stair or bridge and guard rail must be in position.
The step between stair and aircraft must not be too high and the stair must be against the aircraft.
NOTE: during refueling the weight of the aircraft increases and the shock absorbers settle down. In
consequence the bottom of the door may touch the stair and may be damaged.
When passengers embarking/disembarking involves passenger walking on the apron, an

announcement to passenger must be made to alert them to hazardous conditions or dangers that may
be encountered during embarkation/disembarkation and/or en route to or from the apron exit/entrance
points, and advising them to follow any directions provided outside the aircraft. Embarking /
disembarking operations may not commence until a safe walking zone is prepared.
Adequate guidance and, where necessary, an escort, must be provided to embarking / disembarking
passengers so as to ensure that their movement while on the apron are properly controlled as follows:
• Passengers are directed along the correct and safe route between the aircraft and the apron
entrance point, and sufficient personnel are assigned to exercise surveillance and control of
passengers;
• An escort is assigned to control passenger movements when the route to or from the aircraft is
congested by other aircraft or vehicles;
• Passengers are not exposed to hazards from aircraft operations, fuelling equipment, exposure
to jet blasts, engines, rotors or propellers, or to the hazards posed by lighting conditions,
obstacle positioned along the route or unsafe surface or stairway conditions;
• “I-POD” or similar entertainment system headsets that decrease awareness of other traffic or
limit reception of audible direction or warning signals are not worn;
• Clearly, assign the responsibility for the opening/closing and the locking/unlocking of terminal
building doors, to enable passengers to access the apron or terminal. Where this responsibility
is assigned to persons other than the Company’s personnel or those contracted by the
Company, the crewmembers must be advised.

Aircraft, Pax, and
Safety Procedures
8.2.2.3. SEAT ALLOCATIONS AND MULTIPLE OCCUPANCY OF AIRCRAFT SEATS
Each person reach two (2) years old must be seated in a separate seat and be secured by a separate
seatbelt for takeoff and landing.
Parents must hold infant (less than two (2) year old) during takeoff, landing and any time the seatbelt
sign is switched on (except when using the infant seatbelt).

8.2.2.4. EXIT ROW SEATING ASSIGNMENT

Exit seating may not be available to passengers due to its vital function upon emergency evacuation of
the aircraft. Check-in Counter should then reserve these seats especially for use by extra crew or to
able body passenger.
The FA may rearrange the seating configuration when according to his opinion it is necessary.
The FA must brief to persons occupying emergency seats. The purpose of this brief, is, in the event of
an emergency in which the crewmember is not available to assist, a person occupying this seat may
perform the following functions:
• Locate the emergency exit;

• Recognize the emergency exit opening mechanism;
• Comprehend the instruction for operating the emergency exit;
• Operate the emergency exit;
• Assess whether opening the emergency exit will increase the hazard to passengers;
• Follow oral; directions and hand signals given by crewmember;
• Stow or secure the emergency exit door so that it will not impede use of the exit;
• Assess the condition of an escape slide, activate the slide, and stabilize the slide after
deployment to assist others in getting off the slide;
• Pass expeditiously through the emergency exit;
• Assess, select, and follow a safe path away from the emergency exits.
The FA may not seat a person close to the exit if determines that it is likely that the person would be
unable to perform one or more applicable functions above, because:
• The person lacks sufficient mobility, strength, or dexterity in both arm and hands, and both legs;
• The person is less than 18 years old;
• The person lacks the ability to read and understand instructions related to emergency
evacuation in printed or graphic form or the ability to understand oral crew commands;
• The person lacks sufficient visual capacity without the assistance of visual aids beyond contact
lens or eyeglasses;
• The person lacks sufficient capacity to hear and understand instruction shouted by FA, without
assistance beyond a hearing aid;
• The person lacks the ability adequately to impart information orally to other passenger;
• The person has a condition or responsibility, such as caring for small children or a condition that
might cause the person harm;
• The person is a Deportees or a prisoner in custody.

Aircraft, Pax, and
Safety Procedures
In addition, designated exit row seat may not be assigned to passengers who are unwilling to assist in
the event of an emergency.
Passengers seated in an exit row who, prior to boarding, decide they wish to be re-seated, will be issued
another seat assignment in a non-exit row without question and without being required to disclose the
reason for requesting re-seating.
An Exit Row seating criteria card is available onboard for use by flight attendants. Refer to OM PART A
- Appendix 8.H

8.2.2.5. HEAD COUNT
Once the boarding has been completed, the Purser/FA-1 must conduct a head count. Infants are kept
separate from the count as are additional crewmembers (e.g. 50 passengers + 5 infants and 2 additional
crewmembers). If an infant occupies a seat (secured in an approved infant seat or berth), he is included
in the head count.
At no time will the aircraft doors be closed until all count matches, and all required documents have
been received, and any required paperwork has been given to the ground personnel.
Should a discrepancy exit the missing passenger must be identified and passenger’s baggage must be
located and removed. If any observer seat is used, this person is not included in the total count, but
must be shown as an additional crewmember on the Load Sheet.
8.2.2.6. EXPECTANT MOTHER & INFANT
8.2.2.6.1. PREGNANT WOMAN
 It is the duty of pregnant passengers to advise Batik Air of the progress of their pregnancy at the
check-in counter.
 It must be mentioned in PIS
 At slip station this information must be passed to the next crew directly or through PIS.
 Batik Air carriage of pregnant passengers is subject to the following condition.
Form of Doctor’s Medical

Period Carriage
Indemnity Certificate
Pregnancy up to
28 weeks Permitted Required* Not Required
(inclusive):
Required with the
following information:
1. She is fit to travel
Pregnancy
2. Number of weeks of
between 28 weeks
Permitted Required* pregnancy
to 35 weeks
3. Letter shall be dated
(inclusive):
not more than 7
(seven) days from
the date of departure
Pregnancy 35
Not Permitted NA NA
weeks and above:
*The passenger will be required to fill and sign the Form of Indemnity (FOI).

Aircraft, Pax, and
Safety Procedures
Note:
1) After verifying and confirming the contents of the doctor’s medical certificates, the original
document must be handed over to the expectant mother for her use on the return / onward
journey should no copy be made available for crew record.
2) There are possibilities of child delivery in flights. The signs and handling / helping
procedure are detailed in SEP on Child Birth section.
8.2.2.6.2. INFANTS
Any infant who will board BATIK AIR flight should meet the following requirements:

• Total number of infant onboard per flight is limited to 10% of the aircraft seat capacity

• The infant must be under two years old.
• An infant of more than two (2) days old is permitted by BATIK AIR.
• An Infant more than two (2) days old until seven (7) days old is REQUIRED to submit Medical
Certificate and fill in the Form of Indemnity (FOI) provided by BATIK AIR.
• An Infant more than seven (7) days old until six (6) months old is REQUIRED to fill in the Form
Of Indemnity (FOI) provided by BATIK AIR
• An Infant more than six (6) months old until two (2) years old is NOT REQUIRED to submit
Medical Certificate and fill in the Form of Indemnity (FOI) provided by BATIK AIR.
• The infant must be accompanied by able-bodied adult who must be responsible for the infant.
• Any infant that has experience problem with his health must submit Medical Certificate and fill
in the FOI.
• Medical Certificate is only valid for 3 (three) days or 72 hours after the issuance.
• Infant must be allocated on even row.
8.2.2.7. UNACCOMPANIED MINOR

Unaccompanied Minors (UM) are accepted on BATIK AIR flights from 5 years until 12 years on domestic
and international routes.
• UM must be in good and healthy conditions;
• UM must be in possession of a valid travel document, passport, health certificate, visa, etc.;
• UM must be mentioned in PIS clearly stating his name(s), age, and “UM” indicated in the remark
column;
• BATIK AIR is fully responsible for the child from the time of acceptance until the child is released
to the specified adults;
• The ground staff completes the unaccompanied minor (UM) documents;
• The ground staff will provide “UM” identification to be worn by the child;
• The ground staff boards the child and advises the Purser/FA-1 of the child destination and name
of the adult meeting the child;
• The UM should be seated as close as possible to a Flight Attendant;
• The UM may not leave the aircraft at a through stop unless accompanied by BATIK AIR’s ground
staff or Flight Attendant;
• The UM May not deplane with anyone other than on duty BATIK AIR’s personnel
• At a Flight Attendant crew change station, which is not the child’s destination, the deplaning
Purser/FA-1, ensures the child is delivered to the BATIK AIR’s ground staff.
• At the child destination, the accompanying Flight Attendant must see identification of the adult
meeting the child which must match the name of the UM document and obtain his signature on
the UM form prior to releasing the child. The Flight Attendant give the signed UM form to the
ground staff. If UM is not met or is met by anyone other than the person named on the UM form,
the Flight Attendant must deliver the child to the ground staff.

Aircraft, Pax, and
Safety Procedures
8.2.2.8. MEDICAL ASSISTANCE REQUIRED (MEDA) CUSTOMERS AND PERSON WITH

REDUCED MOBILITY
MEDA (Medical Assistance Required) is a code used in the industry to facilitate communication with
regard to passengers requiring medical assistance. Company medical clearance may be required.
8.2.2.8.1. CARRIAGE OF MEDA CUSTOMER
MEDA customer with or without stretcher case is permitted with medical certificate (MEDIF).
• Must be mentioned in the Passenger Information Sheet (PIS).

• Must embark the aircraft before other passenger and disembark after other passenger.

• Sick passenger without stretcher case must not be seated next to emergency exit.
• Any MEDA customer who will board BATIK AIR flight must fill up a Medical Certificate (MEDIF)
signed by a medical Doctor, which will only valid for 3 (three) days or 72 hours after the issuance.
• Medical Information form (MEDIF) is intended to provide confidential medical information to
enable the airline medical departments to assess the fitness of the passenger to travel.
• Any Sick passenger who will board BATIK AIR flight should meet the following requirements:
• Must surrender a Medical Certificate signed by a medical Doctor.
• Medical Certificate is only valid for 3 (three) days or 72 hours after the issuance
• A sick passenger is not allowed to carry and operate his own portable oxygen bottle onboard
the aircraft. If oxygen for medical use by passenger is needed the equipment is provided by
BATIK AIR to ensure it meets all requirements of CASR 121.574 (approval, construction,
maintenance, labeling) and must be appropriately secured.
• A sick passenger who cannot sit freely by his or herself and needs a stretcher may be accepted
on an exceptional case determined by Station Manager.
• During transit the Sick passenger must be remain on board.
8.2.2.8.2. STRETCHERS PATIENT
Carriage of any stretcher patient is subject to the approval of the patient's physician and should be
accompanied by an able-bodied adult attendant qualified to provide him required en-route care.
The stretcher must be secured to the aircraft. The patient must be secured by an adequate harness to
the stretcher or aircraft.
8.2.2.8.3. WHEELCHAIR PASSENGERS
Wheelchair passengers may be accepted without an attendant provided they are able to make the flight
without difficulty or special attention. They must not be seated next to emergency exits.
8.2.2.8.4. PASSENGERS WITH REDUCED MOBILITY (PRM)
A passenger with reduced mobility is one whose physical, medical or mental condition requires individual
assistance (on embarkation and disembarkation, during flight, in an emergency evacuation, during
ground handling) that is normally not extended to other passengers. They are categorized as follows:
• Ambulatory: a passenger who is able to board and deplane from the aircraft unassisted and
who is able to move about the aircraft unassisted. This includes the blind, deaf, mentally
retarded, etc.
• Non-Ambulatory: A passenger who is not able to board and deplane unassisted and who is not
able to move about the aircraft unassisted because of the physical impairment.

Aircraft, Pax, and
Safety Procedures
Wheelchair requirement:
• WCHC: Wheelchair required. Passenger completely immobile and cannot walk unaided and
requires bearers/attendants or lifting apparatus to get into the aircraft and to reach the cabin
seat.
• WCHR: Wheelchair required. Passenger can ascend/descend aircraft steps/stair and make own
way to cabin seat, but cannot manage long distances.

Conditions for acceptance on BATIK AIR scheduled flights:

• There is no restriction on the number of AMBULATORYPRM;
• The number of NON AMBULATORYPRM accepted onboard will be limited to (depends on the
aircraft type/variant):
MAX. NUMBER OF
MAX. NUMBER OF MAX. NUMBER OF
TYPE / VARIANT
UNESCORTED PRM ESCORTED PRM
NON-AMBULATORY
B737 NG 4 8 12
A320
4 8 12
In case Non Ambulatory passengers are escorted, it must be by at least one (1) Able Bodied Passenger
(ABP) per non-ambulatory passenger.
Group(s) of passengers with reduced mobility travelling together must be accompanied by attendants.
1 (one) attendant is required for each 3 (three) passengers with reduced mobility (any able-bodied adult
will qualify as an attendant).
Conditions for Carriage:
• General restrictions on seating:

 Both ambulatory and non-ambulatory passengers with reduced mobility MUST NOT be
allocated seats in emergency exit seat rows and two seats row forward and one seat row aft
of these seat row;
 Non-ambulatory must be allocated on odd rows;
 Two (2) non-ambulatory passengers must not be seated across the aisle from one another;
 Both ambulatory and non-ambulatory passengers with reduced mobility must be allocated
on aisle seats;
 Passengers with reduced mobility with plaster casts should be seated so as to not obstruct
the aisle;
• Ambulatory passengers may be freely seated so long as the general on seating above are
complied with.
• Non-ambulatory passengers allocated seats must comply for must comply with general seating
restrictions above.
• Carry-on baggage: each crutch, cane or any other aid carried on board by a handicapped
passenger who may need it in the event of an emergency evacuation should be stored in a
location readily accessible.
• Before each take-off the handicapped passenger and his attendant must be briefed by Flight
Attendant on the procedures to be followed in the event of an evacuation.

Aircraft, Pax, and
Safety Procedures
8.2.2.8.5. GUIDE DOG FOR BLIND PASSENGER
Batik Air does not allow animal to be carried in the cabin.
8.2.2.8.6. SERIOUS PASSENGER ILLNESS, INJURY OR DEATH IN FLIGHT
Any action must be taken in case of serious illness, injury or death in flight, to avoid contagion for the
other persons on board.
The ill person should be isolated for the comfort and the safety of the ill person and of the others

passengers.

As long as the ill person is on board, first aid must be given by a flight attendant or competent
passengers.
It is the Pilot in Command responsibility to decide if an immediate landing is to be made. Such a situation
can be considered as an "Emergency".
In the event of a death in flight the Pilot in Command must advise the relevant ground authorities, through
ATC, of the State's airspace in which the death occurred and also the destination State's authorities, if
different, when entering their airspace.
The Pilot in Command must complete a PAIDUR report which records the name of the deceased person,
nationality, the time of the death, location and registration of the aircraft. One copy of this report is to be
given to ground authorities at destination and another to the Company.
A sample PAIDUR form is provided in OM Part A, Appendix 11.B.

8.2.2.9. TRANSPORT OF INADMISSIBLE PASSENGERS, DEPORTEES OR PERSON IN
CUSTODIES
8.2.2.9.1. INADMISSIBLE PASSENGERS (NTL)
It becomes the responsibility of the airline that brought the person into the country to transport the
inadmissible passenger to his last point of stopover. Airlines could also be involved in the transportation
of such passengers through normal passenger bookings.
An inadmissible passenger or NTL (Not To Land) is a person not admitted in a country by the competent
authorities of the particular country and includes:
• Those with irregularities in valid travel documents;
• Undesirable political types;
• Those with insufficient means of subsistence;
• Those seeking asylum.
Such type of passengers normally requires no extra security precaution apart from the need to inform
the PIC and Purser/FA-1. Arrangements by the appropriate authorities at disembarking station must be
complied with to ensure the safe arrival of the affected person.
If the Station Manager assesses that the Inadmissible/NTL passenger may have cause for, and be
capable of violent behavior, an escort must be provided.

Aircraft, Pax, and
Safety Procedures
8.2.2.9.2. DEPORTEES
It is the responsibility of the airline that brought the person into the country to transport the deportee to
his country of origin. Airlines could also be involved in the transportation of such passengers through
normal passenger bookings, especially in extradition cases.
A deportee is a person who, having entered a country legally or illegally is required by the competent
authorities to be removed from the country, and includes:
• Persons who are criminals or being extradited for some criminal offence;

• Illegal immigrants or those banned from entering;

• Forged or false passport holders.
• Those acting against the interest of security of a country.
In handling any deportee, consideration must be given to assessing if the circumstances of deportation
could cause the individual to become a risk to the security of the aircraft. Factors to consider are:
• The mental or physical state of the individual;
• The nature of any criminal act already committed;
• If the individual is wanted by police of any other state;
• If the individual personally objects to carriage by air.
Clearance for carriage: prior to acceptance of deportees for carriage, the Station Manager must consider
the circumstances of the deportation as mentioned above. The authorities must inform the Station
Manager of all reasons for the deportation. Station Manager must seek advice from the SSQ Directorate.
Deportees may be classified as:
• Those posing no threat to the safety of the flight. These may include individuals who have been
deported due to violations of entry visa requirement e.g. overstaying, working whilst on tourist
visa, etc. and who are willing to travel and non-violent.
• Those who may be a threat to the safety of the flight and/or whose carriage may require the
services of an escort.
The necessity of an escort must be considered in all cases where the individual:
• Is deemed a safety risk because of past or present conduct;

• Is in a mental state requiring special attention;
• Is in a physical condition which could be objectionable or cause discomfort to other passengers;
• Has committed a crime, or is wanted by the Police in any state;
• Has some form of addiction.

Aircraft, Pax, and
Safety Procedures
Deportee must be mentioned in the Passenger Information Sheet (PIS) and a physical security check
of the individual and his baggage must be done prior to embarkation.
The carriage of a deportee may be refused if, in the judgment of Station Manager and SSQ Directorate,
such acceptance might jeopardize the safety of the flight and passengers.
Boarding and Seating:
• Ground staff will inform Purser/FA-1 and/or PIC;

• The deportee must board the aircraft before the other passengers and will be the last to

disembark;
• The deportee MUST be seated in the rear of the aircraft and away from normal or emergency
exit row;
• On arrival Purser/FA-1, will identify and handover the deportee to ground staff. The deportee
must remain in his seat until escorted out by ground staff and/or security personnel.
Notification:
• The Station Manager or his delegate must raise and provide notification to the PIC and
Purser/FA-1 during boarding. He will also present the clearance from SSQ Directorate to the
Pilot in Command, if applicable;
• The local immigration or appropriate authority at the departure.
8.2.2.9.3. PERSON IN CUSTODIES / PRISONERS
Responsibility to arrange for the carriage of person in custody is Station Manager who will in turn notify
the PIC. Each person in custody carried in an aircraft must be accompanied by a duly qualified law
enforcement agency staff. Escorts should possess ID credentials with full-face picture, signature, and
official seal of employing agency or authorizing official’s signature.
The following person in custody may be carried without escort subject to the Station Manager being
provided with written statement from appropriate authority that an escort is NOT necessary:
• Children, under 12 (twelve) years of age, who are in custody on a protective rather than arrest
basis;
• Deportees under the control of, but not being physically restrained by Department responsible
for immigration (see Carriage of Deportee).
The following apply to the carriage of prisoners:
• Dangerous prisoners (Terrorist/murder case based on letter from Kementerian Hukum dan
HAM and POLRI):
 Only one prisoner escorted by two guards is allowed on each flight;
 The prisoner must be handcuffed or tied by tie rap;
 Must be seated not in front of or close to the exit door;
 Must be seated in last seat in the rear cabin;
 Must be seated between the two guards;
 Prisoner must be seated in window seats;
 The prisoner and guards are arranged to board the aircraft before other passengers and
disembark after other passengers;
 Food and beverage maybe served under permission of the guards.

Aircraft, Pax, and
Safety Procedures
• Not dangerous prisoners:

 Maximum one (1) not dangerous prisoners are allowed on each flight escorted with one (1)
guard for each prisoner;
 The prisoner must be seated in window seat
 Food and beverage maybe served under permission of the guard.
Carriage of prisoner must be confirmed to BATIK AIR at least three (3) hours before STD (Schedule

Time Departure).

The Station Manager or PIC is under no obligation to carry persons in custody and may impose such
additional restrictions as he sees a certain condition.
8.2.2.10. UNRULY / DISRUPTIVE PASSENGERS
Unruly/Disruptive passenger should not be accepted on board the aircraft at the discretion of the Pilot
in Command
FA should be alert to the personal behavior of any passenger that could threaten welfare of any other
passenger or crewmember. The PIC is to be advised before a significant problem develops.
The following acts or conditions are considered as violations of the laws of the Country. Any person so
engaged or in such a state or any person, violating any other law or regulation may be removed from
the flight and prosecuted to the extent of the law.
The PIC is to be notified immediately when such an act or condition is discovered or suspected.
• Apparent
 Being obvious influence of drugs (except under proper care);
 Threatening another passenger or a crewmember with physical violence;
 Incident exposure or proposals;
 Theft;
 Carrying an unauthorized deadly or dangerous weapon either concealed or unconcealed;
 Interfering with a crewmember;
Interfering with the safety of flight;
 Conveying false information that any crime has been committed on flight (including a bomb
threat);
 Committing or attempting to commit an act of aerial piracy.
• Procedures during boarding, at the gate, or taxi-out:

 Company must not allow any person to board the aircraft if that person appears to be
intoxicated.
 If the boarding FA or agent identifies a passenger exhibiting inappropriate behavior, they
should confer and prior to the passenger boarding, notify the PIC and the ground staff.
 If the passenger is on board the aircraft, the Purser/FA-1 will notify the PIC of the passenger’s
name, seat number, and the nature of the problem.
 Reports of this nature can be reported during the sterile cockpit period if necessary.
• After Takeoff/en route:

 The PIC will be notified by the Purser/FA-1 if any passenger displays disruptive behavior,
appears to be intoxicated, or is smoking on a nonsmoking flight;
 After attempting to defuse the situation, the PIC or the Purser/FA-1 will make announcement
to the passenger;
 It may not be safe for a flight crewmember to leave the cockpit.
 If the passenger becomes abusive and PIC deems restraint necessary, he will authorize
PURSER/FA1 to utilize the restrain device;

Aircraft, Pax, and
Safety Procedures
 solicit help from other FA, other company employees, or passengers to help restrain the
individual;
 Upon arrival, the PIC will make an announcement requesting all passengers remain seated;
 The Purser/FA-1 will coordinate with the PIC to identify passengers involved to the
Authorities;
Note: Policy for restrain of passengers available in SEP 2.2.1.5.1 and How to use the restraint
kit available in SEP 3.2.1.5
 Post-flight:

 The PIC and Purser/FA-1, as well as any other involved FA, will complete an A-SHOR (refer

to OM Part A, Chapter 11.5). Verify the name and address, if possible, of the passenger
engaging in misconduct, and of any witnesses.
 FA needs to be prepared to make a verbal and written statement to the local authorities upon
landing. FA will retain a copy of any written report.
 The PIC will facilitate any meetings with local authorities and/or appropriate airline personnel.
 Follow up assistance, such as legal counseling, medical assistance, or personnel counseling
will be provided by the FA department or other appropriate departments.
 Company must within five days after the incident; report to the DGCA the refusal of any
person appears to be intoxicated to board or of any disturbance.
8.2.2.11. CARRY-ON BAGGAGE
8.2.2.11.1. COMPANY POLICY
Company’s safety policy ensures an organizational and cultural framework for compliance with all rules
and regulations governing the safe operation of an aircraft. Customers expect to use our services with
assurance of their safety and security being at the core of the operation.
The Carry-on Baggage Control Program is intended to meet or exceed the cabin safety requirements
pursuant to the CASR Part 121. The program is designed to protect customers and crewmembers from:
• Improperly stowed items dislodging and striking passengers and crew when abrupt aircraft
deceleration and attitudinal changes occur; and
• Obstruction of rapid passenger’s egress in otherwise survivable impact resulting from
improperly stowed items.
The objective of the Carry-on Baggage control program is to prevent the boarding of Carry-on Baggage
that will exceed the weight, size, shape and total volume limitations of the approved of the stowage
areas of the aircraft. Company does not allowed a person to carry on board an aircraft Carry-on Baggage
other than articles of loose clothing, unless:
• It is stowed in a compartment or overhead rack that has been approved for the storage of Carry-
on Baggage;
• It is stowed under the passenger seat, which fitted with a means to prevent articles of baggage
stowed under it from sliding forward and sideward;
• It is stowed so that it does not obstruct access to emergency equipment, exits or the aisle of the
aircraft ;
• It is verified stowed in approved location by a crewmember prior to the passengers entry doors
of the aircraft being closed for departure
• It does not exceed the maximum weight placarded on the compartment.

Aircraft, Pax, and
Safety Procedures
8.2.2.11.2. CARRY-ON BAGGAGE ALLOWANCE
Passengers are allowed to carry their luggage into aircraft cabin, provided the size of the carry-
on baggage is not bigger than 40 cm x 30 cm x 20 cm (length x width x thick) and weight of 7 kg
maximum.
8.2.2.11.3. ON BOARD STOWAGE OF PASSENGER CARRY-ON BAGGAGE
Carry-on Baggage must be stowed under the passenger seat or in approved overhead luggage bin or

otherwise approved storage unit. As a rule, the heavier pieces should be stowed under the passenger

seat and the lighter item(s) in the overhead luggage bin.
Any liquid substance with any type of packaging must be placed under the seat.
Stowage of trash or carry-on baggage in unauthorized receptacles such as lavatories and cockpit is not
allowed.
8.2.2.11.4. ROLES AND RESPONSIBILITIES
Company is required by the law to develop procedures for handling and controlling Carry-on Baggage
and incorporate these procedures in an approved Carry-on Baggage Control Program. The following
persons have the listed responsibilities:
• Station Managers are directly responsible for the implementation and compliance with the
Carry-on Baggage Control program as specified below;
• Pilot in Command is responsible for the operation of the aircraft, safety of persons and good
carried, and for the execution of all safety measures affecting the operation of the aircraft;
• Flight Attendants are responsible to carry out all duties outlined in the SEP and thereby assist
the execution of safety measures.
Flexible travel canes carried by blind individuals may be stowed:
• Under any series of connected passengers seats in a same row, if the canes does not protrude
into an aisle and if the cane is flat on the floor, or
• Between a non-emergency exit window seat and the fuselage, if the cane is flat on the floor, or
• Beneath any two-non emergency window exits seats, if the cane is flat on the floor.
8.2.2.11.5. RESPONSIBILITIES FOR ACCEPTANCE
The check-in Counter is responsible to know the criteria and implement the procedures for acceptance
and refusal of Carry-on Baggage when customers check-in.
Boarding gate Staff is responsible to access the status of Carry-on Baggage at the gate and take action
in case of excess Carry-on Baggage. Ramp Handling Staff is responsible to verify with the Boarding
Gate Staff if loading of excess Carry-on luggage is required and ensure all pieces are loaded. Last
minute loading of excess Carry-on Baggage must always be completed by placing the baggage in the
designated compartment and including it on the load information sheet.
The PIC has the ultimate responsibility for all persons on board the aircraft including the FA competence
in dealing effectively with any matters related to cabin safety. The PIC has the final authority to determine
whether or not an article will be accepted as Carry-on Baggage. The FA is responsible to confirm to the
PIC that all Carry-on Baggage is stowed securely and the final assessment of Carry-on Baggage
acceptance during passenger boarding and prior to flight departure.

Aircraft, Pax, and
Safety Procedures
8.2.2.11.6. CRITERIA FOR ACCEPTANCE
CASR require that all Carry-on Baggage be stowed under the passenger seat or in the overhead bin
before the aircraft door can be closed. Closet space cannot be depended upon.
Maximum allowable overall dimensions are such that the baggage will fit into the overhead locker bin or
under the passenger seat of aircraft type used.
Carry-on Baggage allowance includes Duty Free purchase. Soft side garment bags are acceptable as

Carry-on Baggage if the bags meet the Carry-on Baggage allowable dimensions.

In addition to free baggage allowance, the following item may be carried as Carry-on Baggage:
• A handbag, pocket book or purse appropriate to normal traveling dress;

• An umbrella or walking stick without pointed/edge;
• An overcoat, wrap or blanket;
• A small camera or pair of binoculars;
• Infant’s food for consumption in-flight, infant’s carrying basket;
• A fully collapsible invalid’s wheelchair and or a pair of crutches and/or braces or other prosthetic
device for the passenger’s use, provided that the passenger is dependent upon them.
A visual assessment of the customer’s Carry-on Baggage by the check-in counter must be primary
determination to either accept or refuse Carry-on Baggage.
8.2.2.11.7. LOCATIONS FOR SCREENING / SCREENING CONDITIONS
• PRIMARY: Check-in position(s) / Visual check by Company staff(s)

• SECONDARY: Gate position / Visual check by Company staff(s)
FA assigned to passenger boarding duties is responsible to assess acceptability of Carry-on Baggage

based on the company’s approved Carry-on Baggage program. FA is responsible to implement cabin
safety checks that include the safe stowage of Carry-on Baggage in approved stowage areas. Refusal
of Carry-on Baggage by FA before flight departure should be followed by notification to the PIC and
Ramp Handling. Refused Carry-on Baggage will be tagged by Ramp Handling and forwarded to the
ground handler who will place the tagged baggage in the designated aircraft compartment.
8.2.2.11.8. INFORMATION TO CUSTOMER
Customers expect to deal with fairly. They have a right to know what service they can expect, including
any restrictions or conditions affecting customer perception of inconvenience. This includes being
informed in a timely and complete manner about the rationale and purpose for certain safety regulations.
To provide complete and sufficient information increases customer’s perception of reliability and builds
trust.
Our corporate safety policy is an integral part of our service strategy and as such is a core aspect of
service reliability. Our goal is to assist our customers in experiencing value and receive benefits for the
burdens endured. The quality of personal interaction with the customer is essential to achieve customer
satisfaction.

Aircraft, Pax, and
Safety Procedures
The following means are designed to assist you and our customers:
• Safety messages on e-ticket

• Posting of Carry-on Baggage allowance is visible manner at customer airport check-in locations
and boarding gates
• Gate and onboard announcement

8.2.2.12. CREW BAGGAGE/STOWAGE LOCATIONS AND PROCEDURES

Crew baggage is governed by the same restrictions as specified by the standard. Any excess or oversize
pieces must be checked-in by crewmembers. The crew baggage may be put on place that designated
as crew baggage stowage locations such as, cockpit baggage bin forward cargo compartment or
overhead luggage bin marked “CREW ONLY” in approved Carry-on Baggage stowage area.
8.2.2.13. LOADING AND SECURING THE ITEMS IN AIRCRAFT
Once the boarding has been completed, Flight Attendants must check each zone to make sure all cabin
baggage (with particular attention to items of mass) is stowed and all overhead compartments are closed
and latched. Galley equipment and servicing carts must be secure and locked.
During loading, a qualified person must check that the cargo is correctly positioned and secured and
accessible if required.
8.2.2.14. CARRIAGE OF NARCOTIC DRUGS, MARIHUANA, AND DEPRESSANT OR
STIMULANT DRUGS OR SUBSTANCE
It is the Company responsibility to ascertain that no narcotic drugs, marihuana, and depressant or
stimulant drugs or substances are carried on board Company's aircraft. Any person knows of these
drugs or substances onboard the aircraft, must notify Company Security
8.2.2.15. CARRIAGE OF ALCOHOL IN SAUDI ARABIA
RESERVED
8.2.2.16. DANGEROUS GOODS AND WEAPONS

Refer to OM Part A, Chapter 9- “Dangerous Goods and Weapons”.
8.2.2.17. SPECIAL CARGO
Following is a non-exhaustive list of loads which are not defined as dangerous goods but may be
specifically treated or stowed. Detailed instructions for acceptance and carriage of such cargo are to be
found in the BATIK AIR Ground Operation Manual.
• Unaccompanied baggage;
• Diplomatic Cargo;
• Perishable Cargo;
• Wet Cargo (shipments containing liquids or which by their nature may produce liquids or give
off large amounts of moisture: marine products, shellfish, products which incorporate water or
fluids, etc.)
• Live animals;
• Human remains;
• Valuable and vulnerable cargo (electronic devices, jewelry, furs, fashion goods, etc.).
Note: Live animals cannot be include in A320 aircraft due to unavailability of heated cargo compartment

Aircraft, Pax, and
Safety Procedures
The Pilot in Command must be informed on the NOTOC form if the above listed or other special loads
are carried. A sample NOTOC form is provided in OM Part A, Appendix 8.E.
8.2.2.18. CARRIAGE OF CARGO IN PASSENGERS COMPARTMENTS

It is BATIK AIR policy not to authorize carriage of cargo in the passenger compartments. All cargo must
be loaded in the cargo compartments.
8.2.2.19. CLASSIFICATION OF CARGO COMPARTEMENTS

As passengers’ aircraft, all BATIK AIR aircraft are only features with lower cargo compartments. All
BATIK AIR aircraft lower deck load compartments are class C compartments.
NOTE: a class C cargo is a cargo compartment in which (source CASR 25.857):
• There is a separate approved smoke detector or fire detector system to give warning at the pilot
or flight engineer station;
• There is an approved built-in fire extinguishing system controllable from the pilot or flight
engineer stations;
• There are means to exclude hazardous quantities of smoke, flames, or extinguishing agent,
from any compartment occupied by the crew or passengers;
• There are means to control ventilation and drafts within the compartment so that the
extinguishing agent used can control any fire that may start within the compartment.
8.2.2.20. POSITIONING OF GROUND SERVICING EQUIPMENT
Once the airplane has been parked, ground equipment should also be positioned so that inadvertent
movement will not endanger the airplane structure. In all cases, free access to the airplane main exit
must be preserved.
Typical Ground Servicing Equipment (GSE) arrangement is shown hereafter for each aircraft type
operated by BATIK AIR. Also refer to respective aircraft type FCOM for any specific requirement relative
to servicing of the aircraft and positioning of GSE.

Aircraft, Pax, and
Safety Procedures
8.2.2.20.1. SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (A320)


Aircraft, Pax, and
Safety Procedures
8.2.2.20.2. SERVICING TYPICAL ARRANGEMENT AND CONNECTIONS (B737 NG)


OPERATIONS MANUAL VOL. A RAMP Operations
8.2.2.21. AIRCRAFT DISINSECTION PROCEDURES FOR FLIGHTS INTO AUSTRALIA.

General
The following options are available to airline operators to meet Australian cabin and hold disinsection
requirements:
Cabin Hold
Residual Residual

Pre-embarkation Pre-flight

Pre-flight and Top of Descent On-arrival
On-arrival
(from: Schedule of Aircraft Disinsection Procedures for Flights into Australia and New Zealand Section 1.3
Disinsection Treatment Options)
Batik Air undertakes the pre-flight and top of descent disinsection method of their aircraft without entering into
an Approved Arrangement (AA) with the Department of Agriculture and Water Resources. However it is
recommended to make contact with the Department of Agriculture and Water Resources to ensure compliance.
8.2.2.21.1. PREFLIGHT AND TOP OF DESCENT DISINSECTION
This method refers to a two-part process consisting of pre-flight and top of descent spraying. The timing
of the pre-flight spray allows overhead and coat lockers and toilets to be opened and properly sprayed
with minimum inconvenience to passengers. Pre-flight spraying is followed by a further in-flight spray of
a non- residual insecticide, carried out at top of descent as the aircraft starts its descent into Australia.
The treatment lasts for the duration of the single flight sector.
Pre-flight cabin disinsection needs to be performed in conjunction with a hold disinsection treatment.
Please refer to the Spray Rates Listing for the amount of spray required for each aircraft type.
8.2.2.21.2. PRE-FLIGHT CABIN TREATMENT PROCEDURE (FIRST PART).
Step Action
1 The treatment is to be carried out at the last overseas airport before departure to Australia
The treatment must take place after catering has been loaded and prior to the commencement
2
of passengers boarding. Spraying must be conducted in the absence of passengers.
Spraying must be completed using a can with 2% permethrin as the active ingredient. See section
3
1.4* for more information on aerosol cans.
The aircraft must be fully catered and the service doors closed. One main entry door may remain
4
open to facilitate operational requirements.
During disinsection and for a period of five minutes after the completion of the spray, the
5 aircraft’s air-conditioning must be switched off. Recirculation fans may be left on if essential to
the operation of the aircraft but set at the lowest flow rate.

Step Action
6 Overhead and lockers are to be open during the spraying.
Spraying is to be directed towards the open overhead lockers and ceiling whilst walking along the
7
aisle at a rate of not more than one step or one row of seats per second.
8 Spray all galleys.
9 Spray all toilets and coat lockers for two seconds each.

Spray the flight deck for three seconds. Crew must ensure to direct their spray away from
10
aircraft equipment, officers/inspectors and crew.
Any non-compliance in procedures should be reported to the biosecurity agencies at the airport
11
of destination as soon as possible.
8.2.2.21.3. TOP OF DESCENT CABIN TREATMENT PROCEDURE (SECOND PART)
Step Action
The treatment must be applied immediately prior to the aircraft commencing its descent to the
1
airport of arrival in Australia.
An in-flight announcement must be made on all flights into Australia to inform passengers of the
upcoming disinsection.
Script:
2
“Ladies and gentlemen, to conform with agricultural and health requirements, the aircraft cabin
will now be sprayed. This procedure, recommended for this purpose by the World Health
Organization, is necessary to avoid the introduction of harmful insects into Australia. Please
remain seated and keep the aisles clear while the aircraft is being sprayed. Thank you.”
Spraying must be completed using a can with 2% d-phenothrin as the active ingredient. See
3
section 1.4* for more information on aerosol cans.
Air conditioning packs should remain set to Normal Flow (not high flow) and the recirculation
4
fans on for this procedure.
Spraying is to be applied towards the walls and ceiling, along the aisle at a rate of not more than
5
one step or one row of seats per second.
6 Overhead and lockers are to remain closed during the spraying.
Any non-compliance in procedures should be reported to the biosecurity agencies at the airport
7
of destination as soon as possible.

Aerosol products used for entry into both Australia and New Zealand must be fit for purpose and contain
the following active ingredients for each treatment type:
Treatment Active Ingredients
Pre-embarkation 2% permethrin
Pre-flight
Top of Descent 2% d-phenothrin
On-arrival

2% d-phenothrin and 2% permethrin

Holds
2% permethrin
Touch Ups
*(from: Schedule of Aircraft Disinsection Procedures for Flights into Australia and New Zealand Section 1.4
Disinsection Aerosols)
8.2.2.21.4. CERTIFICATION FOR PRE-FLIGHT AND TOP OF DESCENT CABIN

TREATMENTS.
 The applicator is responsible for ensuring that a certificate detailing the treatment is completed.
 The certificate for pre-flight and top of descent cabin disinsection must be carried on-board the
aircraft and made available to be sighted by an Officer/Inspector upon arrival.
 After the certificate has been sighted by an Officer, the airline must keep the certificate for a period
of 12 months.
 The exhausted partly used cans must be carried on-board the aircraft and made available for
collection by an Officer/Inspector upon arrival.
 The minimum requirements for certification are detailed in Appendix 23. Pre-Flight and Descent
Disinsection Certificate.
 On arrival, all exterior doors and windows, including hold doors must remain closed and only be
opened in accordance with directions from an Officer/Inspector.
8.2.2.21.5. EXAMPLES OF PRE-FLIGHT AND TOP OF DESCENT CABIN TREATMENT

PROCEDURES.
Boeing 737NG / A320
Pre-flight Spray
Step Action
1 A B737NG / A320 requires up to one x 100g can containing 2% permethrin as the active ingredient.
2 Carry out all procedures as outlined in OM-A chapter 8.2.2.21.2
One operator with one can starts at the front the aircraft and moves down the aisle at a rate of
3 not more than one step or one row of seats per second, with the spray being directed towards
the open overhead lockers on one side only. The other side being sprayed in the same manner
while walking back.

Top of Descent Spray

Step Action
4 A B737 / A320 requires up to one x 100g can containing 2% d-phenothrin as the active ingredient.
5 Carry out all procedures as outlined in OM-A chapter 8.2.2.21.3
One operator with one can starts at the rear of the aircraft and moving forward at a rate of not
6 more than one step or one row of seats per second, with the spray being directed towards the

walls and ceiling.

8.2.2.21.6. PRE-FLIGHT HOLD DISINSECTION
All aircraft, except those that are residually treated, are required to have their holds disinsected prior to
departure at the last overseas port before entering Australia. Any aircraft arriving in Australia that has
not had the hold disinsected or not disinsected the hold in accordance with either the department or MPI
requirements must be disinsected on-arrival, prior to any cargo being unloaded, by/or under the
supervision of an Officer/Inspector.
Pre-flight hold disinsection needs to be performed in conjunction with a cabin disinsection treatment
Please refer to the Spray Rates Listing for the amount of spray required for each aircraft type.
8.2.2.21.7. PRE-FLIGHT HOLD PROCEDURES.
Step Action
1 Spraying must be carried out manually at the last overseas airport after all cargo has been
loaded and just prior to hold door closure.
2 Aerosol cans must be discharged into each hold in such a manner as to ensure that all
parts of the holds have been disinsected.
3 Spraying must be completed using a one-shot can/s with 2% permethrin and 2% d-
phenothrin as the active ingredients. See section 1.4 for more information on aerosol cans.
4 Advise the crew that hold spraying is about to commence. Aerosols can set off the smoke
alarms, so it is vital that the crew are fully aware prior to any disinsection taking place.
During disinsection and for a period of five minutes after completion of the spray, the
5
aircraft’s air-conditioning must remain off. Recirculation fans may be left on if essential to
the operation of the aircraft, but set to the lowest rate.
6 As the lower cargo door/s are being closed, leave only just enough opening to be able to
place can/s in a secure upright position and activate the lock down nozzle/s.
After observing the spray can/s appear to be functioning correctly, immediately continue
7 to close the hold door to complete the disinsection process. Should either hold require re-
opening, (except for the purpose of loading animals) or a can malfunctions, the above
steps must be repeated.
Exhausted cans should remain in the lower holds, and will be retrieved by the ground
handlers at airport of destination. (If an airline chooses to remove cans prior to departure
8 the cans must be carried on board with the Disinsection Certificate. Allow seven minutes
from activating before retrieval. The door of the disinsected hold must only be opened to
the minimum opening to allow retrieval of the exhausted cans and then immediately closed
to avoid recontamination).
9 Any non-compliance in procedures should be reported to the intended first port of arrival
as soon as possible.

8.2.2.21.8. PRE-FLIGHT HOLD PROCEDURES – WHEN LOADING SMALL ANIMALS IN

LOWER HOLD.
Step Action
When small animals are carried in the lower hold, disinsection must be carried out prior
1
to the loading of animals, but after all other cargo has been loaded.
2 Follow steps in 8.2.2.21.7 above
3 Allow seven minutes from activating cans before loading animals.
4 Open hold only for loading animals and close immediately after loading animals to avoid

recontamination.

8.2.2.21.9. PASSENGER EXEMPTION.
If a passenger has identified themselves as having a serious medical condition which may be affected
by the on arrival treatment (which can be verbal or written), they can disembark from the aircraft.
However, ALL their personal belongings must remain on board the aircraft. Once the aircraft has
undergone ‘on arrival disinsection’ treatment and all other passengers have disembarked, the exempted
passenger may then retrieve their belongings from the aircraft to completely disembark.
(Please note: Exemption can only be given for on-arrival disinsection).

8.2.3. RAMP OPERATIONS

8.2.3.1. SAFETY ON THE RAMP
8.2.3.1.1. GENERAL
Ground staff will have been briefed on all aspects of ramp safety with particular reference to fire
prevention, blast and suction areas, and the need to be constantly alert to remove loose objects and/or
debris.
In addition the following provisions must always be observed:

• No unauthorized persons must enter the ramp;
• Smoking and the use of open fire is strictly prohibited;
• Ramp surfaces must be frequently checked to prevent accidents caused by slipping/skidding
on oil, ice or snow; such checks shall, as far as possible, also serve to detect foreign objects on
the ramp surfaces which must be removed in order to prevent "foreign object damage" to the
tires and other parts of the airplane, and to preclude "foreign object ingestion" by an engine;
• Ramp personnel must permanently wear ear protection and high-visibility vest, crewmembers
must do so while on the ramp;
• Company ground handling staff or other personnel authorized by the Company must ensure
that the security zones around the suction and blast areas of the individual airplane are
observed and that no personnel or equipment are within such zones when the signals for engine
startup are given;
• During fuelling/defueling no vehicles (except fuel trucks) must be positioned within the venting
areas. In addition, whenever fuels other than Jet A1 are being uplifted, no electrical appliances
must be connected or disconnected within the venting areas.
• Normally, the fuel vents are located at the wing tips and for airplanes with tail tanks at the tip of
the right-hand part of the stabilizer;
• Whenever fuel has been spilled, fuelling/defueling must be stopped immediately. It must be
removed or dried up immediately in the presence of the fire service;
• Certain systems of the airplane must not be operated on the ramp (e.g. weather radar, HF radio
transmitter while fuelling/defueling). Refer to respective aircraft type FCOM.
All personnel must stay away from the engine inlet exhaust areas while the engine operates.
Serious injuries to personnel can occur. See specific diagrams hereafter.

8.2.3.1.2. ENGINE INLEST / EXHAUST DANGER AREAS(B737NG)

B737-800/-900ER engine inlet / exhaust danger areas – IDLE THRUST
Source: Boeing B737-600/-700/-800/-900 Aircraft Maintenance Manual – Chapter 9
NOTE: if the surface wind is more than 25 kts, increase the danger areas at the engine inlet by 20%.
B737-800/-900ER engine inlet / exhaust danger areas – FORWARD BRAKEAWAY POWER

Source: Boeing B737-600/-700/-800/-900 Aircraft Maintenance Manual – Chapter 9
NOTE: if the surface wind is more than 25 kts, increase the danger areas at the engine inlet by 20%.

8.2.3.1.3. ENGINE INLET / EXHAUST DANGER AREAS (A320)

A320 (CFM 56) engine inlet / exhaust danger areas – IDLE THRUST
Source: Airbus A320 Aircraft Characteristics - Airport and Maintenance Planning - May 2014

8.2.3.2. EXTERIOR INSPECTION / WALK-AROUND CHECK
Prior to flight, the PIC, First Officer or Ground Engineer (by delegation of the PIC) must verify that the
aircraft is in satisfactory condition for flight. If the First Officer or the Ground Engineer conducts the
inspection by delegation from the PIC, he must report the results of the inspection to the PIC.
When conducting an external/walk-around check, flight crew must wear high visibility vests and ear
protection. A personal torch must be used during night operations (aircraft torch are not to be used for
this purpose).

The detailed inspection route and items are specified in the respective type-related FCOM. However,

the check must always focus on safety-critical areas of the aircraft and must ensure, as a minimum that:
• The surfaces, aircraft structure, and structural components are clear, not damaged or missing:
 Any missing part or panel will be checked against Configuration Deviation List for possible
dispatch and any operational consequence;
 Any damage, dent or scratch will be checked against the “Dent and buckle chart”.
• Aircraft surfaces are in adequate position relative to surface control levers, are not locked or
disabled;
• Frost, snow or ice is not present on critical surfaces;
• Status of essential visible sensors (e.g. Pitot, AOA, static probes) are unobstructed, not
damaged, and covers are removed;
• Skin area adjacent to the Pitot probes and static ports is not wrinkled;
• There is no fluid leaks;
• The tires are within wear limits, not damaged (cut, cracks), and there is no tread separation;
• The gear struts are not fully compressed;
• The engine inlets and tailpipes are clear, the access panels are secured, the exterior is not
damaged, and the reversers are stowed;
• The doors and access panels that are not in use are latched;
• The antennas are not damaged;
• The light lenses are clean and not damaged.
Ground Engineer personnel must make a final inspection prior to departure to ensure all holds, doors
and access panels are closed and secured, and to check for damage caused during aircraft preparation,
transit servicing and loading.
Also refer to OM Part A, Chapter 8.2.6 “Icing Condition and Cold Weather” in case of cold weather
operations and/or presence of ice or other contaminant on aircraft surfaces.

RAMP Departure
OPERATIONS MANUAL VOL. A and Arrival
Procedures
8.2.4. RAMP DEPARTURE AND ARRIVAL PROCEDURES
8.2.4.1. GENERAL
Whenever an airplane is to be positioned on the ramp, whether under tow or under its own power, the
assistance of marshallers or wingtip guides, as appropriate, should be obtained if there is any doubt
about the clearances available for maneuvering. Ground marshallers and pilots should use hand signals
as defined in ICAO Annex 2 - Rules of the Air.

Once on the hard standing, positioning of the airplane should represent the best available compromise

between the requirements of the aerodrome and/or air traffic control authorities, the prevailing wind
direction, and the proximity to buildings and other airplane.
The aircraft cockpit to ground intercom equipment must be used whenever the aircraft is on stand, and
until clearance for hand signals has been given prior to departure.
When departing from the ramp, local procedures for start-up and taxi clearance are to be followed.
Engine start is not to be initiated until all passengers or freight have been loaded, the airplane doors and
hatches have been closed and all ground equipment, except for a ground power unit when used, have
been removed from the vicinity of the airplane.
As for the arrival, the assistance of marshallers should be arranged when maneuvering in relatively
confined or crowded areas of the apron. When the marshaller or guidance signal is in sight, the aircraft
nose light(s) should be turned off.
Standard ICAO marshaling signals could be found in Jeppesen Airway Manual Text Supplement:
Refer to Jeppesen Airway Manual, ATC section, ICAO Rules of the Air – Annex 2
8.2.4.2. PUSH-BACK, PULL-OUT AND ENGINE START
It is Company’s policy for push back and pull out, that the LHS pilot maintains contact with the
maintenance personnel, whilst the RHS pilot ensures communication with ATC.
8.2.4.2.1. PUSH-BACK
At stations where nose-in parking is used, a push back is necessary. Start-up clearance must be
obtained after doors closed and engines start can be executed during or after push back. After the
copilot receives push back clearance from ATC, the pilot informs the maintenance personnel that the
push back commencement is now approved.
Maintenance personnel will then instruct the pilot for “RELEASE BRAKES” / “PARK BRAKE OFF” and
after confirmation by the pilot that “BRAKES RELEASED” / “PARK BRAKE OFF”, the push back will
be executed.
When ATC requires an intermediate stop during push back, the pilot will inform the maintenance
personnel, and NOT touch the brakes until so instructed by the maintenance personnel.
After completion of the push back, the maintenance personnel will instruct the pilot for “SET BRAKE” /
“PARK BRAKE ON”. In addition, when the pilot confirmed “BRAKE SET” / “PARK BRAKE ON”, the
maintenance personnel will remove the tow bar. The maintenance personnel will remove the ground
equipment and re-adjust the nose steering wheel for normal operation when the pilot has order to
“REMOVE EQUIPMENT”.

RAMP Departure
OPERATIONS MANUAL VOL. A and Arrival
Procedures
8.2.4.2.2. PULL-OUT
Because of possible damage to buildings and/or vehicles by application of breakaway power at the gate,
some airports require that aircraft be pulled out of the gate. For these cases, the same procedure applies
as for push back, only read "pull-out" where "push-back" is mentioned.
8.2.4.2.3. ENGINE START
Whenever ready for engines start, cockpit announces “READY FOR STARTING…” (mentioning engine

start up sequence). Maintenance personnel confirm “CLEAR FOR STARTING…” (mentioning engine
sequence as above). When engine start and, if applicable, pushback /pullout are completed, cockpit

announces “DISCONNECT ALL EQUIPMENT”, the maintenance personnel disconnect his headset
and manually give the “ALL CLEAR” (thumb up) signal.
8.2.4.3. PARKING OF THE AIRCRAFT
When parking an aircraft, the PIC remains responsible for the safe maneuvering, even when guided by
marshaling signals. The purpose of marshaling signals is to aid the pilot when taxiing or parking, without
affecting the pilot's responsibility.
The maintenance personnel will put the chocks at nose and/or main gear(s). He will then contact the
cockpit and announce “CHOCKS IN PLACE”. Flight crew will release break and announces “BRAKE
RELEASED” / “PARK BRAKE OFF”. The maintenance personnel will then inquire if any technical
problem requires his immediate attention. At some stations a visual “CHOCKS IN PLACE” signal may
be given by the marshaller. For use of wheel blocks and parking brake under normal and adverse
weather conditions, refer the respective aircraft type FCOM.
8.2.4.4. OPERATION OF AIRCRAFT DOORS
Refer to specific aircraft type FCOM and SEP manual for detailed information relative to operations of
aircraft doors and necessary coordination between flight crew, flight attendants, and ground staff
regarding the operations of aircraft cabin and cargo compartment doors.
8.2.4.4.1. DEPARTURE
Once all doors are closed, a flight crew member will command through the aircraft PA, flight attendants
to arm doors and cross-check (the opposite door).
8.2.4.4.2. ARRIVAL
When escape slide deployment is not required, cabin doors must be disarmed and cross-checked before
opening.
Opening the doors must not be performed without the allowance of the Pilot in Command. Before
opening the doors, the flight crew and the flight attendants must ensure that no cabin differential
pressure exists.
Before opening the door(s), the Flight Attendants must ensure that:
• The ground staff has given the signal by showing thumbs-up or by knocking the door;
• The outside door area is cleared;
• The ground staff has prepared the stair (do not leave the door unattended until the stair properly
in place).
The flight crew will announce “FLIGHT ATTENDANT, DOOR(S) MAY BE OPENED”. After this
authorization from the flight crew, the Flight Attendant will open the door(s).
8.2.4.4.3. OPENING DOORS FROM OUTSIDE
Opening a door or emergency exit from the outside automatically disarms the escape slide / raft.

Procedures for The
OPERATIONS MANUAL VOL. A Refusal of
Embarkation
8.2.5. PROCEDURES FOR THE REFUSAL OF EMBARKATION
The Pilot in Command is allowed to refuse to carry or to off-load at any aerodrome any person if, in his
opinion, the conduct, status, age or mental or physical condition of the person is such as to:
• Render him incapable of caring for himself without special assistance of flight attendants;
• Cause discomfort or make himself objectionable to other passengers;

• Involve any hazard or risk to himself or to other persons, to property or to the aircraft;

• He fails to observe instructions of the crew.
However the authority to refuse embarkation to person obviously under the influence of drugs does not
apply to persons who are subject to such condition following emergency medical treatment after
commencement of the flight, or to persons under medical care accompanied by personnel trained for
that purpose.
Whenever it becomes necessary to remove a passenger from an aircraft, the flight crew must inform the
local Company representative who, in turn, must take the necessary actions, considering assistance of
local law enforcement officers.
Passengers who have been refused embarkation or who have been disembarked are left with the airport
authorities.
In order to assist the Pilot in Command in the proper exercise of his authority, all Company personnel
engaged in passenger handling and loading, including other crew members, handling agents and check-
in personnel, must alert the Pilot in Command if at any time they consider that the condition of a particular
passenger could jeopardize the safety of a flight.

Icing Condition and
OPERATIONS MANUAL VOL. A Cold Weather
8.2.6. ICING CONDITION AND COLD WEATHER

This chapter is a reference for flight crew to operate in and out of an airport, or as en-route alternate
airport where cold weather operations is anticipated.
The flight crew rostered for this flight must ensure that they have attend the Cold Weather Operations
training and current.
8.2.6.1. GENERAL
Ice, frost, or snow can form when OAT is below 6°C (42°F) and either difference between dew point and
OAT is less than 3°C or 5°F or visible moisture is present. Furthermore, some treacherous forms of ice

can form when:

• The aircraft is parked during a cold clear night. The aircraft skin temperature can fall below 0°C.
When the air is humid, dangerous “sand paper” frost may form.
• The fuel tanks contain sufficient fuel of sub-zero temperature (after a long flight, at high altitude).
• Rain, wet snow, or water condensation can freeze on the wing upper surface (even when OAT
is well above 6°C (42°F). The ice will form a smooth, hardly visible layer. The top of this layer
may only be felt with bare hands.
• The aircraft is filled with relatively warm fuel during a stop. This fuel may cause dry snow on the
wing to melt. This melted snow can refreeze after a subsequent cooling period.
Aircraft performance is certified based on an uncontaminated, 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.
Under certain conditions, a clear ice layer or frost can form on the wing upper surfaces when the aircraft
is on the ground. Severe conditions occur with precipitation when sub-zero fuel is in contact with the
wing upper surface skin panels. The clear ice accumulations are very difficult to detect from ahead of
the wing or behind during walk-around, especially in poor lighting and when the wing is wet. The leading
edge may not feel particularly cold. Clear ice may not be detected from the cabin because wing surface
markings may show through.
For aircraft type procedures relating to configuring the aircraft prior to fluid applications, taxi and takeoff
procedures, refer to the respective aircraft-type FCOM. Specific aircraft limitations must be complied
with.
8.2.6.2. EXTERIOR INSPECTION
It is BATIK AIR policy to adhere to the Clean Aircraft Concept. This is an assurance that a takeoff is
not attempted when ice, snow, slush or frost is present or adhering to the wings, control surfaces, engine
inlets or other critical surfaces of the aircraft.
Special attention is paid during the exterior inspection to those areas where snow or ice could affect
system operation. During exterior inspection:
• Remove all protective covers;

• Check that all wings and control surface are free of ice and snow;
• Check that the flight controls, air conditioning inlets, fuel tank vents, angle of attack vanes, Pitot
tube and static ports, engine and APU intakes (if APU is installed) are free of snow or ice.
Water rundown following snow removal may freeze forward of the static ports and may cause airflow
disturbances and consequently, error in instruments and systems using static air pressure. Dispatch
With frost at the underside of the wing is allowed on condition that the frost layer does not extend outside
the fuel tank area and its thickness does not exceed 3 mm/0.125 inch.

Icing Condition and
8.2.6.3. DE-ICING AND ANTI-ICING
ANTI-ICING - is a precautionary procedure by which clean aeroplane surfaces are protected against
the formation of ice and frost and the accumulation of snow and slush for a limited period of time.
DE-ICING- The process which removes ice, snow, slush or frost from aeroplane surfaces.
8.2.6.4. RESPONSIBILITIES

The PIC must determine whether aircraft de-/anti-icing is required. As the final decision rest with the

PIC, his request will supersede the ground crew member’s judgment and may include additional
instructions. The handling agent/department being charged with the accomplishment of the de-/anti-
icing is responsible for using correct concentrations and must observe their freezing point limitations.
However, the PIC may request a higher fluid concentration, if he deems necessary.
The PIC is responsible for requesting to the local handling provider, the specific holdover time table
corresponding to specific fluids, mixture , and brand used by the handling organization on the airport
where the de-icing/anti-icing is to take place. Holdover time tables included in this chapter are generic
tables provided for flight crew guidance, but are not specific to a specific brand / provider of fluids.
The PIC is responsible for the anti-icing condition of the aircraft prior to take off.
The PIC must inform all crewmembers and passengers of the intention to implement de-icing
procedures. Ensure that there is a minimum of time between de-icing and take-off.
The PIC must comply with specific aircraft limitations as detailed in the respective aircraft type FCOM.
The PIC, or a flight crew member as designated by the PIC, or qualified ground personnel by agreement
with the PIC, must perform a visual check of the wings before takeoff, if any contamination is suspected.
The PIC must take into account forecast or expected weather conditions, taxi conditions, taxi times, fluid
type, holdover times and any other relevant factor that may affect the aerodynamic cleanliness of the
aircraft.
The PIC must ensure that takeoff does not commence unless the critical surfaces are clear of any
deposits that might adversely affect the performance and/or controllability of the aircraft.
8.2.6.5. DE-ICING AND ANTI-ICING FLUIDS
The basic function of de-icing/anti-icing fluids is to lower the freezing point of freezing precipitation as it
collects on the aeroplane and thus delay the accumulation of ice, snow, slush or frost on critical surfaces.
Deicing/ anti-icing fluids are classed as Type I, II, III and IV.
Type I fluids have a relatively low viscosity which changes mainly as a function of temperature. Type II,
III and IV fluids; however, contain a thickener system and have, therefore, a higher viscosity which
changes as a function of shear force, fluid/water ratio and fluid temperature. Type II, III and IV fluids
have better anti-icing properties than Type I fluids.

Icing Condition and
8.2.6.5.1. TYPE I FLUIDS
Type I fluids are available in concentrated or diluted (ready-to-use) forms. Concentrated Type I fluids
contain a high percentage of glycol (i.e. ethylene glycol, diethylene glycol, or propylene glycol or a
mixture of these glycols). The remainder consists of water, corrosion inhibitors, wetting agents, anti-
foaming agents, and sometimes dyes.
Type I fluids must be heated to provide an effective de-icing capability. Concentrated Type I fluids must
be diluted with water to achieve a freezing point that is in accordance with the appropriate application

procedure. Due to aerodynamic performance and/or freezing-point considerations, Type I fluids as
applied are often further diluted for application.

8.2.6.5.2. TYPE II, III, AND IV FLUIDS
Type II and IV fluids are available in diluted and undiluted forms. Undiluted Type II and IV fluids contain
a significant amount of ethylene glycol, diethylene glycol or propylene glycol. The remainder of the
mixture is water, a thickener, corrosion inhibitors, wetting agents and sometimes dyes. The high
viscosity of the fluid, combined with the wetting agents, results in a thick coating when sprayed on the
aeroplane.
To provide maximum anti-icing protection Type II and IV fluids should be used in an undiluted condition.
Type II and IV fluids, however, are also used in a diluted condition for de-icing/anti-icing applications at
the higher ambient temperatures and low precipitations. For deicing purposes, the fluid must be heated.
Type III fluid can be a diluted Type II or IV fluid.
Type II, III and IV fluids have high viscosity, resulting in a much thicker coating of fluid on the wings than
Type I. The airflow during the take-off roll exposes these fluids to a shear force that causes a loss of
viscosity, thereby allowing the fluid to flow off the critical portion of the wings prior to rotation.
Falling precipitation will steadily dilute all types of anti-icing fluids until either the fluid coating freezes or
frozen deposits start to accumulate. By increasing the viscosity of the fluid (as in Type II or IV), a higher
film thickness and, hence, a greater volume of fluid can be applied. The greater volume of fluid can
absorb more freezing precipitation before its freezing point is reached and therefore its holdover time is
increased. This protective advantage becomes important during freezing precipitation conditions when
longer taxi times are expected. In general, Type IV fluids provide longer protection than Type II or III
fluids.
Under no circumstances shall an aeroplane that has previously been anti-iced receive a further coating
of anti-icing fluid directly on top of the contaminated film. When it becomes necessary to apply another
coating of anti-icing fluid, the aeroplane surfaces must first be de-iced before the final coating of anti-
icing fluid is applied.
8.2.6.6. ONE-STEP AND TWO-STEP PROCEDURES
8.2.6.6.1. ONE-STEP DE-ICING/ANTI-ICING
This procedure is carried out with heated anti-icing fluid. The fluid is used to de-ice the aeroplane and
remains on the aeroplane surface to provide anti-icing capability. Type I, II, III and IV fluids can be used,
but the protection provided by Type I fluid is less than that provided by Type II, III and IV fluids.

Icing Condition and
8.2.6.6.2. TWO-STEP DE-ICING/ANTI-ICING
This procedure contains two distinct steps. The first step, de-icing, is followed by the second step, anti-
icing, as a separate fluid application. After de-icing, a separate overspray of anti-icing fluid is applied to
protect the aeroplane’s critical surfaces, thus providing maximum anti-icing protection.
8.2.6.7. DE-ICING/ANTI-ICING PROCEDURE

8.2.6.7.1. GENERAL CONSIDERATIONS

When de-icing with engines and or APU running, switch the air conditioning ‘OFF’. Keep engines at idle
and switch APU off if no longer required. When using a ‘taxi-through’ de-icing facility, use the lowest
possible engine thrust.
After de-icing, switch the air conditioning ‘ON’. Check flight controls and stabilizer for full and free
movement.
8.2.6.7.2. COMMUNICATION WITH GROUND CREW DURING DE-/ANTI-ICING
Flight crew and ground crew must maintain appropriate communication and inform each other during
the progress of de-icing/anti-icing procedures.
An aircraft must not be dispatched for departure unless the flight crew has been informed of the type of
de-icing/anti-icing operation/s performed.
The PIC must be informed of the type of fluid/s used during the process.
The PIC must be informed at the time of conclusion of the process, to enable calculation of Holdover
times.
The PIC must be informed of the results of the final inspection by qualified ground personnel and must
receive confirmation of a clean aircraft.
The PIC must receive an “all clear” signal prior to aircraft movement.
8.2.6.8. HOLDOVER TIMES

8.2.6.8.1. GENERAL
Holdover time is the estimated time the anti-icing fluid will prevent the formation of ice and frost and the
accumulation of snow on the protected (threated) surfaces of the aircraft.
Holdover times are generated by testing fluids under a variety of temperature and precipitations
conditions simulating the range of experienced in winter. Following is a list of variables that will have
influence on holdover times:
• Ambient temperature;
• Aircraft surface temperature;
• Presence of de-/anti-icing fluid;
• De-/anti-icing fluid type;
• De-/anti-icing fluid aqueous solution (strength);
• Precipitation type and rate;

Icing Condition and
• De-/anti-icing fluid application procedure;

• Relative humidity;
• Solar radiation;
• Operation in close proximity to other aircraft, equipment, and structures;
• Operation on snow, slush, or wet Surfaces;
• Wind velocity and direction;

• Aircraft component inclination angle, contour, and surface roughness.

IMPORTANT NOTE: Due to the many variables that can influence holdover times, the time of protection
may be reduced or extended, depending on the intensity of the weather conditions. High wind velocity
and jet blast can also cause degradation of the protective film of the anti-icing fluid. If these conditions
occur, the time of protection may be shortened considerably. This may also be the case when the
aeroplane skin temperature is significantly lower than the outside air temperature. Weather conditions
for which no holdover time guidelines exist are referenced in the holdover time guidelines.
The holdover time starts with the first application of de-/anti-icing fluid:
• One-step procedure: beginning of de-/anti-icing;

• Two-step procedure: beginning of anti-icing.
The times of protection shown in these tables are to be used as guidelines only and must be used in
conjunction with pre-take-off check procedure.
As provisioned in ICAO document 9640, BATIK AIR includes holdover time tables issued yearly by FAA
Holdover Time Guidelines in its Operations Manual (Appendix 20 – Holdover Times Tables and List of
Fluids) and update them at each new publication (in year in August).
Other sources of information regarding holdover times that could be used by BATIK AIR are:
• Transport Canada (www.tc.gc.ca)

• Federal Aviation Administration (www.faa.gov)
• Society of Automotive Engineers (www.sae.org)

Icing Condition and
TABLE 1 - GUIDELINES FOR THE APPLICATION OF TYPE I FLUID/WATER MIXTURES

(MINIMUM CONCENTRATIONS) AS A FUNCTION OF OAT.

Source: Association of European airlines (AEA) - Recommendations for De-icing / Anti-icing Aero planes on the
Ground - 31st Edition - July 2016
LOUT (Lowest Operational Use Temperature):

The lowest operational use temperature (LOUT) is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test (according to
AS5900) for a given type (high speed or low speed) of aeroplane or
b) The freezing point of the fluid plus the freezing point buffer of 10 °C (18 °F) for Type I fluid and 7 °C
(13 °F) for Type II, III or IV fluids.
For applicable values refer to the fluid manufacturer’s documentation.

Icing Condition and
TABLE 2 - GUIDELINES FOR THE APPLICATION OF TYPE II, TYPE III, AND TYPE IV
FLUID/WATER MIXTURES (MINIMUM CONCENTRATIONS) AS A FUNCTION OF OAT.


Icing Condition and
TABLE 3 - GUIDELINES FOR HOLDOVER TIMES ANTICIPATED FOR TYPE I, II, III AND IV FLUID
MIXTURES AS A FUNCTION OF OAT IN ACTIVE FROST CONDITIONS
(VALID FOR METALLIC AND COMPOSITE SURFACES).

TABLE 4 - GUIDELINES FOR HOLDOVER TIMES ANTICIPATED FOR TYPE I FLUID MIXTURES
AS A FUNCTION OF WEATHER CONDITIONS AND OAT

Icing Condition and
TABLE 5 - GUIDELINES FOR HOLDOVER TIMES ANTICIPATED FOR TYPE II FLUID MIXTURES

TABLE 6 - GUIDELINES FOR HOLDOVER TIMES ANTICIPATED FOR TYPE IV FLUID MIXTURES

Icing Condition and
TABLE 7 - SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING VISIBILITY

8.2.6.9. FREEZING FUEL CONSIDERATIONS
Regarding the use of standard fuel freeze temperature, fuel temperature analysis and en route fuel
temperature monitoring for the specific fuel used in operation, the flight crew must:
 Determine the actual fuel freeze temperature during extended operation (e.g. when operating
transatlantic, trans-pacific routes or Polar Operation) 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, in order to prevent in-flight freezing of fuel;
NOTE: Not applicable to BATIK AIR operations.
• Periodically monitor fuel tank temperature in order not to exceed temperature limit and take
appropriate course of action according to respective aircraft type FCOM(e.g. increase speed,
change altitude and/ or deviate to a warmer air mass to achieve a Total Air Temperature (TAT)
equal to or warmer than the fuel temperature limit).
Note: 1) Fuel cooling rate is about 3ᴼC/hr. The maximum is 12ᴼC/hr. in extreme weather condition
The TAT may be increased by using the following three ways which may be used separately or
together.
- Descent to a warmer temperature;
- Divert to a warmer temperature;
- Increase Mach number
2) In most cases, the warm temperature may be obtained by descending, but some reports point
out that there is warm temperature in a higher flight level. Evaluate the temperature report
cautiously, especially when it is lower than normal. It will take 15-60 minutes to stabilize fuel
temperature. In most cases, descend to an altitude of 3000-5000 feet lower than the optimum
altitude. Descending to 25000-30000 feet may be required in more serious situations. Increasing
Mach number by 0.01 may increase the TAT 0.5ᴼC to 0.7C.

Icing Condition and
8.2.6.10. AFML ENTRY
The Pilot in Command must ensure an entry in the Aircraft Flight and Maintenance Log (AFML)
at the conclusion of de-/anti-icing procedures, to include the following:
• Type of operation;
• Date;
• Place;
• Type of fluids;

• Time of start of de-/anti-icing operations start time;

• Time of completion of de-/anti-icing operations completion time.

Hot Weather
OPERATIONS MANUAL VOL. A Operation
8.2.7. HOT WEATHER OPERATION
During ground operation when the OAT exceeds 40° C (103° F) the following considerations will help
keep the airplane as cool as possible to protect the reliability of electrical and electronic equipment in
the airplane.
GROUND OPERATIONS
 Consider using External Power to reduce APU load
 Consider using External Cooling Air (if available) to supply the airplane immediately after engine
shutdown and should not be removed until just prior to engine start.as soon as the engines shut
down
 Consider turning off electronic components which contribute to a high temperature level in the

flight deck while not needed.

 Keep all doors and windows, including cargo doors, closed as much as possible.
 Close all window shades on the sun–exposed side of the passenger cabin.
 Open all cabin gasper outlets
If these actions do not reduce cabin temperatures sufficiently,
 B737 NG:
PASSENGER CABIN temperature selector...................AUTOCOOL
PACK switches ..............................................................HIGH
 A 320:
PACK FLOW………………………………………………..HIGH
ENGINE START
Due to degraded bleed performance or Engine with reduced EGT margin or Marginal performance of
the external pneumatic power:
 A320 consider Manual Start
 B737 NG Normal Start
After engine start if engine the pneumatic pressure available to the bleed air system not sufficient to
provide adequate cooling during extended ground operations, use APU bleed.
Note: refer to FCOM
TAKE OFF
 Check brakes temperature:
- Brake temperature levels may be reached which can cause the wheel fuse plugs to melt
and deflate the tires.
- Be aware of brake temperature build up when operating a series of short flight sectors.
The energy absorbed by the brakes from each landing is accumulative.
- Use BRK FAN (if available)
 Consider Packs OFF or APU BLEED ON
 Be aware of possible lateral jerks (thermal vortices)
LANDING
 Check brakes temperature:
- Extending the landing gear early during the approach provides additional cooling for tires
and brakes.
- In–flight cooling time can be determined from the “Brake Cooling Schedule” in the
Performance–Inflight section of the QRH
- Use BRK FAN (if available)
PARKING
 If brakes temperature > 500ᴼC avoid applying parking brake
 Use BRK FAN (if available)
Note: During flight planning consider the following:
- High temperatures inflict performance penalties which must be taken into account on the
ground before takeoff
- Alternate takeoff procedures (No Engine Bleed Takeoff, Improved Climb Performance,
etc.)

Operation in a
OPERATIONS MANUAL VOL. A Sandy or Dusty
Environment
8.2.8. OPERATION IN A SANDY OR DUSTY ENVIRONMENT
The main hazards of a sandy or dusty environment are erosion (especially of engine fan blades),
accumulation of sand or dust on critical surfaces and blockage. The effects of sand ingestion occur
predominantly during takeoff, landing and taxi operations. The adverse effects, however, can occur if
the airplane’s flight path was through a cloud of visible sand or dust or the airplane was parked during
a sand or dust storm. Premature engine deterioration can result from sand or dust ingestion, causing
increased fuel burn and reduced EGT margins.
CAUTION: After a sandstorm, if all taxiways and runways are not carefully inspected and swept
for debris before flight ops are conducted, the risk of engine damage and wear is increased.

EXTERIOR INSPECTION

Although removal of sand and dust contaminants is primarily a maintenance function, during the exterior
inspection the captain or first officer should carefully inspect areas where accumulation of sand or dust
could change or affect normal system operations.
 Check the following surfaces and equipment is clear of dust or sand: Windshield, Wings and
other control surfaces, Probes, sensors, ports, drains, Leading edge flaps, Engine inlets, Fuel
tank vents, Landing gear, Vertical and horizontal stabilizers and APU air inlets.
CAUTION: Particular care should be taken to ensure that the fuselage and all surfaces are clean
after a sandstorm that occurs with a rain storm
COCKPIT PREFLIGHT PROCEDURE
 Use APU only to start the engine
 Request ground supply for air conditioning and for electricity
 Do the normal Preflight Procedure. Some modification required for B737 (refer to FCOM).
 If the APU must be used for air conditioning, maintain a temperature as high as possible while
still providing a tolerable flight deck and cabin environment.
 Do not use windshield wiper
ENGINE START PROCEDURE
 Use external pneumatic supply for starting the engine, if it is available (refer to FCOM)
 Motor/crank the engine for 2 minutes to help remove contaminants.
 Do the normal Engine Start Procedure. Some modification required for B737 (refer to FCOM).
AFTER START / BEFORE TAXI PROCEDURE
 If bleed air is needed to maintain tolerable flight deck and cabin temperatures, use APU bleed air
rather than engine bleed air during the taxi out. Limit APU bleed air use as much as possible to
reduce sand and dust ingestion.
 Verify that there is no increase in control forces due to sand or dust contaminants.
TAXI OUT
Do the following, conditions permitting, to minimize sand and dust ingestion by the engines and to
improve visibility during taxi:
 Use all engines during taxi and taxi at low speed. Limit ground speed to 10 knots and maintain
minimum N1 whenever possible to avoid creating engine vortices during ground operations.
 Maintain a greater than normal separation from other aircraft while taxiing and avoid the ingestion
of another engine’s wake.
 Avoid engine overhang of unprepared surfaces.
 In the event of a crosswind during 180° turns, turn away from the wind if possible to minimize
sand and dust ingestion.
 Whenever possible, avoid situations that would require the airplane to be brought to a complete
stop.
 Avoid excessive braking. The presence of sand or dust will increase brake wear.
TAKE OFF
Do the following to minimize sand and dust ingestion by the engines during takeoff:

Operation in a
OPERATIONS MANUAL VOL. A Sandy or Dusty
Environment
 Use the maximum fixed derate and/or assumed temperature (B737 NG) or FLEX TO (A320) thrust
reduction that meets performance requirements.
 Make an No Engine Bleed / Packs OFF take-off if operations permit. If cabin and flight deck
temperatures can be maintained at a tolerable temperature, consider an Unpressurized / Packs
Off Takeoff.
 Prior to takeoff, allow sand and dust to settle.
 Do not take off into a sand or dust cloud.
 Use a rolling takeoff. Whenever possible, avoid setting high thrust at low speed. When visible sand
and dust exist, consider delaying flap retraction until above the dust cloud, if operations permit.
APPROACH
Do the following, conditions permitting, to minimize sand and dust ingestion:

 Make a No Engine Bleed / packs OFF landing if operations permit. If cabin and flight deck

temperatures can be maintained at a tolerable temperature, consider an Unpressurized Landing
LANDING
Do the following to minimize sand and dust ingestion by the engines during landing:
 Use autobrakes on landing to help minimize the need for reverse thrust.
 Performance permitting, minimize the use of reverse thrust to prevent ingestion of dust and sand
and to prevent reduction of visibility. Reverse thrust is most effective at high speed.
AFTER LANDING PROCEDURE
If bleed air is needed to maintain tolerable flight deck and cabin temperatures, use APU bleed air rather
than engine bleed air during the taxi in. Limit APU bleed air use as much as possible to reduce sand
and Dust ingestion.
Do the following, conditions permitting, to minimize sand and dust ingestion by the engines and to
improve visibility during the taxi-in:
 Use all engines and taxi at low speed. Limit ground speed to 10 knots and maintain minimum N1
whenever possible.
 Maintain a greater than normal separation from other aircraft while taxiing and avoid the ingestion
of another engine’s wake.
 Avoid engine overhang of unprepared surfaces.
 In the event of a crosswind during 180° turns, turn away from the wind if possible to minimize
sand and dust ingestion.
 Whenever possible, avoid situations that would require the airplane to be brought to a complete
stop.
 Avoid excessive braking. The presence of sand or dust will increase brake wear.
SECURING PROCEDURE
Do the normal Secure Procedure with some addition;
A320
 After switching off all bleeds and before switching off AC power:
DITCHING pb ..................................................................ON
 After switching off the batteries :
DITCHING pb ................................................................OFF
B737NG
 PACK switches .....................................................Verify OFF
 Pressurization mode selector............................... MAN
 Outflow VALVE switch ..........................................CLOSE
CAUTION: Do not leave the interior unattended with a pack operating and all doors closed. With
the main outflow valve closed, an unscheduled pressurization of the airplane may occur.
 Additional procedures for securing the airplane during sandy or dusty conditions may be needed.
These procedures are normally done by maintenance personnel, and include, but are not limited
to:
- Engine covers installed, if applicable.
- Protective covers and plugs installed (streamers should be used to remind personnel to
remove before flight).
- Doors and sliding windows closed.
- All compartments closed.

Hi Density Altitude
OPERATIONS MANUAL VOL. A (HAD) Operations
8.2.9. HI DENSITY ALTITUDE (HDA) OPERATIONS
At high density altitude airfields aircraft energy levels, during an approach, are very similar to the energy
of an aircraft under the conditions of a ‘rushed approach’ to an airfield in ISA conditions. There is the
additional ‘trap’ of a higher TAS in hot and high conditions that potentially masks the problems ahead
even more.
DENSITY ALTITUDE CALCULATION
To calculate Density Altitude a rule of thumb is:

“Density Altitude = Airfield Altitude + 1,000 ft per 8 degrees above ISA”

E.g. airport elevation 5500 ft amsl. With an OAT of 32°C (ISA+28) and standard pressure the density

Altitude is 9000 ft.
Appreciation of the environmental conditions and the impact they can have is the key to avoiding a poor
approach.
TRUE AIRS PEEED CALCULATION
Air Data Computer perform this calculation in real time and display the TAS reading directly on the EFIS.
However a very simple rule of thumb is to add 2% to the calibrated airspeed for every 1000 ft of altitude.
DENSITY ALTITUDE AWARENESS
‘Hot & high’ conditions can be anticipated and therefore covered in the approach briefing. Most
of the problems arise because the TAS increases with increasing density altitude (Refer to table).
Therefore a comparison of IAS and TAS will give a good indication of the problems ahead.
HORIZONTAL PROFILE
The turning radius will increase as the TAS increases. It may be necessary to reduce speed by the
increment in TAS (due to high density altitude) to achieve the horizontal profile.
VERTICAL PROFILE
When flying a 3°C profile the rule of thumb is rate of descent = 5 x groundspeed. Therefore if the TAS
is higher it follows that the V/S will be higher by an equivalent amount.
ENERGY MANAGEMENT
Approaches are normally based on ‘gates’ that are at fixed distance or height from touchdown. With a
higher TAS this distance will be covered a lot more quickly, leaving less time to slow down. Allowing a
minimum of 50% extra distance would seem to be a good rule of thumb, however it could be more for
very high density altitudes. This should be increased further if other factors (e.g. tailwinds, non-normal
configuration, high approach speeds due to weight, etc.) are present.
BRAKING
Kinetic energy will be higher on touchdown and this has to be dissipated by the brakes. The use of
reverse thrust and an appropriate runway turn-off will keep brake temperatures down.

Hi Density Altitude
OPERATIONS MANUAL VOL. A (HAD) Operations
SUMMARY
1. ‘Hot and high’ conditions should be anticipated and briefed. Comparing IAS to TAS will give a
good indication of likely problems.
2. Turning radius will increase. A speed reduction may be necessary to achieve the horizontal
profile.
3. The ability of the aircraft to follow a descent profile is not necessarily an indication of how well
it will slow up.
4. It should take up to 50% further to decelerate (more if the density altitude is very high or if other
factors are present). The ‘gates’ should be moved back to a more appropriate position to allow
more time and distance to slow up.

5. Touchdown speeds will be higher. Choose appropriate braking.

Tabulated below are the percentage increase in TAS that can be expected for a given density altitude.
The figures in column 4 show the corresponding increases in Kinetic Energy that are a function of the
square of speed and also show the effect on turning radius, deceleration distance and braking
requirement.
Density Altitude ISA/OAT (Deg C) Increase in TAS Increase in Kinetic Energy

Sea Level 15 0% 0%
1000ft 13 1% 3%
2000ft 11 3% 6%
3000ft 9 5% 9%
4000ft 7 6% 13%
5000ft 5 8% 16%
6000ft 3 9% 20%
7000ft 1 11% 23%
8000ft -1 13% 27%
9000ft -3 15% 31%
10000ft -5 16% 35%
12000ft -7 20% 43%
14000ft -9 24% 53%

Transit Checks by
OPERATIONS MANUAL VOL. A PIC
8.2.10. TRANSIT CHECK BY PIC.
GENERAL
 Batik Air’s Pilot Transit Check (PTC) is a procedure whereby the pilots will conduct the
complete exterior inspection as per the Batik Air’s SOP during the transit and signs off the
technical log in the appropriate column prior to the flight.
 All pilots will undergo training and qualification in accordance to the approved PTC training
program prior to being allowed to conduct PTC.

 Only the Captains are approved to certify for the PTC in the technical log.
 For pilot transit check procedure please refer to Appendix 26

PILOT TRANSIT CHECK
 The Captain is to perform a pilot transit check into a station where no refueling is required
and no engineer is present.
 The Captain must be qualified to perform the transit check procedure before operating into
the applicable stations.
 In the event should any confusion arise as to whether the sector should be a PTC sector,
crew are to liaise with MCC.
 The Captain has the final authority to accept the aircraft for the intended flight.
Notes:
- Pilots are not permitted to perform aircraft servicing, e.g. engine oil and hydraulic fluid
replenishment.
- Pilots shall not perform refueling duties, including the operation of the refueling panel.
- Pilots are not permitted to transfer or raise any entry in the Deferred Defects Log (DD log).
PILOT TRANSIT CHECK WITH REFUELLING
 In addition to the afore mentioned PILOT TRANSIT CHECK, where refuelling is required
and no engineer present, the Captain will perform the required refuelling duties.
 Pilot Transit Check (PTC) with refuelling procedures will be implemented at certain stations.
However, in the event of diversions due to weather or non-technical issues, Captain is
authorized to carry out a PTC with refuelling in ALL airports. ( Refer to Appendix 26 )
 The company will inform the pilots of the stations whereby this procedure is to be
implemented.
 It is the commander’s responsibility to ensure that he complete and carry the TRANSIT
CHECK BY PILOT IN COMMAND WITH REFUELLING QUALIFYING FORM (BA-OPS-
0119/0120) at all times. refer to Appendix 26

VOL. A
CHAPTER 8.3

FLIGHT PROCEDURES
OPERATIONS MANUAL

OPERATIONS MANUAL VOL. A General Policies
FLIGHT PROCEDURES Page : 1
CHAPTER 8.3: FLIGHT PROCEDURES
8.3 FLIGHT PROCEDURES ............................................................................................ 9

8.3.1 GENERAL POLICIES ................................................................................................. 9
8.3.1.1 VFR/IFR POLICY ....................................................................................................... 9
8.3.1.2 FLIGHT IN UNCONTROLLED AIRSPACES .................................................................. 9
8.3.1.3 CREW RESSOURCES MANAGEMENT ....................................................................... 9
8.3.1.3.1 SITUATIONAL AWARENESS ............................................................................ 11
8.3.1.3.2 SUPPORT PROCESS ........................................................................................ 11

8.3.1.4 STERILE COCKPIT PROCEDURES ............................................................................ 13
8.3.1.5 FLIGHT CREW DUTIES / AIRCRAFT CONTROL ........................................................ 13

8.3.1.5.1. GENERAL ........................................................................................................ 13
8.3.1.5.2. ASSIGNMENT OF DUTIES DURING NORMAL OPERATIONS ............................ 13
8.3.1.5.3. ASSIGNMENT OF DUTIES IN ABNORMAL AND EMERGENCY SITUATIONS...... 14
8.3.1.5.4. LIMITATIONS FOR LESS EXPERIENCE PILOT .................................................... 14
8.3.1.5.5. FIRST OFFICER ROUTE FLYING ........................................................................ 15
8.3.1.5.6. CONTROL HANDOVER .................................................................................... 15
8.3.1.5.7. ACKNOWLEDGEMENT OF ORDERS ................................................................ 15
8.3.1.5.8. CREW CROSSCHECK AND CONFIRMATION OF CRITICAL ACTIONS ................. 16
8.3.1.5.9. NON-ESSENTIAL DUTIES................................................................................. 16
8.3.1.6 USE OF AUTOMATION .......................................................................................... 16
8.3.1.6.1. GENERAL ........................................................................................................ 16
8.3.1.6.2. AUTOPILOT MINIMUM ENGAGEMENT / DISENGAGMENT ALTITUDES .......... 17
8.3.1.6.3. MANUAL FLIGHT ............................................................................................ 17
8.3.1.7 SIMULATION OF ABNORMAL AND EMERGENCY SITUATIONS............................... 18
8.3.1.8 RUNWAY INCURSION ............................................................................................ 18
8.3.2 GENERAL FLIGHT PROCEDURES ........................................................................ 20
8.3.2.1 TAXI....................................................................................................................... 20
8.3.2.1.1. TAXI AND TAKEOFF BRIEFING ........................................................................ 20
8.3.2.1.2. TAXIING.......................................................................................................... 21
8.3.2.1.3. SINGLE ENGINE TAXI ...................................................................................... 21
8.3.2.2 TAKE-OFF .............................................................................................................. 22
8.3.2.2.1 BEFORE TAKE-OFF BRIEFING .......................................................................... 22
8.3.2.2.2 ROLLING TAKE-OFF ........................................................................................ 22
8.3.2.2.3 DURING TAKE-OFF ......................................................................................... 22
8.3.2.2.4 REJECTION OF TAKE-OFF ................................................................................ 22
8.3.2.2.5 ENGINE FAILURE AFTER TAKE-OFF ................................................................. 24
8.3.2.3 DEPARTURE........................................................................................................... 24
8.3.2.3.1 GENERAL ........................................................................................................ 24
8.3.2.3.2 STANDARD DEPARTURE PROCEDURE ............................................................ 24
8.3.2.3.3 NOISE ABATEMENT DEPARTURE PROCEDURE (NADP) .................................. 24
8.3.2.3.4 IMC DEPARTURES – NO PUBLISHED STANDARD INSTRUMENT DEPARTURES
(SID) ............................................................................................................... 24
8.3.2.3.5 CLIMB GRADIENT VS CLIMB RATE .................................................................. 25
8.3.2.4 CLIMB, CRUISE, DESCENT ...................................................................................... 25
8.3.2.4.1 FLIGHT CREW MONITORING OF NAVIGATION PERFORMANCE ..................... 25
8.3.2.4.2 IN-FLIGHT FUEL MANAGEMENT .................................................................... 25
8.3.2.4.3 WEATHER DEVIATION PROCEDURE ............................................................... 25
8.3.2.4.4 EN-ROUTE WEATHER MONITORING .............................................................. 26
8.3.2.4.5 COST INDEX.................................................................................................... 26

8.3.2.4.6 MANAGED vs. SELECTED SPEEDS ................................................................... 26

8.3.2.4.7 AIRCRAFT SPEED RESTRICTIONS - ALL PHASES OF FLIGHT ............................. 26
8.3.2.4.8 DESCENT / APPROACH PREPARATION ........................................................... 27
8.3.2.4.9 APPROACH BRIEFING ..................................................................................... 27
8.3.2.4.10 AIRCRAFT SPEED RESTRICTION – DESCENT .................................................... 28
8.3.2.4.11 ATC SPEED CONTROL ..................................................................................... 28
8.3.2.5 APPROACH –GENERAL .......................................................................................... 28
8.3.2.5.1 CREW COORDINATION DURING HOLDING, APPROACH AND LANDING ......... 28
8.3.2.5.2 SELECTION OF APPROACHES.......................................................................... 29
8.3.2.5.3 DESCENT BELOW MSA ................................................................................... 29

8.3.2.5.4 COMPANY DESCENT RATES BELOW 2,000 FT AGL ......................................... 29

8.3.2.5.5 REQUIREMENT FOR STABILIZED FINAL APPROACH........................................ 29
8.3.2.5.6. CONTINUOUS DESCENT FINAL APPROACH (CDFA) ........................................ 30
8.3.2.6 ILS CAT I AND NON-PRECISION APPROACH ........................................................... 30
8.3.2.6.1 APPLICABLE MINIMA ..................................................................................... 30
8.3.2.6.2 COMMENCEMENT AND CONTINUATION OF THE APPROACH ....................... 31
8.3.2.6.3 APPLICABILITY OF REPORTED WEATHER MINIMA ......................................... 32
8.3.2.6.4 APPLICATION OF MDA(H) CONCEPT .............................................................. 32
8.3.2.6.5 APPLICATION OF THE DA(H) CONCEPT .......................................................... 32
8.3.2.6.6 DESCENT BELOW APPLICABLE MDA(H) or DA(H) ........................................... 32
8.3.2.6.7 GO-AROUND .................................................................................................. 33
8.3.2.7 CIRCLE TO LAND APPROACH ................................................................................. 33
8.3.2.7.1 GENERAL ........................................................................................................ 33
8.3.2.7.2 CONTINUATION OF THE CIRCLING APPROACH .............................................. 34
8.3.2.7.3 GO-AROUND DURING CIRCLING .................................................................... 34
8.3.2.8 VISUAL APPROACH ................................................................................................ 34
8.3.2.9 LANDING ............................................................................................................... 35
8.3.2.9.1 SAFE LANDING GUIDELINES ........................................................................... 35
8.3.2.9.2 ACTUAL LANDING DISTANCE ......................................................................... 35
8.3.2.9.3 USE OF THRUST REVERSERS AND AUTOBRAKES ............................................ 36
8.3.2.9.4 BOUNCED LANDING / LONG FLARE................................................................ 36
8.3.2.9.5 RUNWAY TURN OFF POINTS .......................................................................... 36
8.3.2.9.6 LAND AND HOLD SHORT OPERATIONS (LAHSO) ............................................ 37
8.3.2.9.7 OVERWEIGHT LANDING ................................................................................. 37
8.3.2.9.8 HARD LANDING .............................................................................................. 38
8.3.2.10 GO-AROUND AND MISSED APPROACH ................................................................. 38
8.3.2.11 PRM APPROACHES ................................................................................................ 39
8.3.2.11.1 GENERAL ........................................................................................................ 39
8.3.2.11.2 OPERATING REQUIREMENTS ........................................................................ 39
8.3.2.11.3 CREW QUALIFICATION ................................................................................... 41
8.3.2.11.4 AUTOMATIC SYSTEM USAGE ......................................................................... 41
8.3.2.11.5 CREW DUTIES ................................................................................................. 41
8.3.2.11.6 BREAKOUT EVENT REPORTING ...................................................................... 41
....................................................................................................................... 41
8.3.3 COMMUNICATIONS ................................................................................................ 42
8.3.3.1 USE OF HEADSETS / COCKPIT SPEAKERS ............................................................... 42
8.3.3.2 ATC STANDARD COMMUNICATIONS .................................................................... 42
8.3.3.2.1 STANDARD RADIO PHRASEOLOGY ................................................................. 42
8.3.3.2.2 USE OF CALL SIGN .......................................................................................... 42
8.3.3.2.3 ACCEPTANCE OF CLEARANCES ....................................................................... 42

8.3.3.2.4 CLEARANCE READBACK .................................................................................. 43

8.3.3.2.5 POSITION AND ALTITUDE REPORTS ............................................................... 43
8.3.3.3 USE OF COMPANY CHANNELS .............................................................................. 44
8.3.3.4 LISTENING AND SELCAL WATCH ........................................................................... 44
8.3.3.5 FLIGHT DECK STANDARD CALLS OUT .................................................................... 45
8.3.3.5.1 GENERAL PROCEDURE CALLS ......................................................................... 45
8.3.3.5.2 STANDARD ALTIMETER CALLS ........................................................................ 46
8.3.3.5.3 STANDARD INSRUMENT APPROACH CALLS ................................................... 47
8.3.3.5.4 FLIGHT TOLERANCE DEVIATION ..................................................................... 49
8.3.3.6 STANDARD CALLS BETWEEN FLIGHT CREW AND F/A ............................................ 50

8.3.3.7 COCKPIT / CABIN SIGNALS .................................................................................... 52

8.3.3.8 USE OF PUBLIC ADDRESS SYSTEM ......................................................................... 52
8.3.3.8.1 PUBLIC ADDRESS SYSTEM (PAS) SERVICEABILITY CHECK ............................... 52
8.3.3.8.2 GENERAL ........................................................................................................ 52
8.3.3.8.3 WELCOME PA................................................................................................. 52
8.3.3.8.4 PRE-DESCENT PA ............................................................................................ 52
8.3.3.8.5 DELAY / DISRUPTION PA ................................................................................ 53
8.3.3.9 ADS-B OUT OPERATIONS ...................................................................................... 53
8.3.3.9.1 BACKGROUND................................................................................................ 53
8.3.3.9.2 AIRCRAFT COMPONENTS ............................................................................... 53
8.3.3.9.3 OPERATIONAL INFORMATION ....................................................................... 54
8.3.3.9.4 PHRASEOLOGY ............................................................................................... 54
8.3.3.9.5 AUSTRALIAN AIRSPACE .................................................................................. 55
8.3.3.9.6 IN FLIGHT CONTINGENCY............................................................................... 55
8.3.3.9.7 EMERGENCY .................................................................................................. 56
8.3.3.10 CTAF OPERATIONS ................................................................................................ 56
8.3.3.10.1 GENERAL ........................................................................................................ 56
8.3.3.10.2 DEFINITION .................................................................................................... 56
8.3.3.10.3 REQUIREMENTS ............................................................................................. 58
8.3.3.10.4 PROCEDURES ................................................................................................. 58
8.3.3.10.5 BROADCAST ................................................................................................... 59
8.3.3.10.6 EXAMPLES OF THE STANDARD PHRASEOLOGY FOR BROADCASTING ............ 59
8.3.3.11 TIBA (TRAFFIC INFORMATION BROADCAST BY AIRCRAFT) .................................... 61
8.3.3.11.1 INTRODUCTION.............................................................................................. 61
8.3.3.11.2 PROCEDURES ................................................................................................. 61
8.3.3.11.3 FREQUENCY ................................................................................................... 61
8.3.3.11.4 LISTENING WATCH ......................................................................................... 61
8.3.3.11.5 TIME OF BROADCASTS ................................................................................... 61
8.3.3.11.6 CHANGES OF CRUISING LEVEL ....................................................................... 62
8.3.3.11.7 COLLISION AVOIDANCE.................................................................................. 62
8.3.3.11.8 REPORTING .................................................................................................... 62
8.3.3.12 SATCOM COMMUNICATIONS ............................................................................... 62
8.3.3.12.1 INTRODUCTION.............................................................................................. 62
8.3.3.12.2 SYSTEM LOGON ............................................................................................. 63
8.3.3.12.3 CALL PRIOROTIES ........................................................................................... 63
8.3.3.12.4 TYPES OF AIR TO GROUND CALLS & USAGE POLICY ....................................... 63
8.3.3.12.5 MCDU INTERFACE .......................................................................................... 64
8.3.3.12.5.1. SATCOM MAIN MENU PAGE .......................................................................... 64
8.3.3.12.5.4. DIRECTORY PAGE ........................................................................................... 67
8.3.3.12.5.5. SUBDIRECTORY PAGES ................................................................................... 68
8.3.3.12.5.6. SATCOM STATUS PAGE .................................................................................. 68

8.3.3.12.5.7. SATCOM LOG-ON STATUS PAGE .................................................................... 69

8.3.3.12.6. SYSTEM OPERATIONS .................................................................................... 70
8.3.3.12.6.1. AIR-TO-GROUND CALLS– SELECTED NUMBER METHOD. ............................... 70
8.3.3.12.6.2. AIR-TO-GROUND CALLS– MANUAL DIAL METHOD ........................................ 74
8.3.4. ALTIMETER SETTING ............................................................................................. 76
8.3.4.1. DEFINITIONS ......................................................................................................... 76
8.3.4.2. TYPES OF ALTIMETER SETTING AND MAXIMUM DIFFERENCES ALTITUDE ............ 76
8.3.4.3. TRANSITION ALTITUDE AND TRANSITION FLIGHT LEVELS .................................... 76
8.3.4.3.1. TRANSITION ALTITUDE................................................................................... 76

8.3.4.3.2. TRANSITION FLIGHT LEVEL .................................................................................... 77
8.3.4.4. ALTIMETER SETTING PROCEDURE ......................................................................... 77

8.3.4.4.1. ALTIMETER SETTING ON THE GROUND ......................................................... 77
8.3.4.5. TRANSITION ALTITUDE IN INDONESIAN FIRs ........................................................ 78
8.3.5. REDUCED VERTICAL SEPARATION MINIMA (RVSM) ......................................... 79
8.3.5.1. INTRODUCTION..................................................................................................... 79
8.3.5.1.1. GENERAL ........................................................................................................ 79
8.3.5.1.2. BATIK AIR RVSM APPROVAL STATUS..................................................................... 80
8.3.5.1.3. IDENTIFICATION OF RVSM AIRPSACE .................................................................... 80
8.3.5.2. GENERAL CONSIDERATIONS AND PROCEDURES FOR RVSM OPERATIONS ........... 80
8.3.5.2.1. MINIMUM EQUIPMENT ................................................................................. 80
8.3.5.2.2. FLIGHT PREPARATION .................................................................................... 80
8.3.5.2.3. PRE-FLIGHT .................................................................................................... 81
8.3.5.2.4. PRIOR TO ENTRY IN RVSM AIRSPACE ............................................................. 81
8.3.5.2.5. IN-FLIGHT IN RVSM AIRSPACE........................................................................ 81
8.3.5.2.6. POST FLIGHT .................................................................................................. 81
8.3.5.2.7. ABNORMAL AND CONTINGENCIES PROCEDURES .......................................... 81
8.3.5.2.8. RVSM SPECIFIC ATC – PILOT PHRASEOLOGY .................................................. 82
8.3.6. PERFORMANCE-BASED NAVIGATION (PBN) ...................................................... 83
8.3.6.1. INTRODUCTION..................................................................................................... 83
8.3.6.1.1. AREA NAVIGATION (RNAV) ............................................................................ 83
8.3.6.1.2. REQUIRED NAVIGATION PERFORMANCE (RNP) ............................................. 83
8.3.6.1.3. PERFORMANCE-BASED NAVIGATION (PBN) CONCEPT .................................. 84
8.3.6.1.4. BATIK AIR PBN AUTHORIZATION.................................................................... 85
....................................................................................................................... 85
8.3.6.2. GENERAL CONSIDERATIONS & PROCEDURES FOR PBN OPERATIONS ................... 85
8.3.6.2.1. FLIGHT PLANNING.......................................................................................... 86
8.3.6.2.2. PRE-FLIGHT .................................................................................................... 86
8.3.6.2.3. BEFORE ENTERING IN RNAV-X / RNP-X AIRSPACES ........................................ 86
8.3.6.2.4. FLIGHT GUIDANCE AND NAVIGATION PERFORMANCE MONITORING ........... 86
8.3.6.2.5. LOSS OR DEGRADATION OF RNAV / RNP CAPABILITY .................................... 87
8.3.6.2.6. POST FIGHT AND REPORTING ........................................................................ 87
8.3.6.3. PBN OPERATIONS ................................................................................................. 87
8.3.6.3.1. RNAV OPERATIONS ........................................................................................ 87
8.3.6.3.2. RNAV REQUIREMENT..................................................................................... 87
8.3.6.3.3. RNP OPERATIONS .......................................................................................... 88
8.3.6.3.4. NAVIGATION SYSTEM CAPABILITY ................................................................. 88
8.3.6.3.5. ATC FLIGHT PLAN REQUIREMENTS ................................................................ 88
8.3.6.3.6. RNP DESIGNATED AIRSPACE .......................................................................... 89
8.3.6.3.7. EN-ROUTE OPERATIONS ................................................................................ 89

8.3.6.3.8. RNP AIRSPACE IN-FLIGHT REQUIREMENTS ........................................................... 89

8.3.6.3.9. RNAV 2 (GPS) / RNAV 1 (P-RNAV) (GPS) / RNP 1 PROCEDURES ............................... 90
8.3.6.3.10. ATC FLIGHT PLAN REQUIREMENTS ...................................................................... 90
8.3.6.3.11. REQUIRED AIRPLANE NAVIGATION EQUIPMENT ...................................................... 90
8.3.6.3.12. OPERATIONAL PROCEDURES .............................................................................. 91
8.3.6.3.13. RT PHRASEOLOGY FOR RNAV TERMINAL AREA OPERATIONS .................................... 92
8.3.6.3.14. CONTINGENCY PROCEDURES ......................................................................... 92
8.3.6.3.15. INCIDENT AND TECHNICAL LOG REPORTING ................................................. 92
8.3.6.3.16. RNP APPROACH OPERATIONS........................................................................ 93
8.3.6.3.17. OPERATIONAL PROCEDURES ......................................................................... 94

8.3.6.3.18. CONTINGENCY PROCEDURES ......................................................................... 96

8.3.6.3.19. RT PHRASEOLOGY FOR RNP APPROACH OPERATIONS ................................. 96
8.3.6.3.20. INCIDENT REPORTING AND TECHNICAL LOG REPORTING.............................. 96
8.3.6.4. SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES ........................................ 96
8.3.6.4.1. APPLICATION.................................................................................................... 96
8.3.6.4.2. GENERAL PROCEDURES ................................................................................. 97
8.3.6.4.3. SPECIAL PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID DESCENT
AND / OR TURN-BACK OR DIVERSION TO AN ALTERNATE AIRPORT .............. 97
8.3.6.4.4. WEATHER DEVIATION PROCEDURES IN OCEANIC AIRSPACE ......................... 98
8.3.7. RNP-AR OPERATIONS ........................................................................................... 99
8.3.7.1. GENERAL ............................................................................................................... 99
8.3.7.2. CHARACTERISTICS OF RNP-AR APPROACHES ........................................................ 99
8.3.7.3. RNP-AR TRAINING AND QUALIFICATION .............................................................. 99
8.3.7.4. RNP MONITORING PROGRAMME ......................................................................... 99
8.3.7.5. EQUIPMENT ........................................................................................................ 100
8.3.7.6. RNP-AR PROCEDURES ......................................................................................... 100
8.3.7.7. FAILURES AND ASSOCIATED ACTIONS................................................................. 100
8.3.7.8. WEATHER DEVIATION DURING RNP-AR APPROACH ........................................... 101
8.3.7.9. GO AROUND AP/FD MODE. ................................................................................ 101
AIRSPACE ............................................................................................................. 102
8.3.8.1. GENERAL ............................................................................................................. 102
8.3.8.2. BATIK AIROCEANIC / RVSM CONTINGENCY PROCEDURE FLOWCHART .............. 102
8.3.9. GROUND PROXIMITY WARNING SYSTEM ......................................................... 103
8.3.9.1. HISTORY AND DESCRIPTION ................................................................................ 103
8.3.9.2. SYSTEM LIMITATIONS ......................................................................................... 103
8.3.9.3. CONROLLED FLIGHT INTO TERRAIN (CFIT) .......................................................... 103
8.3.9.4. REACTION TO A GPWS/EGPWS ALERTS .............................................................. 104
8.3.9.4.1. CAUTION ALERTS ......................................................................................... 104
8.3.9.4.2. WARNING ALERTS ........................................................................................ 104
8.3.10. COLLISION AVOIDANCE ...................................................................................... 106
8.3.10.1. SEE AND AVOID.................................................................................................... 106
8.3.10.2. AIRBORNE COLLISION AVOIDANCE SYSTEM ....................................................... 106
8.3.10.2.1. HISTORY AND DESCRIPTION ................................................................................ 106
8.3.10.3. REACTION TO TCAS EVENTS ................................................................................ 106
8.3.10.3.1. TRAFFIC ADVISORY (TA) ............................................................................... 106
8.3.10.3.2. RESOLUTION ADVISORY (RA) ....................................................................... 107
8.3.10.3.3. PHRASEOLOGY RELATIVE TO TCAS EVENTS ................................................. 107
8.3.10.3.4. FLIGHT CREW / ATC INSTRUCTION DURING TCAS EVENTS .......................... 107
8.3.10.3.5. UNWANTED TCAS WARNINGS OR ALERTS ................................................... 109

8.3.11. IN-FLIGHT FUEL MANAGEMENT ......................................................................... 110

8.3.11.1. GENERAL ............................................................................................................. 110
8.3.11.2. MINIMUM REQUIRED FUEL ON BOARD AT LANDING ......................................... 110
8.3.11.3. IN-FLIGHT MONITORING ..................................................................................... 110
8.3.11.4. IN-FLIGHT FUEL POLICY ....................................................................................... 110
8.3.11.4.1. DEFINITION OF PHASES FOR IN-FLIGHT FUEL MANAGEMENT ..................... 110
8.3.11.4.2. ABNORMAL PHASE ...................................................................................... 111
8.3.11.4.3. EMERGENCY PHASE ..................................................................................... 111
8.3.11.5. FUEL DUMPING ................................................................................................... 111
8.3.12. IN-FLIGHT REDISPATCH OPERATIONS ............................................................. 112

8.3.13. ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS . 113

8.3.13.1. THUNDERSTORMS .............................................................................................. 113
8.3.13.1.1. GENERAL ...................................................................................................... 113
8.3.13.1.2. LIGHTNING STRIKES ..................................................................................... 113
8.3.13.1.3. STATIC DISCHARGE ...................................................................................... 113
8.3.13.1.4. HAIL ............................................................................................................. 113
8.3.13.1.5. PRECAUTONARY PROCEDURE TO AVOID THUNDERSTORM ........................ 114
8.3.13.2. FLIGHT IN ICING CONDITIONS ............................................................................. 114
8.3.13.2.1. RECOGNIZED TERMS .................................................................................... 114
8.3.13.2.2. OPERATIONS IN ICING CONDITIONS ............................................................ 115
8.3.13.3. TURBULENCE ...................................................................................................... 115
8.3.13.3.1. GENERAL ...................................................................................................... 115
8.3.13.3.2. TURBULENCE TERMINOLOGY ...................................................................... 116
8.3.13.3.3. PROCEDURES IN CASE OF TURBULENCE ENCOUNTER ................................. 116
8.3.13.3.4. CLEAR AIR TURBULENCE .............................................................................. 117
8.3.13.4. WINDSHEAR ........................................................................................................ 118
8.3.13.4.1. GENERAL ...................................................................................................... 118
8.3.13.4.2. WINDSHEAR EFFECTS................................................................................... 119
8.3.13.4.3. WINSHEAR AVOIDANCE ............................................................................... 119
8.3.13.4.4. WINDSHEAR RECOGNITION ......................................................................... 120
8.3.13.4.5. WINDSHEAR RECOVERY DURING TAKEOFF ROLL ......................................... 120
8.3.13.4.6. WINDSHEAR RECOVERY AFTER TAKE-OFF AND ON APPROACH ................... 121
8.3.13.4.7. WINSHEAR WARNING SYSTEM .................................................................... 121
8.3.13.5. VOLCANIC ASH CLOUDS ...................................................................................... 121
8.3.13.5.1. GENERAL ...................................................................................................... 121
8.3.13.5.2. GROUND OPERATIONS ................................................................................ 122
8.3.13.5.3. TAXI.............................................................................................................. 122
8.3.13.5.4. IN-FLIGHT ..................................................................................................... 122
8.3.13.5.5. REPORTING .................................................................................................. 124
8.3.13.6. HEAVY PRECIPITATION ........................................................................................ 124
8.3.13.7. SAND AND DUST STORMS ................................................................................... 124
8.3.13.8. MOUNTAIN WAVES ............................................................................................ 124
8.3.14. WAKE TURBULENCES ......................................................................................... 125
8.3.14.1. GENERAL ............................................................................................................. 125
8.3.14.2. VORTEX GENERATION ......................................................................................... 125
8.3.14.3. VORTEX STRENGTH ............................................................................................. 125
8.3.14.4. VORTEX BEHAVIOR ............................................................................................. 126
8.3.14.5. OPERATIONAL PROBLEM AREAS ......................................................................... 126
8.3.14.6. VORTEX AVOIDANCE PROCEDURES .................................................................... 127
8.3.14.7. AIRCRAFT TURBULENCE CATEGORIES ................................................................. 127

8.3.14.8. MINIMUM SEPARATIONS FOR TAKE-OFF AND LANDING .................................... 128

8.3.14.8.1. TIME SEPARATION (NON-RADAR) ................................................................ 128
129
8.3.14.8.2. RADAR SEPARATION .................................................................................... 131
8.3.14.9. RECAT (WAKE TURBULENCE RE-CATEGORIZATION)............................................ 131
8.3.14.9.1. DEFINITION .................................................................................................. 131
8.3.14.9.2. RE-CATEGORISATION ................................................................................... 132
8.3.14.9.3. SEPARATION CRITERIA ................................................................................. 133
8.3.15. CREW MEMBERS AT STATIONS ......................................................................... 136

8.3.15.1. FLIGHT CREW MEMBERS .................................................................................... 136
8.3.15.2. FLIGHT ATTENDANTS .......................................................................................... 136

8.3.16. USE OF SAFETY BELTS FOR CREW AND PASSENGERS ................................ 137
8.3.16.1. FLIGHT CREW MEMBERS .................................................................................... 137
8.3.16.2. FLIGHT ATTENDANTS .......................................................................................... 137
8.3.16.3. PASSENGERS ....................................................................................................... 137
8.3.17. ADMISSION TO FLIGHT DECK............................................................................. 138
8.3.17.1. LOCKING OF COCKPIT DOOR ............................................................................... 138
8.3.17.1.1. COCKPIT DEADBOLT POLICY ......................................................................... 139
8.3.17.2. ACCESS TO FLIGHT DECK FOR FLIGHT ATTENDANTS ........................................... 139
8.3.17.3. EXIT FROM FLIGHT DECK ..................................................................................... 140
8.3.17.4. MANIPULATION OF CONTROLS ........................................................................... 140
8.3.17.5. JUMP SEAT POLICY .............................................................................................. 141
8.3.18. USE OF VACANT CREW SEATS IN CABIN ......................................................... 142
8.3.19. INCAPACITATION OF CREW MEMBERS ............................................................ 143
8.3.19.1. GENERAL ............................................................................................................. 143
8.3.19.2. RECOGNITION OF INCAPACITATION ................................................................... 143
8.3.19.3. ACTION TO BE TAKEN IN CASE OF PILOT INCAPACITATION ................................ 144
8.3.19.4. ACTION TO BE TAKEN IN CASE OF FLIGHT ATTENDANT INCAPACITATION .......... 144
8.3.20. CABIN SAFETY POLICIES & PROCEDURES ...................................................... 145
8.3.20.1. CREWMEMBERS PRE-FLIGHT SAFETY BRIEFING .................................................. 145
8.3.20.2. ONBOARD SMOKING AND ALCOHOL REGULATION ............................................ 145
DISEMBARKING ...................................................................................................................... 145
8.3.20.4. SAFETY PRECAUTIONS DURING TAXI, TAKE-OFF AND LANDING ......................... 145
8.3.20.5. PORTABLE ELECTRONIC DEVICE .......................................................................... 145
8.3.20.6. PASSENGER BRIEFING PROCEDURES ................................................................... 146
8.3.20.6.1. SAFETY INSTRUCTION CARDS....................................................................... 146
8.3.20.6.2. STANDARD BRIEFING ................................................................................... 146
8.3.20.6.3. INDIVIDUAL SAFETY BRIEFINGS.................................................................... 147
8.3.21. IRREGULARITIES, ABNORMAL AND EMERGENCY PROCEDURES ................ 149
8.3.21.1. DIVERSION .......................................................................................................... 149
8.3.21.1.1. GENERAL ...................................................................................................... 149
8.3.21.1.2. DIVERSION FUEL POLICY .............................................................................. 149
8.3.21.1.3. COORDINATION REQUIREMENT .................................................................. 149
8.3.21.1.4. DIVERSION AIRPORT .................................................................................... 149
8.3.21.1.5. FLIGHT PLAN AND ATC CLEARANCE ............................................................. 149
8.3.21.1.6. NOTIFYING FA AND PASSENGERS ................................................................ 150
8.3.21.1.7. CREW AND AIRCRAFT SCHEDULE ................................................................. 150
8.3.21.2. COMMUNICATION FAILURE ................................................................................ 150
8.3.21.3. ELECTRICAL FAILURE ........................................................................................... 150

8.3.21.3.1. INDICATIONS OF ELECTRICAL FAILURE ......................................................... 150

8.3.21.3.2. ACTIONS TO BE TAKEN IN CASE OF ELECTRICAL FAILURE ............................ 150
8.3.21.4. PRESSURIZATION FAILURE .................................................................................. 151
8.3.21.5. FIRE AND SMOKE ................................................................................................ 151
8.3.21.5.1. CAUSE OF FIRE AND SMOKES....................................................................... 151
8.3.21.5.2. ACTIONS TO BE TAKEN IN CASE OF FIRE ...................................................... 151
8.3.21.5.3. SMOKES AND VAPOR REMOVAL .................................................................. 152
8.3.21.6. ENGINE INOPERATIVE ......................................................................................... 152
8.3.21.7. ENGINE FIRE ........................................................................................................ 152
8.3.21.7.1. ENGINE FIRE ON GROUND ........................................................................... 152

8.3.21.7.2. AIRCRAFT FIRE WARNING ............................................................................ 153

8.3.21.8. LANDING GEAR FIRE............................................................................................ 153
8.3.21.9. UNLOCKED LANDING GEAR................................................................................. 154
8.3.21.10. MEDICAL EMERGENCIES ..................................................................................... 154
8.3.21.10.1. SERIOUS MEASURES .................................................................................... 154
8.3.21.10.2. MEDICAL ATTENTION ON ARRIVAL REQUEST .............................................. 154
8.3.21.10.3. FIRST-AID INSTRUCTIONS ............................................................................ 155
8.3.21.10.4. APPARENT DEATH IN FLIGHT ....................................................................... 155
8.3.21.10.6. REPORTS ...................................................................................................... 155
8.3.21.11. EMERGENCY LANDING – GENERAL ..................................................................... 156
8.3.21.11.1. GENERAL ...................................................................................................... 156
8.3.21.11.2. COMMUNICATION WITH ATC ...................................................................... 156
8.3.21.11.3. COMMUNICATION BETWEEN CREWMEMBERS ........................................... 157
8.3.21.11.4. PREPARATION OF THE AIRCRAFT ................................................................. 157
8.3.21.12. EMERGENCY LANDING ON LAND ........................................................................ 158
8.3.21.12.1. CHOICE OF THE LANDING AREA ................................................................... 158
8.3.21.12.2. EXECUTION OF THE LANDING ...................................................................... 158
8.3.21.12.3. EVACUATION OF THE AIRCRAFT .................................................................. 158
8.3.21.13. EMERGENCY LANDING AT SEA (DITCHING) ......................................................... 158
8.3.21.13.1. ACTION BEFORE DITCHING .......................................................................... 158
8.3.21.13.2. EXECUTION OF DITCHING ............................................................................ 159
8.3.21.14. EVACUATION DIRECTIVES ................................................................................... 163
8.3.21.14.1. GENERAL ...................................................................................................... 163
8.3.21.14.2. MINIMUM TIME AVAILABLE ........................................................................ 163
8.3.21.14.3. TIME AVAILABLE .......................................................................................... 163
8.3.21.14.4. INITIATION OF THE EVACUATION ................................................................ 164
8.3.21.14.5. EVACUATION COMMANDS FLOWCHART ..................................................... 165
8.3.21.14.6. POST EVACUATION ...................................................................................... 165
8.3.21.15. EMERGENCY DESCENT ........................................................................................ 166

8.3 FLIGHT PROCEDURES
8.3.1 GENERAL POLICIES
8.3.1.1 VFR/IFR POLICY
BATIK AIR does NOT conduct VFR flights. It is Company policy that all flights are released and
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 cancelled. No clearance, requiring to maintain own separation and to remain in VMC for the
cruise portion of the flight may be accepted.
For limited portions of climb, descent and approach an exception may be made by day, when non-
acceptance of such clearance would result in unacceptable fuel penalties or delays, provided:
• VMC clearance is not at flight crew initiative (ATC to propose);
• Weather conditions are such that flight in uninterrupted VMC is possible throughout such portion
of flight;
• Effective radar service is available;
• "Known traffic" information is provided by the appropriate ATS unit and can be assessed by the
PIC relative to his own flight;
• Either separation from other traffic involved i.e. close to relevant procedural separation
standards or such traffic is in sight and positively identified.
8.3.1.2 FLIGHT IN UNCONTROLLED AIRSPACES
Though current BATIK AIR Operations Specifications authorize the Company to conduct operations in
uncontrolled airspaces, it is BATIK AIR policy to prohibit operations in uncontrolled airspaces.
Therefore flight crews are NOT authorized to operate in uncontrolled airspaces.
8.3.1.3 CREW RESSOURCES MANAGEMENT

It is BATIK AIR policy that the Crew Resources Management (CRM) principals as taught during recurrent
CRM training are utilized in the conduct of all flight operations. This implies the effective use of human
resources, hardware and information through enhanced communication and coordination among the
entire crew.
CRM principals are to be applied by all crewmembers, including flight attendants, to enhance safe and
efficient operations, and are an effective tool be used for error detection and minimization.
The Principles of 4 (four) P’s; Philosophy, Policies, Procedures and Practices (Behaviours) define the
Batik Air approach to CRM. Principles form the basis for our philosophy; our philosophy shapes our
policies; policies guide the development of procedures and practices.
CRM Principles
One principle, thoroughly understood, can help solve many problems. Crewmembers should think
deeply about this idea, particularly in light of the Batik Air CRM principles:

1. Safety is my duty.
2. No one is perfect, everybody makes mistakes.
3. CRM is the way to correct mistakes.
4. Teamwork is the result of cooperation, not competition.
5. It is what is right, not who is right, that matters.
6. Do first things first.
7. Encourage open discussion
8. Be self-critical and self-correcting.
9. Good EQ (emotional intelligence) enhances crew performance.
10. When in doubt, check it out.

11. Don’t rush! Stay cool! Think it out!

12. Take care of each other.
CRM Philosophy
1. CRM is the effective use of all available resources (people, equipment, and information) to
achieve the highest possible levels of safety and efficiency.
2. CRM ability and a facility for teamwork shall be selection criteria for all crewmembers.
3. CRM is based on the principle of synergy (teamwork) functioning within a cultural environment
that supports and encourages human growth and commitment.
4. CRM involves the continuous improvement of procedures, attitudes, and behaviours, applying
human factor concepts to enhance individual and crew performance.
5. CRM training is focused on specific teamwork, communication, decision-making, and workload
management behaviours that have been proven to enhance personal effectiveness and job
satisfaction.
6. As a result of CRM training, employees will be better able to function as members of self-
criticizing, self-correcting teams.
CRM Policy
1. CRM principles and behaviours must be fully integrated into all aspects of flight operations
training.
2. Periodic CRM assessments and performance feedback will be conducted for all flight
crewmembers, Cabin Crews, and dispatchers, in order to assure effective teamwork.
3. Crew Rosters for crewmembers will be prepared and administered to assure adequate rest and
safe crew pairings (i.e., new captains will not be scheduled with new first officers unless a
DGCP/CCP or Flight Instructor Aircraft is part of the crew).
4. The PIC shall be responsible for establishing an environment of trust and mutual commitment
prior to each flight, encouraging his fellow crewmembers to speak up and to accept mutual
responsibility for the safety and well-being of the passengers, cargo, and equipment entrusted
to them. “What’s right, not who’s right” shall be the motto of all members of the Batik Air
operating team.
5. Each Batik Air crewmember shall be responsible for notifying the pilot-in command of any
condition or circumstance that might endanger the aircraft or impair the performance of any
flight crewmember.
6. CRM skills and performance will be periodically evaluated at all organizational levels to provide
regular feedback and ensure continuous improvement.
7. CRM skills and performance will be a factor in the promotion of all Batik Air crewmembers.
8. In order to enhance operations safety an initial joint training on CRM topics among Flight
Operation personnel will be initiated.

CRM Behaviours
Batik Air CRM training is designed to provide participants with a clear understanding of CRM
Behavioural Objectives. These behavioural objectives fall into four major categories:
1. Teamwork,
2. Situational awareness
3. Communication,
4. Decision -making,
5. Workload management.
6. Threat management

7. Error management

Crewmembers are expected to master these behaviours in the course of CRM and CRM LOFT training
and to apply them during flight operations.
8.3.1.3.1 SITUATIONAL AWARENESS

At all times, one pilot shall maintain heads-up and monitor the flight. Crew should remain vigilant of the
environment outside of the cockpit especially in congested areas and/or adverse weather.
When occupying an active runway e.g. backtracking or holding in position or when conducting a final
approach to an assigned runway, the crew shall listen out and give attention to communications related
to the active/landing runway.
During ground operations and during climb and descent, all operating crewmembers shall monitor the
flight and avoid non-essential tasks such as completing the CFP, VR or Technical Log. Close attention
shall be paid to the flight when within 1000 ft of the assigned altitude/flight level.
8.3.1.3.2 SUPPORT PROCESS
THE SUPPORT PROCESS
The Support Process is a communication tool that should be employed as often as is needed to enhance
flight-deck safety. It has three phases with progressively heightened level of assertiveness - the
Guidance Phase, the Procedural Phase and the Emergency Statement Phase.
It is evident that the assertiveness of the PM is crucial in ensuring the safe conduct of the flight.
Consequently, the Support Process is designed primarily for the First Officer when he is the PM.
The terminology and examples employed in this policy assume that the First Officer is the PM and that
he shall invoke the Support Process when required.
The Support Process is designed to include and stress increasing urgency in communication based on
legitimate concern for the safety of the flight. Progress to the next phase should be made only when no
satisfactory response to the earlier phase is obtained. It is envisaged that the Procedural and Emergency
Statement Phases would rarely be reached.
THE GUIDANCE PHASE
The Guidance Phase is prescribed, as the terminology expresses, to guide. It is designed to optimize
team situation awareness through communication. It is not designed to diminish or usurp command
responsibility. It is envisaged that most, if not all, situations will be resolved in this Phase. The Guidance
Phase marks the commencement of the Support Process, commonly invoked with the proclamation
"CAPTAIN, I AM CONCERNED" by the PM. The PF upon recognizing that the Support Process has
been initiated must respond to the PM and resolve the ambiguity as soon as practicable.
Examples of the statements and queries that may be employed in the Guidance Phase are as follows:
 to relay information/observation that you think the PF may not be aware of , for example "There
is a runway change after 0600 UTC" or "it is danger area 211 which is active today 213."
 to inquire from or to question the other crew member so as to provide a basis for a solution, for
example "Will ATC shorten our track miles to touchdown?"
 to express concern about the effects of information being ignored, for example "Capt I am
concerned that if you do not start configuring the aircraft we will be too fast for the approach."

THE PROCEDURAL PHASE
If resolution is not achieved in the Guidance Phase it then becomes necessary at some stage of the
Support Process to revert to a more procedural tool that would require a positive response.
This Phase requires a mention of a "Solution Statement" which conveys the need for the PF to act in
order to prevent an undesired outcome. It includes the crewmember’s position, the proposed action and
the consequences, for example "Captain, increase rate of descent or we will be too high" or "Captain,
reduce your rate of descent to avoid a TCAS RA." Likewise with the initial phase, the PF must response
to the PM and resolve the ambiguity as soon as practicable.

THE EMERGENCY STATEMENT PHASE

This Phase has an element of compliance and should rarely be used. It recognizes that it is possible for
a crewmember to become so channeled and intent on achieving a certain aim that he becomes oblivious
to external influences. This phase is the last attempt to enhance the PF’s situation awareness to avert
a serious consequence. The Emergency Statement should strongly stress that action must be taken
immediately to avoid an incident, accident or major breach of safety. It will be preceded by the
proclamation "CAPTAIN, YOU MUST ACT NOW" by the PM. An example of the Emergency Statement
is "Captain, you must act now, go around!" If the PF has failed to resolve the ambiguity in the earlier
phases, he must immediately do so at this phase.
The mechanism used to cue this stage needs to be simple and unambiguous. If the solution statement
has been used without prompting a sufficient response that resolves the situation then the Emergency
Statement is mandatory.
Failure to respond to the Emergency Statement should be considered as some form of incapacitation
and a positive take-over of control by the PM becomes mandatory.
OPERATIONAL REQUIREMENTS
All crew trained in the Support Process are expected to employ it, whenever necessary, during their
operation. The intent is not to spell out the exact language and terms that should be used in the Support
Process. It shall be left to the crew to assess the situation and employ the Support Process appropriately
through effective communication and coordination. Whilst the Support Process can be employed during
any phase of flight, its significance towards sustaining the Stabilized Approach criteria has been a major
consideration in its implementation.
RESOLUTION AND FOLLOW-UP
Resolution can be achieved at any time and the Support Process encourages it at the earliest possible
stage. It is important to realize that resolution may be achieved nonverbally. Initiating appropriate action
could also resolve the situation at hand.
Should any crewmember believe that an incident was not resolved following the use of the Emergency
Statement, it would then indicate that flight-deck discipline could have broken down and the safety of
the flight compromised. If this occurs, a Voyage Report must be submitted by either crewmember to
their Fleet Management.
Fleet Management will conduct an interview with both the crew concerned to establish the facts, to seek
resolution or to conduct an investigation if necessary in the interest of flight safety.

8.3.1.4 STERILE COCKPIT PROCEDURES

Sterile cockpit procedures are implemented to ensure communication to and from the cockpit as well as
communications within the cockpit are restricted to safety and operational related communications to
avoid distracting the flight crew from full attention to aircraft operation.
During all critical phases of flight:
• Flight Crew (including occupant(s) of the jump seat) must limit conversation and activity to that
directly and strictly associated with the safe operation of the aircraft;
• Flight Attendants must not contact the cockpit except for safety-related/abnormal/emergency
reasons, or other critical operational reasons, by using pilot alert or emergency call;
• Calls and public address must be limited to those required for the safe operations of the aircraft.

Critical phases of flight are defined as follows:

• From the time the aircraft commences movement prior to takeoff until the SEAT BELT sign has
been switched off during climb or a minimum of 10,000 feet, whichever is higher; and
• From the time the seat belt is switched on in preparation for landing until the aircraft has stopped
and the engines shut down; or
• Such other period as declared by the PIC.
Also refer to §8.3.1.5.1.9 - “Non-essential duties”.
For the entire duration of the flight:
• Flight Attendants must use the interphone to request flight crew authorization prior entering the
cockpit.
• To avoid distraction from critical radio communications, when authorized to enter in the cockpit,
flight attendants must never speak until a flight crewmember acknowledges their presence.
Entire duration of the flight means from the time the aircraft commences movement prior to takeoff until
the aircraft has stopped and the engines are shut down.
8.3.1.5 FLIGHT CREW DUTIES / AIRCRAFT CONTROL
8.3.1.5.1. GENERAL
Flight crew duties are assigned in accordance with their roles as Pilot Flying (PF) and as Pilot Monitoring
(PM). There must always be one flight crew member acting as Pilot Flying (PF) and one as Pilot
Monitoring (PM). Distinction between PF and PM must always be clear.
Certain duties are always assigned to the PIC. In particular, the PIC must be in control of the airplane
during the following phases (for training purpose however, control can be entrusted to trainee under
instructor’s monitoring):
• Engines Start;
• Taxi-in/-out Ramp Area;
• Approaching and parking at gate/spot;
• Abnormal condition is encountered or expected;
• Other situations where necessary to ensure safe operation.
8.3.1.5.2. ASSIGNMENT OF DUTIES DURING NORMAL OPERATIONS

The following principles apply for general PF / PM allocation of duties (specific task sharing is further
detailed in respective aircraft type FCOM):
NORMAL OPERATIONS
PF IS RESPONSIBLE FOR: PM IS RESPONSIBLE FOR:
• Flight path and airspeed control • Flight path and airspeed control
• Aircraft configuration monitoring

• Navigation  Navigation monitoring

 Communication
 Checklist reading
 Execution of actions on PF request
8.3.1.5.3. ASSIGNMENT OF DUTIES IN ABNORMAL AND EMERGENCY SITUATIONS
The following assignment of tasks sharing is recommended:

EMERGENCY AND ABNORMAL SITUATIONS

PF IS RESPONSIBLE FOR: PM IS RESPONSIBLE FOR:
• Throttles / Thrust Levers. • Checklist reading;

• Flight path and airspeed control; • Execution of required actions on PF
request;
• Aircraft configuration;
• Engine fuel levers, fire handles and
• Navigation;
guarded switches (irreversible actions),
• Communication. with confirmation of PF.
Emergency and abnormal procedures are to be initiated on command of the Pilot Flying.
The PIC may change over the control at any time to ensure that the highest level of safety is maintained.
During an emergency or abnormal situation, the PIC must allocate crew duties to ensure that the highest
level of situation awareness is maintained in the cockpit and cabin. This will prevent all attention being
totally directed at resolving the emergency or abnormal situation to the detriment of safe flight. Any
ambiguities, confusion, unresolved discrepancies or use of improper procedures must be discussed
immediately, and if necessary, a missed approach initiated to allow remedial action at safe altitude.
Following a flaps malfunction / jamming, any approach and landing with zero-degree flap configuration
must be flown by the PIC. Approach and landing following other emergency or abnormal situation must
be conducted such as to ensure the highest level of safety.
Following an in-flight emergency or abnormal situation, all approach either instrument or visual should
not be commenced or should be discontinued, until the Emergency Memory Items and subsequent
procedures and have been completed. For more detail, refer to respective aircraft type FCOM.
8.3.1.5.4. LIMITATIONS FOR LESS EXPERIENCE PILOT

Chief Pilot / Fleet Chief Pilot on type must make sure that all pilots are aware of the limitations for less
experience pilots, and that the following policy is understood by all pilots. The exception to those
conditions stated below, is when the PIC is a qualified Flight Instructor (Airplane) and in emergency
situations (e.g. pilot incapacitation).
• First Officer (FO) is only allowed to become a Pilot Flying (PF) after reaching a 100 hours flight
time on type after checked out;
• FO with more than 100 hours flight time on type after checked out, but less than 200 hours on
type after checked out, may become the PF under the following conditions:
 Visibility ≥ 5 KM
 Cloud Ceiling ≥ 1000 ft.
 Wind component ≤ 10 kts with no gust factor.
 Runway dry with no tailwind condition.
 Precision Approach only.
• An extreme caution must be exercised anytime flying with less experienced pilot. PIC must be
prepared to take over the flight control, especially during take-off and landing when FO is the
PF, PIC must keep a soft touch on rudder pedal, control column and thrust lever. On A320, PIC
must be prepared to take over the control using the take over button on his side stick.

• When the PIC has less than 100 hours on type, he is not allowed to entrust the control to the
FO, irrespective of the FO total flight time on type. (Refer to OM Part A Chapter 4.2.3 Pilot
Pairing Requirement).
8.3.1.5.5. FIRST OFFICER ROUTE FLYING
1. Pilot in Command (PIC) may, at his absolute discretion, permit First Officers with more than 200
hours (300 hours for B737-900) on type after checked out to carry out route flying under
his supervision. He should consider the following when making this decision:
a. Airplane technical status.

b. Airport category limitation; i.e., category C or as stated in Company Airport Briefing.

c. Airport environment − terrain, approach aids, visual illusions, runway length, etc.
d. Prevailing weather − gusts, turbulence, thunderstorms, etc.
e. Requirements of Chapter 8.3.1.5.1.4 Limitation for Less Experience Pilot.
f. As a reference, the following guidelines may be employed taking into consideration the
Experience level of the First Officer,
• Takeoff: Vis > 800m, Crosswind < 20kts.
• Landing: Vis > 3km , Ceiling 500ft or higher, Crosswind <15kts
• Takeoff and Landing: tailwind < 10kts.
2. The PIC shall announce: “I have control” and take over the flying controls when the situation
requires it.
For A320 family, the PIC must guard the flight controls / side stick on the approach and
Landing, and be ready to take over the controls promptly, especially during the landing. For the
A320, the side stick pushbutton should be used anytime the PIC decides to take over the
controls of the aircraft, in order that dual inputs to the controls is not applied inadvertently, and
bearing in mind the aircraft responds to the summation of side sticks inputs.
3. The Captain and First Officer must ensure that the route flying is properly recorded in the
Voyage Record, utilizing the appropriate codes, and in the flying log book.
4. Should an abnormal situation arise, the Captain shall take over control of the airplane at the
Earliest appropriate time and shall resume the PF role with the First Officer reverting to the PM
Role.
5. NOTHING IN THIS ORDER DETRACTS FROM THE OVERALL RESPONSIBILITY OF THE
PILOT IN COMMAND FOR THE SAFETY OF THE AIRCRAFT.
8.3.1.5.6. CONTROL HANDOVER
During handover and undertaking of flight control, the following phraseology must be used in order to
make the transfer clear:
• Pilot handing over the control: “YOU HAVE CONTROL”
• Pilot undertaking the control: “I HAVE CONTROL”
Flight crew who handed over the control must convert to PM after normal control of airplane, by the flight
crew who has undertaken the control is confirmed.
Any change over of control from Second in Command to the PIC should be done any time the PIC
deems it necessary.
8.3.1.5.7. ACKNOWLEDGEMENT OF ORDERS
All orders related to the handling of the aircraft given by the PF must be acknowledged by the PM when
carried out, as applicable.

Orders, which require some time for completion (e.g. flap and gear retraction, power adjustment, request
for clearance etc.) must be repeated by the crewmember concerned and acknowledged as soon as the
desired position setting etc., has been obtained.
During normal operations, crosscheck of certain actions is required either by verbal response to a
command, the checking of an aircraft system response or verbal response or acknowledgment of a
pilot’s action.
Aircraft systems or actions requiring crosscheck and confirmation are as follows:
• Aircraft configuration changes (landing gear, wing flaps, speed brakes);
• Altimeter and airspeed bug settings;
• Altimeter subscale barometric pressure reference settings;

• Altitude window selection;

• Transfer of control of the aircraft;
• Any changes or entries to the Automated Flight System (AFS)/Flight Management System
(FMS)
• Radio navigation aids during departure or approach;
• AFS/FMS entries related with performance, weight and balance calculations
8.3.1.5.8. CREW CROSSCHECK AND CONFIRMATION OF CRITICAL ACTIONS

During abnormal/non-normal and emergency situations, a crosscheck and verbal confirmation by two
flight crew members (dual response) must take place before the actuation of any critical aircraft system
control. The following are considered critical controls:
• Engine thrust levers;
• Fuel master or control switches;
• Engine fire handles or switches;
• Engine fire extinguisher switches;
• IDG/CSD disconnects switches.
8.3.1.5.9. NON-ESSENTIAL DUTIES

• Any paperwork other than completing the flight plan should be left until cruising level. The
completion of the flight plan must not be undertaken until above transition altitude and an
autopilot is engaged.
• Non-essential calls to the Company should not be made below 15,000 ft. (FL150).
• Pilots shall refrain from discussing non flight related topics when:
 Below 10,000 ft. AAL;
 1,000 ft. to cleared altitude target, or to transition altitude / FL.
 Reading any materials other than material provided by the company and listening to the music
in the cockpit during flight is prohibited.
8.3.1.6 USE OF AUTOMATION
8.3.1.6.1. GENERAL
Aircraft automation includes all systems of automated flight control, automated aircraft system control
and automated flight management and navigation systems.
Flight crews are encouraged to utilize aircraft automation to the highest level possible whilst keeping the
following factors in mind:
• Use of Automation:
 Automation enhances flight safety, navigation precision, flight envelope protection,
passenger comfort and economy of operation;

 Automation assists the reduction of pilot workload and flight crew must utilize automation in
high density traffic, during low weather minima operations, and when aircraft serviceability is
degraded;
 Flight crew must utilize automation to the maximum extent possible during
abnormal/emergency operations;
 Flight crew procedures, including task sharing PF/PM duties are detailed in the respective
aircraft type FCOM and must be utilized for all aircraft types.
• Monitoring of Automation:

 Flight crews have an obligation to monitor at all times the activity of aircraft automatic
systems for correct and appropriate operation of the aircraft;

 Flight crew must not rely on automatic systems to the detriment of flight path control;
 Flight crew must perform appropriate cross-checks and make the required call-outs for all
mode control panel inputs or mode changes;
 Flight crew must supervise the resulting guidance and aircraft response;
 Flight crew must disconnect or downgrade the level of automation where aircraft or system
response is not appropriate to a command input or Flight Management System selection.
The PF must continuously be in control of the aircraft, including when using automation and be prepared
to revert to manual control whenever required.
In addition, during automatic flight the PF must guard the flight controls and thrust levers whenever the
aircraft is below 2,500 AGL as indicated by the radio altimeter.
8.3.1.6.2. AUTOPILOT MINIMUM ENGAGEMENT / DISENGAGMENT ALTITUDES

In climb, cruise and descent, the autopilot may not be engaged below 500 feet AGL or twice the
maximum altitude loss specified in the respective aircraft type AFM for a malfunction of the AP under
cruise conditions, whichever is higher. Minimum height above airport elevation to engage the autopilot
after takeoff is 100 feet AGL or 5 seconds after lift-off for A320, 400 feet AGL for B737NG.
Minimum altitude for disengaging the autopilot (refer to aircraft type FCOM):
• During a Precision approach, the autopilot must be disengaged below DA(H), unless an
AUTOLAND is performed;
• During a (straight-in) Non-Precision Approach, the autopilot must be disengaged below
MDA(H);
• During circling approach the autopilot must be disengaged when intercepting the visual profile;
• During a visual approach the autopilot must be disengaged below 500ft AGL.
8.3.1.6.3. MANUAL FLIGHT
• Flight Crews are permitted to conduct manual flight for the purposes of maintaining flying skills
provided safety is not compromised;
• Manual flight conducted where the use of automation would normally be expected, must be
accompanied by an appropriate briefing, stating when the period of manual flight is to occur, for
situational awareness of all pilots;
• Flight Director must NEVER be switched off, except where procedures specifically require to do
so (e.g. visual circuit);
• During manual flight, PM should place particular emphasis on his monitoring role, delaying other
duties until a suitable time when full automation is restored;
• Whether flying as PM or PF, instructors may use his discretion on engagement/disengagement
altitudes of the autopilot, within the limitations of the aircraft.

8.3.1.7 SIMULATION OF ABNORMAL AND EMERGENCY SITUATIONS
BATIK AIR strictly prohibits the simulation of abnormal or emergency situations when passengers and/or
cargo are being carried. In the case of non-revenue training flight, refer to OM Part A, Chapter 8.7.3.3.
8.3.1.8 RUNWAY INCURSION

A. Runway incursion may be defined as an occurrence whereby an aircraft, ground vehicle, person or
object enters, crosses, occupies or infringes any part of an active runway without an ATC clearance,
creating a collision hazard on the ground, or results in a loss of required separation with an aircraft

taking off, intending to take off, or intending to land. ICAO defined Runway Incursion in 2006 as

“Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person
on the protected area of a surface designated for the landing and take-off of aircraft.” For pilots,
runway incursion can occur as a result of disorientation or confusion of taxiways (for example due
to significantly reduced visibility), or a misunderstanding of ATC instructions. Pilots are required to
maintain the highest level of situational awareness to avoid such occurrences. This includes, for
example, awareness of surface movement of aircraft whilst conducting an approach. Monitoring of
communications, visual sighting and the use of TCAS traffic indications are examples of the tools
available to pilots for such awareness. Pilots have an obligation to stop the aircraft and seek ATC
instruction at any time there is doubt as to the location of the aircraft or there is confusion aver an
ATC clearance or instruction.
B. A higher risk of incursion may exist under the following circumstances:
 Low visibility conditions, especially at night, due to rain, fog, snow, haze, dust;
 Limited or restricted visibility of movement aircraft from the control tower;
 Complicated taxiway layouts;
 Unfamiliarity of pilots with the aerodrome layout;
 Times of unusually high workload of pilots or controllers;
 Pilot/controller accent/language problems;
 Works in progress that requires man of aircraft not normal for that airport (for example back-
tracking on a runway);
 Runways used as taxiways;
 De-graded or poorly maintained taxiway, runway hold line or runway markings;
 Pilots/controllers not complying with standard phraseology;
 Incomplete or undetected incorrect read-back of clearances;
 Land and Hold Short Operations (LAHSO);
 Congested airports.
C. During times of high risk of incursion, pilots shall be alert to the possibility and shall adopt any of the
following actions, as appropriate, to mitigate risk:
 Employ aircraft exterior lighting to enhance aircraft visibility;
 Pre-brief intended taxiway routes (including pre-landing brief);
• Write down complicated taxi instructions;
• Be alert to confusing anticipated taxi route with an ATC clearance route;
• Delaying the conduct of checklists during taxiing;
• Maintaining maximum lookout by both pilots;
• Enforcing Sterile Cockpit rule;
• Avoid stopping the aircraft without advising ATC;
• Cross-confirmation between pilots of all turns to new taxiways and taxiway crossings;
• Never cross red lighted stop bars without positive clearance from ATC;
• Never cross a runway unless the taxi clearance explicitly includes a clearance to cross that
runway;
• Illuminate the aircraft strobe lights when entering or crossing a runway;

• All “hold short” instructions must be read back, and the location of the “hold short” confirmed
between the PF and PM;
• Before entering the runway, inform ATC if extra time is required on the active runway prior to
brakes release for takeoff;
• Utilize flight management system displays for confirmation of position/direction, and for
alignment on the active runway;
• Utilize transponder equipment as permitted, to monitor other aircraft position;
• Ensure transponder is switched on where ground surveillance radar requires it;
• Be alert to the possibility of call sign confusion, and particularly be aware if another aircraft reads
back a clearance intended for you.

D. Pilots shall review airport charts with particular endeavor to identify areas of airports that may pose
higher incursion risk. Areas of interest include:
• Taxi intersections with high speed runway exits;
• Closely spaced parallel taxiways and runways;
• Areas where control tower or ground movement control personnel have restricted visibility of
movement areas due to building or other structures;
• Airports that utilize Land and Hold Short Operations (LAHSO).
Areas of airports where potential for incursion has been identified are called “hot spots” and may be
delineated on some airport charts.
E. Extensive planning and briefing prion to operating in the airport environment will improve
understanding among flight crews and benefit situation awareness. All flight crews shall maintain
highest level of situation awareness.
On the ground
 The pilot seated in the left has to prioritize concentration to taxi, while the pilot seated in the
right will read airport chart then advice taxi direction to the pilot seated in the left.
 During Low Visibility Operations (LVOPs) it is recommended that checklists be suspended or
delayed until the aircraft is stopped.
 Pilots have the obligation to stop the aircraft and seek ATC instruction at any time there is
doubt as to the location of the aircraft or there is confusion over an ATC clearance or
instruction.
 Before entering the runway both pilots are to confirm that clearance has been given.
 Pilots will use judgment to question clearance, if take off clearance has not been received
within predicted amount of time after holding in the position for takeoff.
During approach to land
 Both pilots are to brief and setup the approach for the intended runway.
 Once clearance has been given, both pilots will confirm approach clearance has been given
for the intended approach and runway.
 Both pilots will maintain situation awareness while in the airport environment.
 While the PF has to prioritize concentration to flight, the PM will read available chart and verify
correct approach procedure is followed.
 Upon given clearance to land, both pilots are to confirm the aircraft is align to the runway
cleared for landing.

General Flight
8.3.2 GENERAL FLIGHT PROCEDURES
8.3.2.1 TAXI
8.3.2.1.1. TAXI AND TAKEOFF BRIEFING
The taxi and take-off briefing must be completed before starting engine or starting push-back / pull-out.
The briefing must be conducted according to the following scheme (responsibilities for briefing specific
items are indicated in brackets):

1. TASK DISTRIBUTION / TEAMWORK ( PIC )

General
Rejected Take-off
2. AIRCRAFT STATUS ( PIC )

MEL / Deferred Items / CDL
3. CONDITIONS AT DEP. AIRPORT ( PIC )

NOTAMs
Weather, Runway Condition
Ground Movement
4. TYPE OF TAKEOFF ( PIC )

Thrust / Flap Setting
5. SID (PF)
Chart Index & Date
Takeoff Runway
Noise Abatement Procedure
Departure Route
Transition Altitude / Safe Altitudes
Navigation Setup
Engine Failure Procedure
In addition, for the first sector of the day, or following a change of either flight crew member, the PIC
shall perform the following suggested failure-during-take-off briefing:
Standard Procedures and Callouts.
If malfunction occurs, call out SYSTEM and CONDITION.
If malfunction occurs before V 1, I will announce “STOP” or “GO”
If I announce “STOP” I will do the reject take off actions.
If a malfunction occurs at or after V 1, the takeoff will continue and there shall
be no actions below 400ft AAL.
For RHS sector;

If a malfunction occurs at or after V 1, the takeoff will continue, and you will continue
flying the aircraft until I announce ‘I HAVE CONTROL’, at which point you shall hand
over controls and revert to support duties.”

General Flight
8.3.2.1.2. TAXIING
The following apply to both taxi-out and taxi-in operations:

• Read NOTAM carefully for taxiway(s) closure, WIP, heavy equipment’s in proximity area,
degrading of taxiway lightings etc.
• Both crewmembers are to ensure that the aircraft is taxiing safely and in accordance with ATC
instruction. If any doubt exists in respect to any radio communication, instruction or maneuver,
stop the aircraft and obtain immediate confirmation and, if required, request “DETAILED TAXI
INSTRUCTIONS”.

• Monitor for departing and arriving traffic from the intended movement area;

• Delay the conduct of checklists if necessary;
• Maintain maximum lookout by both pilots;
• Enforce Sterile Cockpit rule;
• Increase awareness of ground collision when taxiing in reduced visibility;
• The PM will clearly observe and state that the aircraft is “CLEAR RIGHT” when it is likely that
the PF does not have a clear view of the intended taxi route. If any doubt exits, the aircraft must
be stopped until the situation is resolved;
• The PM must have the Ground Chart Template ready, to guide the PF.
• The RHS pilot will clearly observe and state that the aircraft is “CLEAR RIGHT” when it is likely
that the LHS pilot does not have a clear view of the intended taxi route. If any doubt exits, the
aircraft must be stopped until the situation is resolved;
• Brake wear depends on the number of applications, not the intensity, or pressure applied. Pilots
should be conscious not to apply unnecessary braking actions during taxiing, but not at the
expense of safe taxiing;
• Inappropriate taxi speeds can result in longer taxi times and higher taxi fuel burn. Whilst the
maximum speed in a straight line is restricted to 30kts, braking should be applied as required to
keep the speed appropriate and below maximum;
• The pilot taxing the aircraft should allow the aircraft to accelerate to 30 kts and should then use
one smooth brake application to decelerate to 10kts;
• Where traffic congestion or local conditions dictate (such as aprons), appropriate and
conservative taxi speeds are required. Sound judgment and good airmanship will determine
when maximum taxi speeds are not appropriate;
• For passenger comfort, fast-taxiing speeds with sudden application of breaks or sharp turn
should be avoided.
• Taxi speed limits as follows:
High speed exit 50 kts (reducing to 30 kts by main taxiway)
Straight line on runway 50 kts (reducing prior any turn)
Straight line on taxiway 30 kts
Turns ≥ 90° ≤ 10 kts
Aprons / Ramp area 15 kts
In the vicinity of obstructions 5 kts
NOTE: 180-degree turn on runway must be performed with extra cautious, especially when turning node
associated with runway not available.
8.3.2.1.3. SINGLE ENGINE TAXI

• Taxiing-out (i.e. prior to take-off) with one engine shut down is NOT permitted.
• Taxiing-in (i.e. after landing) with one engine shut down is permitted on A320 (refer to FCTM /
FCOM).

General Flight
8.3.2.2 TAKE-OFF
8.3.2.2.1 BEFORE TAKE-OFF BRIEFING
During taxi and before commencing the before takeoff procedure, the PF must give a concise reminder
of the following elements:
1. Departure runway;
2. Cleared SID or routing ;

3. First heading;
4. First cleared altitude or constraint;

5. Any additional ATC instructions / change that has occurred since the full taxi and take-off
briefing or state “TAKE-OFF BRIEFING CONFIRMATION NO CHANGE” if the departure is to
be carried out as per full briefing.
For any change in SID and/or Runway in use, the "Take Off Briefing Confirmation" must be performed
and should include:
 Runway in use and its condition (WET or DRY);
 SID;
 Take-Off Flaps;
 Significant Weather or Traffic;
 Any other issue related to the Take-Off and Departure.
This should be conducted:

 During taxi, in straight line with less distraction;
 Before the "Before Take Off Checklist" for B737NG or "Before Take Off Checklist Below the
Line" for A320;
 By FO and must be acknowledged by the PIC;
 Any time at PIC discretion when he consider it safe to do so.
8.3.2.2.2 ROLLING TAKE-OFF
Rolling takeoffs are permitted.
8.3.2.2.3 DURING TAKE-OFF
Talking must be strictly limited to the required commands and calls as specified in the specific aircraft-
type FCOM. In case of malfunctioning, which may affect the take-off, the PIC will decide upon the action
to be taken and give the appropriate command when required.
NOTE: to ensure good verbal communication between flight crews, those wearing headphones will keep
one ear free during take-off.
8.3.2.2.4 REJECTION OF TAKE-OFF

For each aircraft type, required acceleration stop distance data is established during the aircraft
certification process based on demonstration performed on a dry runway by a highly skilled experimental
pilot well prepared for his task, who knows beforehand which abnormal condition he will encounter and
when this will happen.
For the line pilot the circumstances are different when engine thrust is lost before or at V1, because he
does not know when a failure will occur.
Furthermore, the line pilot may operate from slippery runways with a braking coefficient that is less than
the one used for the ASD demonstrations. Notwithstanding the use of a time delay before taking the
decision to reject and the fact that reverse thrust is excluded for ASD demonstrations, it may be assumed
that a rejection of a take-off on a marginal runway, from high speed close to V1, in particular when the
runway is wet, can be extremely hazardous.

General Flight
The RTO maneuver is initiated during the takeoff roll to expeditiously stop the airplane on the runway.
The PM should closely monitor essential instruments during the takeoff roll and immediately announce
abnormalities, such as “ENGINE FIRE”, “ENGINE FAILURE”, any WARNING or adverse condition
significantly affecting safety of flight. The decision to reject the takeoff is the responsibility of the Captain,
and must be made before V1 speed. If the captain is the PM, he should initiate the RTO and announce
the abnormality simultaneously. The Captain must, therefore, keep his hands on the throttle/thrust levers
until the aircraft reaches V1, regardless of whether he is PF or PM. If a malfunction or problem occurs
during the takeoff roll, the Captain will call out “STOP”, to confirm an RTO decision, and to indicate that
he now has control of the aircraft.

Note: If the decision is made to reject the takeoff, the flight crew should accomplish the rejected takeoff

maneuver as described in the FCOM
If rejecting due to fire, in windy conditions, consider positioning the airplane so the fire is on the
downwind side. After an RTO, comply with brake cooling requirements before attempting a subsequent
takeoff.
The takeoff roll is divided into a low and high speed segment. If the aircraft speed is less than 80 knots
(B737) or 100 knots (A320), the aircraft is considered to be in the low speed segment and an RTO
decision leads to a low risk maneuver. If the aircraft speed is above 80 knots (B737) or 100 knots (A320),
the aircraft is considered to be in the high speed segment and an RTO decision may potentially involve
more risks. The speed of 80 knots (B737) or 100 knots (A320) was chosen to help the captain make his
decision and avoid unnecessary RTOs at high speeds.
After the aircraft has come to a full stop, the captain must announce the abnormality that cause the
rejection of the take Off, if not mentioned earlier before stopping such as: “SYSTEM FAILURE”,
“COLLISION”, TYRE FAILURE”, “WINDSHEAR”,”RUNWAY UNSAFE (BLOCKED)” etc. followed by
appropriate checklist as per FCOM.
Below 80 knots (B737) or 100 knots (A320)

The Captain will decide whether or not to reject a takeoff, depending on the circumstances. The Captain
should consider rejecting the takeoff for list of factors (non- exhaustive) such as:
 ECAM/EICAS caution or warning
 System failure(s)
 Unusual noise / vibration
 Tyre failure
 Abnormally slow acceleration
 Fire or fire warning
 Engine failure
 Windshear warning
 If a side window opens
 Aircraft is unsafe or unable to fly
Above 80 knots (B737) or 100 knots (A320) and below V1
The consequence of an RTO maneuver becomes more and more critical as the speed increases.
Therefore, only very severe conditions should lead to a STOP decision, when the aircraft is at high
speeds.
In the high speed segment, the crew should develop a “GO” state of mind. However, the flight crew
should never delay a STOP decision, if necessary.
Major failures that may lead to the STOP decision include, but are not limited to:
 Engine or APU fire warnings

 Severe damages
 Sudden loss of engine thrust
 Takeoff configuration warning
 Any malfunction where there is doubt that the aircraft will fly safely.

General Flight
The V1 callout has priority over any other callout. V1 is considered to be the end of the STOP or GO
decision-making process. Therefore, at the latest, this decision must be made at V1, so that the Captain
can initiate the STOP actions as close to V1 as possible: V1 is indeed a decision/action speed.
8.3.2.2.5 ENGINE FAILURE AFTER TAKE-OFF
In case of engine failure immediately after take-off or during initial climb out, it will often not possible to
proceed along the prescribe SID pattern. For safety reason it is necessary to inform ATC as soon as
possible of the deviation from normal procedures.

8.3.2.3 DEPARTURE

8.3.2.3.1 GENERAL
• Intersections departures are permitted from all runways, considering normal performance
limitations;
• A turn of more than 15° from the runway centerline alignment may NOT be commenced below
400 ft. AAL.
8.3.2.3.2 STANDARD DEPARTURE PROCEDURE
At aerodromes without published noise abatement procedures the following Company procedure is to
be adopted:
(1) Climb at V2 + 15 to V2 + 25 (or maximum body angle) to 1.000 ft. AAL.
(2) At 1.000 ft. AAL ensure climb thrust is set and then, maintaining a positive rate of climb,
accelerate and retract flaps on schedule.
(3) After flap/slat retraction is complete maintain flaps up speed until MSA.
(4) At or above MSA accelerate to the en route climb speed.
NOTE: When accelerating to en route climb speed, pilots are required to adhere to the applicable
airspace speed restrictions as per Jeppesen Airway Manual, ATC section, Aircraft Speed.
8.3.2.3.3 NOISE ABATEMENT DEPARTURE PROCEDURE (NADP)
Pilots are required to adhere to all noise abatement procedures published in the Jeppesen Airway
Manual. ICAO PANS-OPS gives two noise abatement climb procedures titled NADP 1 and NADP 2
(Noise Abatement Departure Procedure). For BATIK AIR operations use NADP1 for all noise abatement
requirements.
NADP 1:
(1) Climb at V2 + 10 to V2 + 20 (or maximum body angle) to 1.000 ft. AAL.
(2) At 1.000 ft. AAL ensure climb thrust is set and continue climb at V2 + 10 to V2 + 20 to 3000 ft.
AAL.
(3) At 3.000 ft. AAL accelerate and retract flaps on schedule.
(4) After flap/slat retraction is complete, accelerate to the en route climb speed.
NOTE: Some charts make reference to ICAO A and B procedures. These are synonymous with NADP
1 and NADP 2 respectively.
NOTE: When accelerating to en route climb speed, pilots are required to adhere to the applicable
airspace speed restrictions as per Jeppesen Airway Manual, ATC section, Aircraft Speed.
8.3.2.3.4 IMC DEPARTURES – NO PUBLISHED STANDARD INSTRUMENT DEPARTURES (SID)
Due to terrain considerations it may be necessary to specify a company IMC (all engines operating)
departure procedure from certain airports that do not publish SIDs. If this is required, it will be published
in the specific airport Company Airport Briefing published in OM Part C and which is also inserted in
Jeppesen binders. If crew anticipate flying this procedure they are required to advise the tower of
tracking intentions prior to taxi in order for liaison with the overlying center sector.

General Flight
8.3.2.3.5 CLIMB GRADIENT VS CLIMB RATE

Assumes:
 1% climb gradient over a mile = 60 ft. (1nm = ~6000ft.)
 No wind; groundspeed = airspeed
To convert climb gradient (%) to climb rate (RoC)

Example: Climb gradient = 5.5 %
Airspeed = 220 kts.
Climb rate = 5.5 x 220 = 1210 feet per minute

To convert climb gradient (ft./nm) to climb rate in hundreds of feet

Example: Climb gradient = 200 ft. per nm
Airspeed = 150 kts.
Climb rate = 150/60 x 200 = 500 feet per minute.
Note: for Aircraft Type all engines climb gradient refer to Appendix 15
8.3.2.4 CLIMB, CRUISE, DESCENT
8.3.2.4.1 FLIGHT CREW MONITORING OF NAVIGATION PERFORMANCE

It is the PIC responsibility to ensure that the navigation performance of the aircraft is continuously
monitored and that the present position is verified at regular intervals. This requirement ensures that the
flight path is monitored for tracking accuracy to comply with airspace regulatory requirements and that
aircraft separation or terrain clearance is never compromised.
The procedures for pre-flight cross-checking of Flight Management System database tracks and
distances are detailed in the respective aircraft type FCOM.
Flight crew must be aware that aircraft navigation systems must be monitored at all times and that cross-
checking and position verifying procedures are an integral part of flight crew responsibilities:
• Flight management systems must be monitored, and, over waypoints, the actual track of the
aircraft cross-checked against the flight planned track;
• Flight Management Systems may be cross-checked against conventional navaids (e.g. LLZ,
VOR, DME) for position verification;
• Conventional navaids may be utilized in pairs (e.g. VOR/DME-VOR/DME) in various
combinations for position verification;
• Flight Management Systems employing multiple GPS equipment are inherently accurate and
are self-checking for degraded navigation accuracy. However, flight crews are not absolved of
the responsibility to monitor such systems for continued accurate performance.
• Flight management system must be checked for its navigation accuracy after prolonged in-flight
operation prior to an approach. refer to PBN operations for Approach details.
8.3.2.4.2 IN-FLIGHT FUEL MANAGEMENT
Refer to paragraph §8.3.11of this Chapter.
8.3.2.4.3 WEATHER DEVIATION PROCEDURE
Weather deviation should be planned early. Wherever possible, plan an avoidance path for all weather
echoes which appear beyond 100 NM since this indicates they are quite dense. The most intense
echoes indicate severe thunderstorms. Hail may fall several miles from the cloud, and hazardous
turbulence may extend as much as 20 NM from the cloud. The most intense echoes should be avoided
by at least 20 NMs, if possible and preferably on the upwind side. You should not deviate downwind
unless absolutely necessary. The chances of encountering severe turbulence and damaging hail are
greatly reduced by selecting the upwind side of a storm.

General Flight
As echoes diminish in intensity the distance by which they should be avoided may be reduced.
Also refer to §8.3.12- “Adverse and Potentially Hazardous Atmospheric Conditions of this Chapter.
8.3.2.4.4 EN-ROUTE WEATHER MONITORING
Flight crew must maintain situational awareness with respect to weather conditions at all times. During
en-route phase, flight crew must monitor weather information during the en-route phase of flight, to
include current weather reports and forecasts as applicable for:

• Destination airport;

• Destination alternate airport(s);
• En-route alternate airports(s).
Refer to Jeppesen Airway Manual (Meteorology) & Jeppesen Enroute Charts for ATIS, AWIS,
VOLMET, radio frequencies broadcast or through SATCOM and ACARS if available.
8.3.2.4.5 COST INDEX
The Cost Index to be applied to each flight is published on the Computerized Flight Plan. It is calculated
taking into account numerous elements that are updated frequently by the company, and delivers the
most cost effective way to operate the aircraft on the route. It is Company policy that the published CI is
the only CI entered into the Flight Management System, regardless of curfew, ETA or OTP, and that the
resultant speed is flown at every possible opportunity.
8.3.2.4.6 MANAGED vs. SELECTED SPEEDS
Managed speed is the Company preferred mode for all stages/phases of flight. Selected speed must
only be used in the cruise when specific speed constraints are required by ATC, or in conditions of
severe turbulence. When ATC requires crew to adhere to a time restriction overhead a waypoint it should
be entered (where possible) into the aircraft Flight Management System and the flight continued in
managed speed. Only when the RTA cannot be entered into the FMS should the flight be flown in
selected speed at a speed that ensures the RTA is achieved.
8.3.2.4.7 AIRCRAFT SPEED RESTRICTIONS - ALL PHASES OF FLIGHT
The following regulatory restrictions apply in all phases of flight:

• In the case of operations in Class A or Class B airspace below 10,000 feet AMSL, the aircraft
speed must be 250 knots or below;
• Unless otherwise authorized or required by ATC, below 2,500 feet above the surface within 4
nautical miles of the primary airport of a Class C or Class D airport, the aircraft speed must be
200 knots or below;
• When operating 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, the aircraft speed 200 knots
or below;
• If the minimum safe airspeed for any particular operation is greater than the maximum speed
prescribed in this paragraph, the aircraft may be operated at that minimum speed.

General Flight
8.3.2.4.8 DESCENT / APPROACH PREPARATION
Approach preparation will commence approximately 80 NM or 10 min prior to Top of Decent. Destination
and alternate weather reports (ATIS) must be obtained before the aircraft Flight Management System
is commenced. If the ATIS or destination weather is unavailable at a suitable point before briefing, the
preparation and briefing process may be commenced using anticipated approach and runway. When
the ATIS becomes available, the Flight Management System will be updated and the briefing completed.
In addition, and when within VHF range, flight crew may contact the destination airport Company
personnel (or local agent). This should be completed while obtaining the destination weather. If this is

cannot be achieved, a new attempt may be done when closer from the destination airport, after the
briefing is completed. Attempting to contact the local Company’s personnel / agent must in no case

delay the approach preparation and briefing.
During descent and approach preparation, careful planning of the approach and close cooperation
between flight crews is necessary to achieve a safe approach and landing. The techniques and
procedures to be used must be discussed in advance, in order to avoid errors and misunderstandings.
Both pilots must therefore familiarize themselves thoroughly with the relevant data such as descent
altitude restrictions, weather conditions, aircraft serviceability, ground facilities, holding and approach
procedures runway data, missed approach procedures etc.
8.3.2.4.9 APPROACH BRIEFING
The approach briefing must be completed before the top of descent (TOD) and be later updated if
changing circumstances so require. The briefing must be conducted according to the following scheme
(responsibilities for briefing specific items are indicated in brackets):
1. ALAR REVIEW
2. AIRCRAFT CONDITION (PF)

Status (Check Aircraft Systems for Approach)
Required Diversion Fuel
3. CONDITIONS AT DESTINATION (PF)

NOTAMs
Weather
Wind Limitations
Runway Condition
4. APPROACH REVIEW (PF)

Star, Clearance Limit, Transition Level
Approach Chart
Type of approach, chart index & effective date
Briefing items (Jeppesen briefing strips, when applicable)
Altitudes (MSA, initial, final, DA / DH TDZ)
Approach minimum (visibility, ceiling when required)
Missed approach procedure / altitude /speed
Navigation setup
Airport Chart
Runway in use (length, width, condition, etc.)
Approach lights and runway lighting
PAPI
RW Exit TWY / Taxi route

General Flight
5. AIRCRAFT CONFIGURATION (PF)

Flaps
Auto brake Setting
Seat Position (eye level)
6. ALL WEATHER OPERATIONS ( PIC )

Company Aerodrome Operating Minima (refer to Company Airport Briefings pages)
RVR above Company Minima
Review procedures and callouts

Review response to abnormal conditions

8.3.2.4.10 AIRCRAFT SPEED RESTRICTION – DESCENT
In order to promote and assure safe aircraft speed control for all anticipated types of maneuvering
including compliance with ATC radar vectoring, and to avoid potential undesirable high energy
management conditions, in addition to the regulatory requirements listed in paragraph §8.3.2.7.7 of this
Chapter, it is BATIK AIR policy, to enforce more stringent speed restrictions in descent.
When operating in descent, flight crew must therefore comply with the following, regardless of the
types of airspace, and regardless of ATC advising “SPEED AT PILOT’S DISCRETION”:
• Maximum 250 kts at or below 10,000 ft. AMSL, unless ATC specifically request otherwise;
• Maximum 220 kts at or below 5,000 ft. AMSL, unless ATC specifically request otherwise.
If the minimum safe airspeed for any particular operation is greater than the maximum speed prescribed
in this paragraph, the aircraft may be operated at that minimum speed.
8.3.2.4.11 ATC SPEED CONTROL
If ATC require specific speed control then selected speed may be used to ensure compliance but
managed speed must be used once the speed control is no longer applicable.
The adherence to ATC speed control must not impact on the safe operation of the aircraft. If a speed
constraint will affect the operation of the aircraft, such as reducing the likelihood of a stabilized approach,
then the speed restriction must be rejected by informing ATC “UNABLE TO COMPLY WITH SPEED
RESTRICTION DUE TO COMPANY POLICY”. Protracted discussion with ATC should not be entered
into regarding the rejection.
8.3.2.5 APPROACH –GENERAL
8.3.2.5.1 CREW COORDINATION DURING HOLDING, APPROACH AND LANDING
Normally the PF programs and monitors the auto-pilot/flight director and auto-throttle, and gives the
necessary commands (e.g. checklist, gear down, flaps etc.). The PM, monitors the approach, keeps
lookout, executes the allocated system operation on command of the PF and confirms its execution,
does the radio communication and checks for visual reference. The PM therefore, must be fully familiar
with the intentions of the PF, and must have facts and figures ready when needed.
The use of facilities must be planned beforehand, and on passing one facility, the PM must inform the
PF and be ready to retune to the next facility immediately.
For standard PF and PM Callout during instrument approaches, refer to OM A, Chapter 8.3.3.5.1.3.
For task sharing follow published Standard Operating Procedures included in FCOM/QRH.

General Flight
8.3.2.5.2 SELECTION OF APPROACHES
The best navigation aid must be used for all approaches (e.g. if an ILS is available, it must be used and
the crew must NOT downgrade to a lower aid for conducting the approach).
8.3.2.5.3 DESCENT BELOW MSA

• In IMC, where no radar vector is available:
When making an initial approach to a radio navigation facility under IFR and where NO radar vector
facility is available, pilots may not descend below the published Minimum Sector Altitude for that

particular initial approach (as specified in the instrument approach procedure for that facility) until his

arrival over that facility has been definitely established.
• In IMC, when radar vector is provided:
When positively identified by ATC radar within TMA (terminal control area), PIC may accept clearances
to altitudes below the published Minimum Sector Altitude, provided the radar monitoring and
communication watch is continuous.
In accepting these clearances, the PIC will exercises a full measure of discretion, utilizing his knowledge
of the terrain over which the clearance takes him, possible consequences of radio or radar failure, his
ability to maintain a clear picture of the situation using VOR, ADF facilities etc. Moreover, his experience
with the possibly known reputation of the installation and personnel involved. If there is any doubt about
spot heights etc., and no opportunity to study the chart, the clearance should be refused, and the flight
falls back on the known safety or Minimum Sector Altitude.
8.3.2.5.4 COMPANY DESCENT RATES BELOW 2,000 FT AGL
To restrict rates of descent for the purposes of reducing terrain closure rate and increasing
recognition/response time in the event of an unintentional conflict with terrain, all BATIK AIR aircraft are
limited to rates of descent of not greater than:
• 2,000 fpm below 2,000 ft. AGL;
• 1,000 fpm below 1,000 ft. AGL.
8.3.2.5.5 REQUIREMENT FOR STABILIZED FINAL APPROACH
A stabilized approach is one of the key features of a safe approach and landing. A stabilized approach
is characterized by a constant-angle, constant-rate descent approach profile.
Compliance with stable approach requirements is essential to flight safety:
A go-around MUST be initiated immediately if stabilization criteria is not met at 1,000FT AAL in
Instrument Approach or Visual Straight in Approach, or at 500 FT AAL in other Visual
approach, regardless of the actual weather conditions.
An approach is stabilized when all of the following criteria are maintained:
• Aircraft configured for landing with gear down and landing flaps extended;
• All briefings and checklists have been conducted:
• Aircraft established on the required lateral approach path;
• Maintaining the required approach speed;
• Engine(s) set at a power setting appropriate to the prevailing conditions;
• Descent profile to achieve a touchdown in the touchdown zone;

General Flight
• The pilot is able to maintain the correct track and desired profile to landing within the touchdown
zone;
• Corrections are within normal bracketed parameters. Normal bracketed parameters:
 Speed: VREF to VREF + 15 kts;
 Heading changes less than 20 degrees and bank angles less than 15 degrees;
 Pitch variations less than -5°/+ 10°;
 Rate of Descent: commensurate with prevailing conditions (aircraft speed, wind), but not
more than 1,000 fpm, and with a variation to the stable rate of descent no greater than 300

fpm;

 During an instrument approach, deviation from LOC or G/S: less than one dot, or VOR radial
less than 1/2 deflection or NDB less than 5 degrees from the required bearing;
 During a visual approach the PAPI/VASI must not show full 'FLY UP' or 'FLY DOWN'
indications.
 During a circling approach, wings should be level on final when the airplane reaches 300 feet
AFE.
8.3.2.5.6. CONTINUOUS DESCENT FINAL APPROACH (CDFA)
Linked to the strict requirement for stabilized approach, it is BATIK AIR policy that all straight-in non-
precision approaches are flown using the Continuous Descent Final Approach (CDFA)
technique.
When flying straight-in non-precision approaches, BATIK AIR flight crew are therefore required to
comply with derived DA(H) obtained through the addition of a 50 ft. “add-on” to the published MDA(H).
Also refer to OM Part A, Chapter 8.1.5.6.3 for more information.
8.3.2.6 ILS CAT I AND NON-PRECISION APPROACH
8.3.2.6.1 APPLICABLE MINIMA
Applicable minima to be applied by all BATIK AIR flight crew are Company’s Aerodrome Operating
Minima (landing). These are established by BATIK AIR in accordance with the method set forth in OM
Part A, Chapter 8.1.4“Determination of Aerodrome Operating Minima”, and published on Company
Airport Briefing inserted in the Jeppesen Airway Manual.
In case the designated PIC for the flight has not served 100 hours as PIC in operations on the type of
aircraft considered, the MDA (H) or DA (H) and visibility landing minimums must be increased by 100
feet and one half mile (or the RVR equivalent). This does not apply to alternate airports, but the
minimums may not be less than 300 ft. and 1 mile (or RVR equivalent).

General Flight
8.3.2.6.2 COMMENCEMENT AND CONTINUATION OF THE APPROACH

8.3.2.6.2.1. The following conditions shall be satisfied prior to commencing and continuing an IAP:
a. The crew shall complete a standard briefing for the descent, approach and landing.
b. A valid IAP chart must be available.
c. The ground aid(s) and the aircraft equipment to be used must be serviceable and both pilots
authorization for the aid to be used must be valid.
d. Components listed in the COMPONENT-OUT TABLE (§8.1.5.11.3) may unserviceable provided the
effects on the landing minima’s are applied.
e. The availability of the aid and runway intended for use must be confirmed when first establishing
R/T contact with the airfield.
f. Before commencing an approach to land, the PIC shall satisfy himself that, according to the

information available to him, the weather at the airfield and the condition of the runway intended to

be used shall not prevent a safe approach, landing or missed approach, having regard to the
performance information contained in the FCOM.
8.3.2.6.2.2. An instrument approach may be commenced regardless of the reported RVR/VIS but the
approach shall not be continued beyond the outer marker, or equivalent position, if the reported
RVR/Visibility or controlling RVR* is less than the applicable landing minima (APPROACH BAN)
Where no outer marker or equivalent position exists, the Commander shall make the decision to
continue or abandon the approach before descending below 1000 feet above the aerodrome on the final
approach segment**
If, after passing the outer marker or equivalent position depicted on the Instrument Approach Chart, the
reported RVR/Visibility falls below the applicable minimum, the approach may be continued to DA(H) or
MDA(H).
*Controlling RVR means the reported values of one or more RVR reporting locations (touchdown, mid-
point and stop-end) used to determine whether operating minima are or are not met. Where RVR is
used, the controlling RVR is the touchdown RVR, unless otherwise specified by State criteria.
**The final approach segment begins at the final approach fix or facility prescribed in the instrument
approach procedure. When a final approach fix is not prescribed for a procedure that includes a
procedure turn, the final approach segment begins at the point where the procedure turn is completed
and the aircraft is established inbound toward the airport on the final approach course within the
distance prescribed in the procedure.
NOTE: The final approach segment begins at the final approach fix or facility prescribed in the
instrument approach procedure. When a final approach fix is not prescribed for a procedure that
includes a procedure turn, the final approach segment begins at the point where the procedure
turn is completed and the aircraft is established inbound toward the airport on the final approach
course within the distance prescribed in the procedure.
A pilot may continue the approach below DA(H) or MDA(H) and the landing may be completed provided
that the required visual reference is established at the DA(H) or MDA(H) and is maintained.
Note 1: The equivalent position can be established by means of a DME, NDB or VOR or any other fix
that independently establishes the position of the aircraft, if published on the instrument approach chart.
If none of the above is available then it is 1000 feet AAL.
Note 2: Where the State Approach Ban is more restrictive, the published State Approach Ban applies
Note 3: Where RVR is not available, an Equivalent RVR value may be derived by converting the
reported visibility in accordance with the Table below (not for CAT 2/3).
AOM are generally expressed in RVR. If only meteorological visibility is reported, then for straight-in
instrument approaches only, the reported visibility may be converted into Equivalent RVR according to
Table below.

General Flight
The Equivalent RVR may then be compared with the charted RVR to determine whether the approach
may be commenced or continued
Conversion of Reported Visibility to Equivalent RVR
Equivalent RVR = Reported Met

Lighting Elements in Operation
Visibility x
DAY Night
High Intensity Approach Light System

1.5 2.0
(HIALS) and Runway Edge Light (RL)

Any type of lighting installation other
1.0 1.5
than above
No lighting 1.0 Not Applicable
Note: This table shall not be used when:

— calculating Take-off or Category II/III minima;
— a reported RVR is available;
— circling approaches; or state minima officially
8.3.2.6.3 APPLICABILITY OF REPORTED WEATHER MINIMA

The ceiling and visibility values in the main body of the latest weather report control for takeoffs and
landings and for instrument approach procedures on all runways of an airport. However, if the latest
weather report, including an oral report from the control tower, contains a visibility value specified as
runway visibility or RVR for a particular runway of an airport, that specified value controls landings and
takeoffs and straight-in instrument approaches for that runway.
8.3.2.6.4 APPLICATION OF MDA(H) CONCEPT
Level flight on the MDA (H) is permitted until the MAP. Before reaching the MAP, a decision must be
made to continue the approach with the intent to land or to go around.
MDA (H) concept applies to non-precision approaches, except when they are flown using the CDFA
technique (refer to paragraph §8.3.2.5.6).
8.3.2.6.5 APPLICATION OF THE DA(H) CONCEPT
Level flight after reaching DA (H) is prohibited. At or before reaching the applicable DA (H) the decision
must be made either to continue the approach with the intent to land or to go around.
DA (H) concept applies to precision approaches and to straight-in non-precision approaches flown using
the CDFA technique (refer to paragraph §8.3.2.5.6).
8.3.2.6.6 DESCENT BELOW APPLICABLE MDA(H) or DA(H)
Descent below the applicable MDA (H) or DA (H) is only allowed if:
• The PIC is convinced that the aircraft is continuously in a position from which a descent to a
landing on the intended runway can be made can be made at a normal rate of descent using
normal maneuvers, and that rate of descent will allow touchdown to occur within the touchdown
zone;
• The visibility is not less than the visibility prescribed in Aerodrome Operating Minima for the
instrument approach being used;

General Flight
• At least one of the following visual references 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.
 The runway or runway markings.
 The runway lights.
• When the aircraft is on a straight-in non-precision approach procedure which incorporates a
visual descent point (VDP), the aircraft has reached the visual descent point, except where the
aircraft is not equipped for or capable of establishing that point, or a descent to the runway
cannot be made using normal procedures or rates of descent if descent is delayed until reaching
that point.
8.3.2.6.7 GO-AROUND
At any time after descending below the applicable MDA (H) or DA (H), the PIC is no longer convinced
that a safe landing and rollout can be made, or if required visual references are lost, a go-around must
be initiated without delay.
If a go-around is initiated before the MAP, climb on final approach track to the MAP and then follow the
prescribed missed approach procedure.
8.3.2.7 CIRCLE TO LAND APPROACH
8.3.2.7.1 GENERAL
A circle-to-land approach (or “circling” approach) is a combined instrument/visual approach. It consists

of an instrument letdown using a ground based approach aid, followed by a circuit or part of circuit. The
circuit is flown visual and is intended to line up the aircraft with the extended centerline of the landing
runway.
It is Company policy that circling approaches should only be performed unless there is no acceptable
alternative, or when directed in Company Airport Briefing (e.g. Special airports).
When studying the approach chart before commencing the letdown for a circling approach, both pilots
must memorize terrain features, elevations, spot heights and obstructions as well as the pattern to be
flown. In some cases the approach aid to be used and/or the circuit to be flown is specified because the
obstacle clearance is based on it. Except when conducting a circling approach authorized by a DGCA
approved standard instrument approach procedure or unless otherwise required by ATC, circling is
performed to the left.
NOTE: in darkness, over unlighted terrain or water, extreme caution should be exercised. Precipitation
will add to the difficulties of a circling procedure. Other optical illusions may also contribute to
misjudgment of aircraft vertical position e.g. sloping runway, non-standard runway width, displaced
threshold, and sloping terrain and non-standard aircraft attitude.

General Flight
8.3.2.7.2 CONTINUATION OF THE CIRCLING APPROACH
The letdown for a circling approach must not be continued to the lower altitude than the applicable MDA
(H) for that particular approach aid or MDA (H) specified for the circling procedure.
The circuit part of the circling may be executed at or above the applicable MDA (H) is permitted,
provided:
• The aircraft is clear of clouds; and,
• Full visual reference can be maintained; and

• The applicable landing runway or objects identifiable with that runway can be kept in sight(1)
NOTE: (1) the latter requirement does not apply when a special procedure along a well-defined visual

approach path (lead-in lights) has been published.
Descent below the MDA (H) must not be commenced until established on a visual glide path of 2.5º or
more.
8.3.2.7.3 GO-AROUND DURING CIRCLING
If visual reference is lost while circling to land from an instrument approach, the missed approach
specified for that particular procedure must be followed. 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 in 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.
8.3.2.8 VISUAL APPROACH
A visual approach is an approach by an IFR flight when all or part of an instrument approach procedure
is not completed and the approach is executed in visual reference to terrain. PIC may continue to make
a "VISUAL APPROACH" when:
• The pilot has the airport in sight and can maintain visual reference to terrain; and
• The reported ceiling is not below the approved initial approach level; or
• He reports at the initial approach level or at any time during the instrument approach and he
has reasonable assurance that the landing can be accomplished.
The PIC must not cancel his IFR flight plan to make a visual approach and separation therefore must
be provided between the aircraft cleared for a visual approach and other arriving and departing aircraft.
Also Refer to OM Part A, Chapter 8.3.1.1 - “VFR/IFR Policy”
NOTE: The visual approach procedure may save some flying time but also introduces the risk of
undershoot or landing at a wrong airport. Moreover, it may create terrain clearance hazards if
continuous good visibility is not assured. If a choice of runways is available, preference should
be given to a runway equipped with glide slope guidance, with due regard to other operational
factors. Experience has shown that full use of available aids is the most effective means to
prevent undershoot or a landing on the wrong runway or airport. When a visual approach is
made, and particularly when over dark terrain at night, special emphasis must be placed on the
familiarity with terrain, elevation and obstruction data from the approach charts. A descent below
minimum sector altitude must not be made until both pilots are certain of the aircraft's position
and the safety of this descent. Moreover, ample terrain and obstacle clearance must be
maintained until final descent it started.

General Flight
8.3.2.9 LANDING
8.3.2.9.1 SAFE LANDING GUIDELINES
The risk of approach and landing accident is increased if one of the following is not met. If more than
one guideline is not met, the overall risk is increased:
• Fly a stabilized approach;
• Height at threshold crossing is 50 ft.;

• Speed at threshold crossing is not more than VREF +10 kts and not less than VREF;

• Tailwind is not more than 10 knots on non-contaminated runway and not more than 0 knots on
contaminated runway;
• Touchdown on runway centerline on touchdown aim point;
• After touchdown promptly transition to the desired configuration:
 Brakes;
 Spoiler/speed brakes;
 Thrust reversers(1);
• Speed is not more than 80 knots with 2000 ft. runway remaining
NOTE: (1) once thrust reverse is activated, go around is no longer an option.
To improve the safety margin, during the approach preparation, if precipitation is reported over the field
or if ATC reports that the runway is wet or contaminated, the following recommendation is to be
considered:
1. Whenever the weather information indicates rain over an aerodrome and/ or the runway condition
is declared to be WET or based on relevant data is assumed WET without BRAKING ACTION
report, a more conservative Landing Distance Calculation shall be performed. This may be may be
achieved by calculating landing distance performance based on MEDIUM or if necessary, POOR
Braking Action reports. If BRAKING ACTION REPORT is available either provided by the
ATC/BMKG/PIREP or any other valid source, the dispatch and pilot shall use and comply to this
information.
2. The Good Reported Braking Action should be considered only when light precipitation is visible on
the windshield, or as declared and published by ATC /METAR.
3. Pilot shall consider the use of Maximum Autobrake (MED for A320) and apply the proper Approach,
Landing and Deceleration Technique (in addition to the above guidelines) as listed below, but not
limited to:
a. Avoid early disconnection of Autobrake, especially with MAX Autobrake or MED for A320.
b. Avoid modulating the brake, in case of manual braking.
c. Use maximum reverse thrust as required until approaching 60 KIAS or if necessary until the
end of the runway.
d. Redeploy the reversers if they were stowed earlier (too early) if necessary.
e. For short runway (<2700m) landing, use Flaps 40/FULL and ensure all braking devices are
operative.
f. Comply with the tailwind and cross wind limitations by Manufacture or as stated in Company
Airport Briefing (CAB) whichever is more limited.
4. If the runway surface condition or the precipitation is worse than expected or uncertain, cancel the
approach / conduct a missed approach to make time for another approach preparation.
8.3.2.9.2 ACTUAL LANDING DISTANCE
Contrary to the dispatch phase, the actual execution of a landing is not governed by regulatory Required
Landing Distance as detailed in OM Part A, Chapter 8.1.4.5 “Landing limitations”.

General Flight
The only requirement is that the landing must be conducted in a safe manner and the aircraft can be
brought to a full stop within the Landing Distance Available (LDA). The actual landing distance
information in the FCOM/QRH is provided to guide the PIC in his assessment of the possibly critical
nature of a particular landing. It should be realized that the figures in the FCOM/QRH are based on
stated reference conditions. If these reference conditions cannot be exactly duplicated, the accuracy of
the given figures is invalidated.
The decision to land basically remains with the PIC, who must take the following into account:

• The actual landing distance figure, corrected as applicable must carefully be weighed for its

realism under the prevailing operating conditions. If considered necessary, the landing distance
must be increased arbitrarily;
• If the (increased) landing distance plus any margin specified in the FCOM/QRH is not available,
a landing is not permitted.
• The margin is intended to cover minor imperfections in flight handling and judgment. If
deviations occur, the pilot must not hesitate in executing go-around.
8.3.2.9.3 USE OF THRUST REVERSERS AND AUTOBRAKES
The use of reverse thrust as laid down in the FCOM increases the operational safety margins and
increases the brakes and tires life.
IDLE reverse must be selected immediately after main gear touchdown. Symmetrical MAX reverse
thrust shall be applied from touchdown to 70 kts. (A320) or 60 kts (B737) and from this point to taxi
speed commence reverse thrust reduction smoothly to idle. IDLE reverse must then be used until
reaching taxi speed. If operational and weather conditions permit, idle reverse thrust may be used at the
Commander’s discretion.
NOTE:
1) The use of reverse thrust outside landing operations is strictly prohibited (e.g. taxi).
2) Airport restrictions on the use of reverse thrust should be complied with, except for safety
reasons.
Autobrakes usage is recommended as a routine practice for all landings, especially for landings on wet
and contaminated runways. However, if the flight crew deems that autobrake usage is not necessary,
whilst landing on the long runway, this should be highlighted during the approach briefing.
MED (A320) or MAX (B737) autobrake is recommended on short runways or in low visibility conditions
to expedite stopping.
When the use of brakes remains necessary, the use to autobrake reduces the number of brake
applications to one only, and thus reduces brake wear. Refer to QRH for guidance information on
stopping distance with autobrake, whether autoland is used or not.
Autobrake should normally be cancelled between 60 KIAS and normal taxi speed.
Excessive use of wheel brakes to gain an early runway turn-off point is undesirable, unless urgent
operational reasons are involved.
8.3.2.9.4 BOUNCED LANDING / LONG FLARE
If a hard and/or high bounce occurs, a go-around must be initiated.

If landing within the touchdown zone is not ensured and the remaining runway is insufficient to stop
safety, a go-around must be initiated.
8.3.2.9.5 RUNWAY TURN OFF POINTS
Flight crew should carefully consider the most appropriate runway turnoff point to aim for. Considerations
include:

General Flight
• Aircraft landing weight;

• Flaps setting and approach speed;
• Ambient conditions - runway surface condition, wind and temperature;
• Taxi time to apron - unless there is a significant time penalty do not use heavy braking to achieve
the first turnoff.
8.3.2.9.6 LAND AND HOLD SHORT OPERATIONS (LAHSO)

It is BATIK AIR policy NOT to participate in LAHSO (either active or passive).

8.3.2.9.7 OVERWEIGHT LANDING
A landing above the maximum certificated landing weight is not permitted except when it is premature
or unplanned such as in-flight turn back or diversion, and the Commander considers that it is safe.
Overweight Landings should not be planned.

If due to LMCs, extra fuel uplift, or fuel savings en-route, it is expected that the flight will arrive at
destination above MLW, the crew is responsible to ensure that appropriate action is taken to land at, or
below, MLW. Crew will modify the flight profile to ensure that landing weight is less than or equal to
MLW.
Any landing with a weight in excess of 2% above the maximum allowed landing weight should be
reported in the aircraft Maintenance Log and a Trip report.
When the weight of the aircraft at an overweight landing does not exceed 5% of the maximum allowed
landing weight no special inspection is required. At higher weights the overweight landing inspection
must be carried out.
When an overweight landing is accompanied with a hard landing, the Overweight Inspection plus the
Hard landing Inspection for the aircraft type concerned shall be carried out according to the Aircraft
Maintenance Manual (AMM).
A technical log entry requiring corresponding Engineering maintenance actions and incident report are
required.
Refer QRH or FCOM for landing flap configuration and procedures.

A long straight in approach, or a wide visual pattern, should be flown in order to configure the aircraft for
a stabilized approach.
The crew should be aware that the transition from -3 ° flight path angle to go around climb gradient
requires a lot of energy and therefore some altitude loss.
Endeavor a smooth touchdown i.e. v/s ≤ 360 fpm.
Use maximum reverse thrust.
Taking into account the runway landing distance available, the use of brakes should be modulated to
avoid very hot brakes and the risk of tire deflation. Use brake fans if installed.
In deciding whether circumstances are favourable for landing overweight, the following should be
considered:
a. The landing distance available

b. The landing climb limit
c. Landing conditions, i.e. prevailing surface wind, turbulence, windshear, gusts, etc. that may
preclude a smooth landing
d. Weather minima
e. Runway surface condition
Overweight landings should be avoided under any of the following conditions:

a. When the runway is contaminated
b. When problems associated with landing gear, flight controls or flaps exist
c. With one engine inoperative unless immediate landing is necessary
d. With thrust reverser(s) inoperative.

General Flight
8.3.2.9.8 HARD LANDING
Normal sink rates during touchdown are between 120 to 180 feet per minute. Touchdowns with sink
rates of 360 to 420 feet per minute, while less comfortable are often mistakenly called "Hard landings".
It should be understood that the expression "Hard landing" in the technical sense refers only to a
landing with a sink rate of 600 feet per minute or higher.
Suspected Hard Landings shall be recorded in the Aircraft Technical Log and the Incident Reports shall
be filed.
Whenever a CFDS Load 15 report is automatically generated after a landing, the commander MUST

annotates in the MR1 “Suspected Hard Landing, Load 15 Report Automatically Generated”.

Maintenance will decipher the Load 15 report to determine the level of exceedence and if any
necessary inspection is required before releasing the aircraft.
In the event there is no automatic printout of the Load 15 Report and the crew still suspects that a hard
landing had occurred, crew may still annotate ‘Suspected Hard Landing’ in the technical log.
Crew will them submit the proper documentation (e.g. Incident Report).
Please include the following information in the technical log:
a. Touchdown straight, drifting, wing low;
b. Hard touchdown on main gears only;
c. Hard touchdown on nose gear only;
d. Hard touchdown on nose and main gears;
e. Aircraft gross weight;
f. Instrument indications e.g. IAS, V/S etc.
8.3.2.10 GO-AROUND AND MISSED APPROACH
Missed Approach General

Flight crews are encouraged to go-around whenever any doubt exists as to the safe continuation of an
approach and/or landing. A go-around is regarded as a normal flight procedure. In normal circumstances
a go-around will not require explanation nor trigger an investigation
The missed approach procedure is published on each approach chart. The missed approach
acceleration altitude is defined as the missed approach altitude published on the instrument approach
chart. Should the State limits for acceleration altitude be lower than the missed approach altitude
published on the instrument approach chart, then this lower altitude will apply. Should the missed
approach procedure have a level off segment prior to the published missed approach altitude being
reached, PIC may use his discretion to accelerate at this lower altitude providing any speed restrictions
published in the charts are complied with.
The decision to initiate a go-around and conduct a missed approach shall be clearly announced by the
PF in accordance with SOPs. Once the decision has been made to conduct a go-around, it is irrevocable
and the procedure shall be completed.
.
ATC shall be advised as soon as practicable (but only after the initial go-around actions have been
completed, up to the engagement of NAV mode on the FCU) of the Missed Approach Initiation. A missed
approach may be initiated for any of the following reasons:
- If the required visual reference has not been established upon reaching DA (DH);
- If the aircraft reaches the Missed Approach Point (MAP) and the reported RVR/VIS is below required
minima;
- If at any time after descent below DA (DH) the required visual references cannot be maintained;
- On instructions from ATC;
- If the approach stabilization requirements are not achieved and maintained;
- If any required element of the ground navigation system or airborne equipment becomes inoperative
or is suspected to be malfunctioning while in IMC conditions;

General Flight
- If, during the approach, it becomes apparent that the approach and landing cannot be completed
as briefed.
The Pilot in Command must still report the go-around/missed approach by mentioning it in the Voyage
Report form.
It is Company policy that after two unsuccessful approaches, a third approach must NOT be immediately
attempted, unless the PIC believes there is a high probability of a successful approach and landing. In
the event of an emergency or other overriding operational requirement, the foregoing does not apply.
Following any missed approach, it is important that the flight crew make an explanatory public address

as soon as workload permits. Refer to paragraph §8.3.3.8of this chapter.

8.3.2.11 PRM APPROACHES
8.3.2.11.1 GENERAL
(a) PRM is a highly accurate air traffic surveillance system designed to maximize air traffic flow to close
parallel runways during periods of inclement weather.
(b) There are two categories of PRM approaches:
 ILS / PRM approaches comprise 2 ILS, each aligned with their respective runways and parallel
to each other. ILS / PRM permits simultaneous instrument approach procedures to parallel
runways spaced less than 4300ft apart, but no less than 3000ft.
 LDA / PRM approaches comprise one ILS and one Localizer- type Directional Aid (LDA) with
glide slope. The ILS is aligned with its runway, but the LDA serving the second runway is offset
(no more than 3 degrees) from the parallel track. This offset permits simultaneous instrument
approaches to parallel runways spaced less than 3000’ apart, but no less than 750’. Because
of this offset, the operation is also known as a Simultaneous Offset Instrument Approach (SOIA).
(c) A visual segment of the LDA / PRM approach shall be established prior to the LDA missed approach
point (MAP) to permit:
 Visual acquisition of the ILS traffic to the parallel runway and advising ATC.
 Visual acquisition of the runway environment.
(d) The LDA course is maintained until the MAP. At the MAP, the pilot must have the ILS traffic and the
runway environment in sight, or fly the missed approach.
(e) At the MAP, with the ILS traffic and the runway in sight, the pilot may continue to a landing and:-
 Manoeuvre to align with the runway centerline.
 Stabilize on glide path no lower than 500’ above TDZ.
(f) The PRM system has a high-resolution radar providing a very fast update rate to specialized Air
Traffic Controller interfaces. Separate specialist PRM controllers monitor each of the parallel
approaches.
(g) The display and radar technology used allow for aircraft track projections up to 10-seconds in
advance of the actual aircraft position and provides special aural and visual alerts to the PRM
controllers in the event that an aircraft strays from the approach centerline.
(h) A special configuration of VHF communications is provided to ensure that any advice to pilots of
observed deviations from track will not be blocked by transmission from other aircraft.
8.3.2.11.2 OPERATING REQUIREMENTS
(a) ILS / PRM and LDA / PRM Approach Charts

General Flight
 ILS / PRM and LDA / PRM approach charts have an “Attention All Users” page that must be
referred to in preparation for flying this approach. The “Attention All Users” page covers the
following:
 ATIS and BRIEFING: When the ATIS broadcast advises PRM approaches in progress, pilots
should brief to fly the PRM approach. If later advised to expect the ILS approach, the ILS PRM
chart may be used after completing the following briefing items:
 Minimums and missed approach procedures are unchanged.

 Monitor frequency no longer required.

 Dual VHF Communication Requirement: Each runway will have two frequencies, the primary
tower frequency for that runway and a monitor frequency discreet to that runway. To avoid
blocked transmissions during a breakout, ATC transmissions will be transmitted on both
frequencies simultaneously. Transmissions from the “monitor controller” will over-ride the “tower
controller” on both frequencies. Pilots will ONLY transmit on the primary tower frequency.
 It is important that pilots do not select the monitor frequency audio until instructed to contact the
tower, when commencing the approach. The volume levels should be set about the same on
both radios so the pilots will be able to hear transmissions on at least one frequency if the other
is blocked.
Note: A fully operative ILS (localizer and glideslope) is required for ILS / PRM approaches.
(b) Radar Monitoring
 Simultaneous close parallel approaches require a “monitor controller” using the PRM system to
be separately assigned to each runway and to ensure prescribed separation standards are met.
Standard radar and / or vector separation is used during turn onto final approaches.
 Vertical separation will continue until reaching an intermediate fix between ten and fifteen miles
from the runway. From this point to the airport, aircraft may be at the same altitudes, side by
side, or pass traffic on the parallel
Final approach. A block of airspace has been established as a buffer between the final approach
courses. This airspace is 610-metres (2,000-feet) wide, equal distance from the finals, and is called the
No Transgression Zone (NTZ). If an airplane enters or approaches the NTZ, the “monitor controller” will
issue instructions to correct the transgression or deviation. Crew are not to acknowledge this deviation
advice.
(c) Breakouts
 A “breakout” is a technique used to direct aircraft out of an approach after NTZ penetration has
occurred. Breakouts differ from other types of missed approaches in that they can happen
anywhere and unexpectedly. A “blunder” is an unexpected turn by an aircraft already
established on the localizer towards another aircraft on an adjacent approach course. Pilots
directed by the monitor controller to break off an approach must assume that an aircraft is
“blundering” towards them and a breakout must be initiated immediately. Read back of the
“breakout alert” must be made on the tower frequency.
 All breakouts are to be hand flown to ensure the manoeuvre is carried out immediately.
 ATC directed breakouts will be an air traffic controller instruction to turn and climb or descend.
Pilots must always initiate the breakout in response to an air traffic controller instruction.
Controllers will give a descending breakout only when there is no other reasonable option
available, but in no case will the descent be below minimum vectoring altitude (MVA), which
provides at least 1,000 feet required obstruction clearance.
Note: While the climb breakout procedure is similar to the standard go around procedure in the vertical
profile, it is important to recognize that the TOGA function must not be used for a descending breakout.
(d) TCAS
 The ATC breakout instruction is the primary means of conflict resolution. TCAS, if operative,
provides another form of conflict resolution in the unlikely event other separation standards fail.

General Flight
 Should the TCAS be left in the TA/RA mode for the PRM approach and a resolution advisory is
received, the pilot should immediately respond to the RA. If following the RA requires deviating
from an ATC clearance, the pilot shall advise ATC as soon as practical.
 While flying the RA, comply with the turn portion of the ATC breakout instruction. Adhering to
these procedures assures the pilot that acceptable “breakout” separation margins will always
be provided.
 Exceptions: For PRM approaches into Sydney, TCAS may be selected in the TA mode or
maintained in the RA mode once an aircraft is cleared to contact the Tower Controller. The
reselection of TA/RA is only permitted after a breakout manoeuvre is completed or after a

missed approach is initiated because of other reasons (weather, runway occupied, etc.)
8.3.2.11.3 CREW QUALIFICATION

(a) Pilots qualify to conduct PRM approaches when they have completed:
 Viewing the FAA Video “ILS PRM APPROACH: INFORMATION FOR PILOTS”,
 Simulator training in breakout procedures, and
 A questionnaire on PRM procedure.
(b) In addition, crew must be thoroughly familiar with the PRM approach procedures for the specific
PRM approved airports and the breakout phraseology.
8.3.2.11.4 AUTOMATIC SYSTEM USAGE
The use of autopilot and auto throttle is recommended when conducting PRM approaches. The visual
segment of the LDA / PRM approach shall be manually flown to touchdown.
8.3.2.11.5 CREW DUTIES
(a) In addition to the standard operating procedures in conducting a CAT I approach, the crew duties in
preparing and conducting a PRM approach are shared as follows;
(b) The Captain in the left hand seat shall be the pilot flying and shall:-
 Brief for the PRM approach.
 Carry out corrective actions on receipt of deviation alerts.
 Immediately fly the breakout procedure manually upon receipt of instruction from the PRM
controller.
(c) The pilot in the right hand seat shall be the pilot monitoring and shall:
 Upon instruction to contact the tower frequency, select the other VHF set to the PRM frequency
and ensure that both volumes are set to the same level.
 Monitor the flight instruments.
 Read back any “breakout” instructions on the tower frequency.
8.3.2.11.6 BREAKOUT EVENT REPORTING
(a) If a breakout manoeuvre is performed when conducting a PRM approach, crew are to submit an
INCIDENT REPORT stating the conditions that led to the breakout in Air-Operations Safety Hazard
and Occurrence report (A-SHOR), according to the procedure describe in paragraph §11.5 of this
Chapter
(b) Any systems failures or malfunctions shall be reported in the Technical Log.
(c) The breakout manoeuvre must be reported in the Technical Log for FDR / QAR removal in CGK
The following equipment must be operative for a PRM approach:
Required Equipment Minimum No.
ILS 1
ILS G/S Antenna Switching 1
ILS LOC Antenna Switching 1
ATC Transponder 1
VHF Comm Systems 2

OPERATIONS MANUAL VOL. A Communications
8.3.3 COMMUNICATIONS
8.3.3.1 USE OF HEADSETS / COCKPIT SPEAKERS

• Headset must be worn by both pilots from the time the aircraft starts to move until top of climb
and from the top of descent throughout descent, approach and landing until the aircraft fully
stops at parking gate;
• Both pilots must wear headsets when either pilot is off the active ATC frequency (to obtain
weather, etc.);

• In flight, when only one pilot is present on the flight deck, a headset must be worn (also refer to
paragraph §8.3.14.1 of this chapter).

Other than that, flight deck speakers may be used. Speaker volume should be kept at the minimum
usable level adequate to avoid interference with normal flight crew deck conversation, but still ensure
reception relevant ATC communications.
NOTE: crew using their own headsets must ensure that they are of a make and model approved by the
aircraft manufacturer. Any models not approved by the aircraft manufacturer may not be compatible with
the aircraft system or other headsets and therefore may NOT be used.
8.3.3.2 ATC STANDARD COMMUNICATIONS
8.3.3.2.1 STANDARD RADIO PHRASEOLOGY
All ATC communications must utilize standard ICAO phraseology as detailed in the Jeppesen Airway
Manual, Text Supplement. Refer to OM Part A, Chapter 12.2.6“Communication Procedures”.
Use of non-standard plain language communication may be utilized when the intent of the transmission
cannot be met by the use of standard phraseology.
8.3.3.2.2 USE OF CALL SIGN
All radio transmissions must include the BATIK AIR call sign “BATIK” or “BRAVO TANGO KILO” (BTK)
followed by the flight number. Under no circumstances must a radio transmission be made, or
acknowledged, by the use of “BATIK” without the flight number.
Where any flight crew member is in any doubt as to the intent of an ATC transmission with respect to
call sign identification, or the call sign identification of another aircraft with potential for confusion,
clarification must be immediately obtained.
Where necessary in the opinion of the PIC a temporary change in call sign is required to alleviate call
sign confusion and such temporary change is permitted by regulations of the State of operation, such
change must be requested to ATC. Reversion to the original flight-planned call sign must be coordinated
with ATC.
8.3.3.2.3 ACCEPTANCE OF CLEARANCES
All ATC clearances must be fully understood. Where there is any doubt regarding either the intent or the
content of an ATC clearance or ATC message by any flight crew member, clarification must be
immediately obtained.
ATC clearances or instructions containing altitude/flight level, heading or route/waypoint changes or
assignments, any clearance issued in areas of high terrain, as well as any clearance including
instructions for holding short of a runway, must be received and understood by two flight crew members.
For this purpose, when receiving such clearances from ATC, the PF must first repeat to the PM the
content of the received clearance. If the PM agrees with PF on the content of the received clearance,
the PM then reads back clearance to the ATC on the assigned frequency.

When a clearance is received whilst a single pilot occupies a control seat, that pilot must request and
read back a confirmation of the clearance details and must confirm to the second pilot on his return to a
control seat.
8.3.3.2.4 CLEARANCE READBACK
The following elements of an ATC clearance or instruction must be read back:

• Clearances containing instructions to enter or cross a runway;

• Clearances to take off or land;

• Clearances containing altitude, heading, track or speed requirements or restrictions;
• Altimeter settings;
• Clearances containing standard instrument departure or arrival procedures (SID/STAR);
• Clearances to climb, descend, or maintain altitude;
• Any non-standard element of an ATC clearance or instruction.
8.3.3.2.5 POSITION AND ALTITUDE REPORTS
• Altitude reporting
On first contact with ATC, unless specifically requested not to do so, or if required by regulation not to
do so, flight crew must report the cleared flight level.
Flight crew should confirm any call sign confusion during altitude clearance acceptance and read back.
Also make verbal altitude callouts to maintain altitude awareness
The cleared level is the current level being maintained and/or the level to which the aircraft has been
cleared to climb or descend.
• Position reporting
The time and level of passing a designated or otherwise specified reporting point must be reported by
radio 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 such reporting points, position reports must be
made at intervals specified by the State or ATC unit concerned. When it is necessary to suspend
communication for meteorological reasons (e.g. thunderstorms), or for radio repair, the aircraft station
must, if possible, inform the control station specifying the estimated time at which communication is
expected to be resumed.
If this time cannot be realized, a new estimate, must, if possible be transmitted at or near the time first
specified. When re-establishment of radio contact is possible, the control station must be so informed.
Under normal circumstances, the aircraft station may use any relay means available to transmit
messages to an air/ground control radio station or any other aeronautical station.
• Reporting of potentially hazardous meteorological conditions
The Pilot in Command must notify the appropriate air traffic services, by transmitting a special AIREP,
unit as soon as practicable whenever a potentially hazardous condition such as a meteorological
phenomenon or a volcanic ash cloud is encountered or observed during flight. This includes:
• Moderate or severe turbulence;
• Moderate or severe icing;
• Severe mountain waves;
• Thunderstorms, with or without hails that are obscured, embedded, widespread or in squall
lines;
• Heavy dust storm or heavy sandstorm;
• Volcanic ash cloud / Volcanic eruption or pre-eruption volcanic activity

For the purpose of compiling and transmitting air-reports by voice communications, flight crews must
rely on the AIREP form and comply with the detailed instructions, formats of messages and the
phraseologies. Refer to OM Part A, Appendix 8.F.
In addition, observations of volcanic activity report must be transmitted by BATIK AIR to the local
competent authority designated in the Aeronautical Information Publication of the State of observation.
For this purpose, the PIC is required, after the flight, an A-SHOR form in accordance with the reporting
procedure set forth in OM Part A, Chapter 11.5 “Safety Hazards and Occurrences Reporting Procedure”.
8.3.3.3 USE OF COMPANY CHANNELS

Normally the aircraft initiate all communication on this channel. However, 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.
The main purpose of the Company channel is to provide operational communication between aircraft
and ground station. Non-operational communication must be avoided when using this channel. A
Company ground station must however not try to contact an aircraft known in the take-off or approach
phase of the flight.
Two communication systems are used: VHF, HF.
First contact will generally be made when coming within VHF range of the
company ground station. After the aircraft has delivered his message, the
VHF Company ground station may transmit its information.
Channel
BATIK AIR VHF Company channel frequency is 131.525 MHz, or other
approved company channel to handle Company’s flight under agreement.
This system is a long-range system. When the aircraft is outside VHF Company
Channel coverage, the HF Company Channel must be used. The frequency of
HF Company
this channel is 13422,500 kHz (primary) and 8047,500 (secondary) for
Channel
domestic flights.
8.3.3.4 LISTENING AND SELCAL WATCH
During flight the flight crew must operate and maintain continuous listening watch on the radio frequency
of the appropriate ATC unit, and monitoring:
• Guard frequency (121.5MHz); and

• Appropriate common frequency used for in-flight communication in designated airspace without
ATC coverage.
The flight crew must not cease listening-watch, except for safety reason, without informing the controlling
radio station.
SELCAL (Selective Calling) or a similar automatic signaling device normally satisfies the requirements
to the flight crew to maintain a radio listening watch appropriate for the area of operation. Where, on the
basis or regional air navigation agreements this is not the case, aircraft will also need to maintain an
aural guard.
Flight over remote or oceanic areas out of range of VHF ground stations may establish communications
on ICAO air-to-air frequency VHF 123.45 MHz (“Inter-pilot”) for the exchange of necessary operational
information and to facilitate the resolution of operational problems.

8.3.3.5 FLIGHT DECK STANDARD CALLS OUT
The following standard call-outs are to be used in addition to the type-specific call-outs defined in the
respective aircraft type FCOM.
8.3.3.5.1 GENERAL PROCEDURE CALLS
• Landing Gear Selection:

PF PM

“GEAR UP or GEAR DOWN” B737:
“GEAR UP” or ”GEAR DOWN”
(Repeat before selection) And …
“GEAR is UP” or “GEAR is DOWN” (After
operation completed).
A320:
“GEAR is UP” or “GEAR is DOWN”
(Reply after checking the red light on the
LDG Gear indicator to confirm gear
operation.)
• Flap selection:
PF PM
“FLAPS UP” or “FLAPS-(VALUE)” B737:
“FLAPS-UP” or “FLAPS-(VALUE)”
(Before selection, and check the flap limit /
minimum maneuvering speed)
“FLAPS-UP” or ”FLAPS-(VALUE) SET”
(After operation completed).
A320:
“FLAPS-(VALUE)” when the flap lever
position indicator on ECAM shows correct
value.
• Passing 500 FT in Approach

PF PM
“FIVE HUNDRED”
“CHECKED”

8.3.3.5.2 STANDARD ALTIMETER CALLS

• Minimum Sector Altitude (Climb and Descent):
PF PM
“PASSING MSA”
NOTE: If the PM missed the call, the PF must initiate the call.
• Transition Altitude / Transition Level:
PF PM

“TRANSITION ALTITUDE …..” /

“TRANSITION LEVEL …..”
“CHECKED, SET”
NOTE: both pilots must then set QNE/QNH accordingly on their altimeter. PM must make the call if it
has not been made by the PF.
• At 1.000 FT to go to assigned/limiting Flight Level or altitude, or to circuit altitude:
PF PM
“ONE THOUSAND TO GO”
“CHECKED”
NOTE: If the PM missed the call, the PF may initiate the call, and the PM will then respond.
• Change in Altitude:
PF PM
“CLIMB / DESCEND
TO FL(…) or (…) FEET”
“CHECKED”
NOTE: when leaving an altitude or flight level after a period of level flight the PF must check that the
Altitude Alert Selector (if applicable) is armed.
• Level at cleared altitude or Flight Level:

PF PM
“MAINTAINING FL (…) or (…) FEET”
“CHECKED”

8.3.3.5.3 STANDARD INSRUMENT APPROACH CALLS
• Passing / leaving 1000 FT (all instrument approaches):

PF PM
“ONE THOUSAND”
“STABILIZE ,CONTINUE”
“BE PREPARED FOR G/A”

If stabilized approach criteria detail in paragraph §8.3.2.5.5of this Chapter could not be met call:
“UNSTABILIZE, GO AROUND”.
• During VOR intercept when CDI bar moves off-full scale deflection (non-precision):
PF PM
“BAR ALIVE”
“CHECKED”
• When A/P or F/D has capture the track (non-precision):

PF PM
“CAPTURE”
“CHECKED”
• When establishing on descent point (non-precision):

PF PM
“DESCENT POINT”
“CHECKED”
• Descent profiles (non-precision approach):

On non-precision with DME profile approach, the PM must call the distance and altitudes using DME
profile scale on the approach chart, or as otherwise briefed.
PF PM
e.g.: “8 MILES, 100 FEET HIGH/LOW,
NEXT 6 MILES 1800 FEET”
“CORRECTING”
e.g.: “5 MILES, ON SLOPE,
NEXT 4 MILES 1250 FEET”
“CHECKED”
• At 100 FT above MDA (non-precision)

PF PM
“APPROACHING MINIMUM”
“CHECKED”

• Reaching MDA (Non-Precision)

PF PM
“MINIMUM”
“CHECKED”
• When establishing on descent point (ILS)

PF PM

Localizer “LOCALIZER ALIVE”

bar moving
from full “CHECKED”
deflection
G/S bar “GLIDE SLOPE ALIVE”
moving from
full “CHECKED”
deflection
A/P or F/D “LOCALIZER CAPTURED”
has
captured “CHECKED”
Localizer
A/P or F/D “GLIDE SLOPE CAPTURED”
has
captured “CHECKED”
Glide Slope
• Passing Outer Marker (ILS)

The PM must call the glide slope indication and the difference in the actual altitude and the published
OM Check Altitude, the PF must specify any adjustment to the DA.
PF PM
“OUTER MARKER,
(..…) FEET HIGH/LOW”
“CHECKED”
(Increase/decrease DA to …)
• At 100 FT above DA
PF PM
“MINIMUM”
“CONTINUE” or “GO AROUND”

8.3.3.5.4 FLIGHT TOLERANCE DEVIATION

When flight tolerances are exceeded without any initiation of an appropriate correction, the PM shall
notify the PF using the specified calls.
• Airspeed tolerance
• Climb / Cruise/ Descend ...............................  10 kts,  M 0.02
• On final in landing configuration.................... + 10 kts, - 5 kts
• 2nd Segment Asymmetry .............................. V2 to V2+10
PF PM

“SPEED”

“CHECKED”
• Altitude tolerance
• Cruise ...........................................................  100 feet
• DA/DH .......................................................... + 50 feet, - 0 feet
• MDA/MDH ..................................................... + 100 feet, - 0 feet
PF PM
“ALTITUDE”
“CHECKED”
• Tracking tolerance
• NDB ..............................................................  5
• LLZ/VOR ....................................................... 1/2 dot deflection
PF PM
“RADIAL or QDM or QDR” (VOR/NDB),
“LOCALIZER” (LLZ).
“CHECKED”
• Slope tolerance
• Glide slope.................................................... 1/2 dot deflection
• T-VASIS ........................................................ > 1 (one) light-high/low
• PAPI.............................................................. 3 red or white lights
PF PM
“SLOPE” (VASIS)
“GLIDE SLOPE” (G/S)
“CHECKED”
• Rate of descent tolerance

• 1000 feet AGL or lower ................................. not > 1000 fpm
• Above 1000 AGL .......................................... not > 2000 fpm

PF PM
“SINK RATE”
“CORRECTING”
• Reducing rate of climb after take-off

In the event of reducing rate of climb after take-off in the 2ndsegment without corresponding pitch,
attitude or IAS changes:

• Tolerance................................................................... < 500 fpm ROC

PF PM
“RATE OF CLIMB”
“CORRECTING”
8.3.3.6 STANDARD CALLS BETWEEN FLIGHT CREW AND F/A
The following table summarizes the different calls that must be used during normal operations by flight
crew and flight attendants to achieve best coordination throughout crewmembers.
CONDITION FLIGHT CREW Purser/FA-1 FLIGHT ATTENDANTS

Report to Flight crew
Pre-flight check Ask Flight Attendant for
“CABIN READY FOR Report to Purser/FA-1
completed boarding
BOARDING”
All Papers and Report to Flight Crew all
Passengers on Acknowledge: “OK” papers and passengers on -
board board
B737 B737 B737
 PM will advise :  Close the door, Arm the  Close the door, Arm the
“FLIGHT ATTENDANT slide bar and cross check. slide bar and cross
CLOSE DOOR(S), check.
ARM AND CROSS  Report to Purser/FA-
 Report to Captain:
CHECK” “DOORS CLOSED,
“DOORS CLOSED,
 Acknowledge ”OK” ARMED AND CROSS ARMED AND CROSS
CHECKED” CHECKED”
Before engines
start A320;
A320; A320;
 Close the door, select the
 PM will advise : slide arming lever to  Close the door, select
“FLIGHT ATTENDANT armed and cross check. the slide arming lever to
CLOSE DOOR(S), armed and cross check.
ARM AND CROSS • Report to Captain:
 Report to purser or FA1:
CHECK” “DOORS CLOSED,
“DOORS CLOSED,
 Acknowledge ”OK” ARMED AND CROSS
ARMED AND CROSS
CHECKED”
CHECKED”
Passengers welcome
Taxi for take-off announcement and Safety Passengers safety briefing
briefing

Ensure cabin prepared, and Check cabin prepared and

Safety briefing
Acknowledge: “OK” report to cockpit: “CABIN report to Purser/FA-1
completed
READY” “CABIN READY”
PM will advise: “FLIGHT
CABIN READY
ATTENDANT TAKE-OFF Take station for take-off Take station for take-off
report accepted
STATION”
PM turn seat belt sign Release from station and Release from station and
After take-off
OFF commence duties commence duties
PM will advise: “FLIGHT

Pre Landing (On Prepare the briefing area for Prepare the briefing area
ATTENDANT PREPARE
Top of Descend) landing for landing
FOR ARRIVAL”

 Check to PIC about
weather and airport
A few minutes temperature
Turn seat belt sign ON Check passengers
before landing
 Passengers briefing via
PA
Acknowledge: “OK” Ensure cabin prepared,

Passengers and report to cockpit: Check cabin prepared
briefing “CABIN READY” and report to Purser/FA-
completed 1 “CABIN READY”
PM will advise:
CABIN READY
“FLIGHT ATTENDANT Take station for landing Take station for landing
report accepted
LANDING STATION”
Passengers after landing
After landing - After landing duties
announcement
 Disarm the slide bar  Disarm the slide bar

PM will advise: (door) and cross
(door) and cross check
“FLIGHT ATTENDANT check
When A/C stop  Report to PIC:
DISARM ALL DOORS  Report to Purser/FA-1
at the terminal. “DOORS DISARMED
AND CROSS CHECK” “DOORS DISARMED
AND CROSS AND CROSS
CHECKED” CHECKED”
A/C parked.
The outside door
area is cleared.  Advice: “FLIGHT
The ground staff ATTENDANT
has prepared the DOOR(S) MAY BE Open the other door if
OPENED” Open the entrance door
stair and gives required
door opening  Turn the Seat belt
signal by thumbs sign OFF
up or knocking
the door.
NOTES: (1) Any deviation from these standard procedures should be briefed clearly
before departure.
(2) When all doors are closed after boarding, do NOT re-open the doors
unless clearance is obtained from the Pilot in Command.

8.3.3.7 COCKPIT / CABIN SIGNALS
To facilitate communication between cockpit and cabin, a number of specials signals have been agreed.
The basic principles for these signals are standardized and they cover the following subjects:
• FASTEN SEAT BELT sign on
 Landing imminent;
 When the seat-belt sign is switched on, the FA will prepare the cabin for landing;
• Take-off imminent

 The flight crew warns the FA by announcement and then the FA immediately will take their
take-off and landing seats.

• Emergency
 When an emergency arises, the PIC will call the FA to cockpit by at least six (6) chimes.
8.3.3.8 USE OF PUBLIC ADDRESS SYSTEM
8.3.3.8.1 PUBLIC ADDRESS SYSTEM (PAS) SERVICEABILITY CHECK
Before the first flight of the duty, the flight crew must ensure the PA system is functioning properly.
Acknowledgment of serviceability must be received from all cabin crew positions.
8.3.3.8.2 GENERAL
Batik Air has policy regarding provide an announcement to passengers / supernumeraries such as:
• Every effort should be made to ensure that every PA is clear and understandable;
• Initial, delay, technical and emergency PAs should always be made by the PIC;
• A PA to advise passengers/ supernumeraries of on time arrival or early arrivals will be made by
the SFA/FA-1 when appropriate.
• PA should not be carried during critical phases of flight (refer paragraph §8.3.1.4);
• If an instruction or clearance is received from ATC whilst a PA is being made then the instruction
must be clarified on the pilots return to the loop.
8.3.3.8.3 WELCOME PA
The PA should be made when the majority of the passengers have boarded. It should be delivered so
as not to interrupt the exit row exit briefing or any announcements being delivered by the Flight
Attendants. The PA should be clear, professional and brief, approximately 50 seconds. It should
welcome the customers onboard and include essential information deemed appropriate by the PIC.
The initial PA should not be made if it will cause a delay in the departure. In this case, it is important that
the first PA from the Flight Deck is made at the first available opportunity, by the PIC.
Initial PAs are not intended as a replacement for the pre-descent PA.
8.3.3.8.4 PRE-DESCENT PA
Following completion of the approach briefing, PIC must make a PA to the customers.
The PA should contain information pertaining to the flight and must include an estimated landing time
and the latest weather information for the destination. If the flight is ahead of schedule then this should
also to be mentioned in the PA but if the flight will arrive late this should not be highlighted.
The PA must be concluded with the announcement: “FLIGHT ATTENDANTS, PREPARE FOR
ARRIVAL”.

8.3.3.8.5 DELAY / DISRUPTION PA
If the departure or arrival of a flight is or will be delayed or disrupted then the PIC should make a suitable
PA to advise the passengers. Informed passengers are more understanding than those who are unclear
of the reasons surrounding the delay.
Keeping the passengers abreast of delays and disruption adds positive value to the customer
experience, in a negative situation.
The PA should be clear and concise but give a truthful indication as to why the delay has occurred. This
is especially important before pushback and after landing, when the reason may not be clear to the

customers. Such delays may be caused by “airport facilities”, “ramp congestion”, “stand allocation”,

“ATC delay”, “baggage reconciliation”, etc. all of which are reasons that may be shared by the PIC.
There is a fine line associated with the amount of information that should be given in the explanation as
over informing can cause animosity. Directly naming responsible parties should be avoided.
The PA should include an apology where appropriate, and where possible an estimate for the departure
or arrival. It should be noted that inaccurate estimates can cause greater animosity than no estimate at
all.
If a technical problem or an important deviation from the flight plan (diversion, return, and route changes)
that will involve activities/ trajectories that could be deemed abnormal by the passengers then a PA must
be made.
Most technical delays can be explained by the Company’s priority towards safety. The technical
explanation should never contain words or language that may alarm the passengers. It should be
considered that once the technical problem has been rectified the passengers may be required to
continue their journey on the same aircraft which some might find uncomfortable if the initial problem
was perceived as major.
In all circumstances, due consideration must be given to the image of BATIK AIR. The PA must never
contain information that is defamatory towards BATIK AIR, its staff members, subsidiaries or third party
agents.
8.3.3.9 ADS-B OUT OPERATIONS
8.3.3.9.1 BACKGROUND
Automatic Dependent Surveillance-Broadcast ADS-B OUT is a Surveillance technology that uses

satellites, aircraft avionics and ground infrastructure to relay a range of aircraft parameters such as
identification, position, altitude, velocity and other information to air traffic controllers.
It supports radar-like separation standards and its transmission is automatic with no pilot input required.
Aircraft with ADS-B automatically transmits position reports with a high degree of accuracy and integrity
in every second to Air Traffic Control. This allows aircraft to be more effectively monitored by ATC with
a possibility of reduction in separation from other traffic.
The use of ADS-B by ATC for surveillance in non-radar areas reduces the separation between ADS-B
equipped aircraft. This will increase traffic capacity and the availability of cruising levels when compared
to conventional procedural ATC control.
8.3.3.9.2 AIRCRAFT COMPONENTS
Onboard aircraft sensors provide the required data used by the aircraft’s Mode S (Selective) transponder
for ADS-B transmission. Following the compilation of an ADS-B message, the transponder transmits the
data through the Mode S 1090 Extended Squitter (ES) at the rate of once per second, allowing ATC
access to real-time aircraft position information. Similar to radar, ADS-B signal reception range is limited
to “line of sight” from any receiver unit.

When airborne, the main the parameters transmitted by ADS-B OUT are:
 Aircraft latitude and longitude
 Magnetic heading
 Barometric and Geometric altitudes
 True and Indicated Airspeed
 Aircraft Position integrity / accuracy (GPS horizontal protection limit)
 Ground Speed and Vertical Speed
 ICAO 24-bit address
 Flight identification

 Roll and Track angle
 Emergency indication (when emergency code selected)

When on ground, the main the parameters transmitted by ADS-B OUT are:
 Latitude and Longitude
 Ground Speed and Track
 Flight identification
Unlike existing ADS C (Contract) which is only received by a specific controller, ADS B OUT information
can be received by any suitably equipped receiver station.
8.3.3.9.3 OPERATIONAL INFORMATION
For operations into ADS-B mandated airspace, crew are to ensure that the aircraft ADS-B is operational.
For aircraft equipped with approved ADS-B equipment, a notification of ADS-B capability should also be
annotated in the ATC Flight Plan Field 18 as RMK/ADSB.
Crew should verify that the correct Flight ID is entered into the FMS. For proper ADS-B functionality,
ensure that the Aircraft Identification is correctly entered exactly as the ATC Flight Plan Field 7.
8.3.3.9.4 PHRASEOLOGY
Existing Radar Phraseology New Generic Surveillance

Phraseology
RADAR SERVICE TERMINATED (non-radar SURVEILLANCE SERVICE TERMINATED (non-
routing if required) surveillance routing if required)
RADAR SERVICE TERMINATED DUE TO SURVEILLANCE SERVICE TERMINATED DUE TO
(reason) (reason)
SECONDARY RADAR OUT OF SERVICE ADS-B SURVEILLANCE OUT OF SERVICE DUE TO
(reason)
RADAR SERVICE TERMINATED SURVEILLANCE SERVICE TERMINATED
RESUME POSITION REPORTS RESUME POSITION REPORTS
(aircraft ident) RADAR IDENTIFIED (position if (aircraft ident) IDENTIFIED (position if required)
required)
(aircraft ident) RADAR IDENTIFICATION LOST (aircraft ident) IDENTIFICATION LOST
CONFIRM ADS-B ELIGIBLE? and if necessary —

UNABLE TO ISSUE CLEARANCE INTO ADS-B
EXCLUSIONARY AIRSPACE, MAINTAIN (altitude)
NEGATIVE ADS-B DUE TO EQUIPMENT FAILURE
New Generic Surveillance
Existing Radar Phraseology
Phraseology
IF ABLE, CHANGE YOUR FLIGHT ID TO
(FLIGHT ID)

IF YOU READ, (appropriate instructions). Then — IF YOU READ, (appropriate instructions). Then —
(Action) OBSERVED, WILL CONTINUE RADAR (Action) OBSERVED, WILL CONTINUE SURVEILLANCE
CONTROL CONTROL
(FLT ID) READING YOU ON 7700
CONFIRM THE NATURE OF YOUR EMERGENCY
8.3.3.9.5 AUSTRALIAN AIRSPACE

New Generic

Circumstance Existing Radar Phraseology Surveillance
Phraseology

Termination of radar or ADS-B
IDENTIFICATION TERMINATED (DUE reason)
service
SECONDARY RADAR OUT OF
SERVICE ADS B OUT OF
Radar or ADS-B ground (appropriate information as SERVICE
equipment unserviceable necessary) or PRIMARY RADAR (appropriate information
OUT OF SERVICE (appropriate as necessary)
information as necessary)
To request aircraft’s SSR or ADVICE TRANSPONDER ADVICE ADS-B
ADS-B capability CAPABILITY CAPABILITY
ADS-B
TRANSPONDER (ALPHA, CHARLIE TRANMITTER(TEN
To advice aircraft’s SSR or or SIERRA as shown in the flight NINETY DATALINK) or
ADS-B capability plan) Or NEGETIVE ADS-B RECEIVER(TEN
TRANSPONDER NINETY DATALINK) or
NEGETIVE ADS-B
RE-ENTER ADS-
To request reselection of FLT RE-ENTER MODE S AIRCRAFT
BAIRCRAFT
ID IDENTIFICATION
IDENTIFICATION
To request operation of the TRANSMIT ADS-B
SQUAWK (code) AND IDENT
IDENT feature IDENT
To request termination of STOP ADS-B
STOP SQUAWK [TRANSMIT ADS-B
SSR transponder or ADS-B TRANSMISSION
ONLY]
transmission operation [SQUAWK (code) ONLY]
To request transmission of TRANSMIT ADS-B
SQUAWK CHARLIE
pressure altitude ALTITUDE
STOP ADS-B ALTITUDE
To request termination of
STOP SQUAWK CHARLIE WRONG TRANSMISSION
pressure altitude transmission
INDICATION [WRONG
due to faulty operation
INDICATION or reason]
8.3.3.9.6 IN FLIGHT CONTINGENCY

Currently all BTK aircraft do not have separate controls for ADS-B operation. ADS-B data is
automatically transmitted via the aircraft’s transponder mode S 1090MHZ ES (Extended Squitter).
Without any independent ADS-B control, the ADS B operation can only be terminated by selecting the
aircraft transponder to standby. This also disables the Secondary Surveillance Radar and the Airborne
Collision Avoidance System.
If ATC instructs crew to terminate ADS-B operation, when it deems the aircraft ADS-B signals to be
erroneous, crew should be aware of the consequences of selecting the transponder to STBY. If unable
to comply, crew must advise ATC accordingly and request for alternative instruction.
For any inflight failure of transponder or any exceptional flight dispatch with an inoperative ADS-B, crew
should inform ATC on initial contact in ADS-B operational airspace of “Non-ADS B” operations.

If flight crew receive equipment indications showing that the aircraft position broadcast by the ADS-B
system is in error (e.g. GPS signal loss, Low Position Accuracy, etc), they should inform ATC as soon
as possible. In the event that ATC provides a report to crew of inaccurate ADS-B transmission from the
aircraft, flight crew should log it down in the aircraft Technical log for follow-up maintenance actions.
When an aircraft is “Non-ADS B”, ATC will have to provide the appropriate separation when flying in
airspace declared for ADS B operations.
8.3.3.9.7 EMERGENCY

Upon activation of any of the emergency squawk codes 7500, 7600 and 7700 by the flight crew, a
common emergency signal is sent through the ADS-B transmitter Specific emergency message e.g.

communication failure may not be conveyed to controllers. The pilot is still responsible to inform ATC of
the nature of the emergency.
If flight crew does not verbally communicate the nature of the emergency, ATC may initiate procedures
for a suspected unlawful interference.
ATC phraseology: “<call sign> CONFIRM SQUAWKING ‘CODE’” If no response from the pilot is
received within a reasonable time, the controller will assume the possibility of unlawful interference.
When an emergency code is inadvertently triggered, crew must reset the transponder code and inform
ATC immediately.
8.3.3.10 CTAF OPERATIONS
8.3.3.10.1 GENERAL
Batik Air’s scheduled Australian stations may require the use of some non-towered aerodromes as
alternate airports. Such airports do not provide 24 hours manned ATC service but are available for
takeoffs and landings.
Some non-towered aerodromes provide a Pilot Activated Lighting (PAL) as supplementary aid during
night hours or at other times of low natural light conditions. ‘Universal Communication’ or UNICOM are
ground-to-pilot radio advisory services, providing prevailing weather and traffic information. It is provided
by local commercial or community operators.
When operating into an Australia non-towered (or outside Tower hours), crew shall comply with
Common Traffic Advisory Frequency (CTAF) procedures prescribed in this chapter. When operating in
non-towered aerodromes outside Australia, refer to Jeppesen Text Supplements for further guidance.
8.3.3.10.2 DEFINITION
 PAL (Pilot Activated Lighting)
1. PAL installation provide means of activation of aerodrome, runway, taxiway, apron, VASIS and
wind indication lighting.
2. The system can be activated:
a. For Departure: Before Taxi.
b. On Arrival: Within 15 nm of airport and at or above Lowest Safe Altitude.
3. The PAL system is activated by the VHF transmit switch:
a. Transmitted pulse must be between 1 and 5 secs.
b. Three pulses must be transmitted within 25 secs. Ensure that the third pulse ends before
the 25th second.
c. Break between transmissions can be more or less than 1 sec (no limit).
4. Lights illuminate for a minimum of 30 minutes. If they do not illuminate, keep transmitting 3
pulses.
Ensure frequency is correct.
Example of pulse transmission: 3 sec pulse - 1 sec break - 3 sec pulse - 1 sec break - 3 sec
pulse.

5. The wind indicator light will flash continuously during the last 10 minutes of lighting illumination
to warn users that the lights are about to extinguish. To maintain continuity of lighting, repeat
the activation sequence.
Note: Two pilot activated lighting systems exist at Australian airports, Pilot Activated Lighting (PAL) and
Aerodrome Frequency Response Unit plus PAL (AFRU+PAL). The two systems differ in their activation
methods. The PAL system requires three 3-second pulses with 1 second between each pulse. The PAL
+ AFRU system requires three 1-second pulses with 1 second between each pulse and the sequence
must be completed within 5 seconds to be effective.
 AFRU (Aerodrome Frequency Response Unit)

This is a radio frequency to assist pilot’s awareness of inadvertent selection of an incorrect VHF
frequency when operating into non towered aerodromes, a device known as an Aerodrome

Frequency Response Unit (AFRU) maybe installed. An AFRU will provide an automatic response
when pilots transmit on the CTAF for the aerodrome at which it is installed.
The features of the AFRU are as follows:
 When the aerodrome traffic frequency has not been used for the past five (5) minutes, the next
transmission over two (2) seconds long will cause a voice identification to transmitted in
response, e.g.: “GOULBURN CTAF”
 When the aerodrome traffic frequency has been used within the previous (5) minutes, a 300
millisecond tone will be generated after each transmission over two (2) seconds long.
 A series of three (3) microphone clicks within a period of five (5) seconds will also cause the
AFRU to transmit a voice identification for the particular aerodrome.
 In the event that the transmitter in the AFRU becomes jammed for a period greater than one
minute, the unit will automatically shut down
 The operation of the AFRU provides additional safety enhancements by confirming the
operation of the aircraft’s transmitter and receiver, the volume setting, and the pilot has selected
the correct frequency for use at the aerodrome.
 AWIS (Aerodrome Weather Information Service)

 A radio frequency on which broadcast actual weather conditions on navigation aids from AWS
sites which use Bureau of Meteorology AWS equipment.
 AWIS will provide some of the following information: station identifier as a plain language station
name, identifier “AWS AAERODROME WEATHER”, wind direction in degrees magnetic and
speeds in knots, altimeter setting (QNH), temperature and dew point in degrees centigrade (C),
cloud below 12,500 ft., visibility, percentage of relative humidity, and rainfall over the previous
ten minutes.
 FIA (Flight Information Area)

 An airspace of defined dimensions, excluding controlled airspace, within which flight information
and SAR alerting service are provide by an ATS unit.
 Note: FIA maybe sub-divided to permit the specified ATS unit to provide its services on a
discrete frequency or family of frequencies within particular areas.
 LSALT (Lowest Safe Altitude)
 The lowest altitude which will provide safe rerrain clearance at a given place
 SARTIME
 The time nominated by a pilot for the initiation of SAR action if a report has not been received
by the nominated unit.
 SARWATCH
 A generic term covering SAR alerting, based either on full position reporting procedures,
scheduled reporting time (SKEDS), or SARTIME.
 UNICOM
 It is a non ATS communications service provided to enhance the value of information normally
available about a non –towered aerodrome.

 The primary function of the frequency use for UNICOM services where the UNICOM is the CTAF
is to provide pilots with the means to make standard positional broadcasts when operating in
the vicinity of an aerodrome.
 Participation in Unicom services must not inhibit the transmission of standard positional
broadcast.
 Participation in Unicom services relates to the exchange of information concerning:
a. Fuel requirements;
b. Estimated times of arrival and departure;
c. Aerodrome information;
d. Maintenance and servicing of aircraft including the ordering parts and materials urgency;

e. Passenger requirements;
f. Unscheduled landings to be made by aircraft;

g. General weather reports; and
h. basic information on traffic.
 This information is available to all aircraft during the times the Unicom is operating
 Weather reports, other than simple factual statement about the weather, may not be provided
by the Unicom operators unless they are properly authorized to make weather observations
under CAR120.
 The Unicom operator is solely responsible for the accuracy of any information passed to an
aircraft, while the use of information obtain from the Unicom is at discretion of the pilot in
command.
 Station providing a Unicom service are required to be licensed by the Australian
Communications and Media Authority (ACMA). Detailed information regarding the licensing and
use of equipment may be obtained by contacting the ACMA in the appropriate State of Territory
capital city.
8.3.3.10.3 REQUIREMENTS
a. CTAF procedures apply to non-controlled aerodromes, and the frequencies allocated for mutual
separation are not monitored by ATS.
b. Pilots are required to continuously monitor and make positional broadcasts on the airfield CTAF, for
example 118.6 (R), when operating within 10nm of a non-towered aerodrome.
c. “R” denotes that only aircraft equipped with serviceable radios are permitted to operate at these
aerodromes.
d. If CTAF is not available at an aerodrome, use the default frequency 126.70 for broadcasting aircraft
position.
e. Ensure transponder is set to Code 2000.
f. Landing lights should be switched ON.
g. Maintain a listening watch and lookout for other aircraft in the vicinity.
8.3.3.10.4 PROCEDURES
ARRIVALS:
a. Crew must make reports to ATS of “CHANGING TO” (location) CTAF (frequency) when inbound to
a non-towered aerodrome.
b. The pilot must then join the visual circuit (left hand circuit, at 1500 ft AGL, unless otherwise stated)
at the appropriate position, of the most into-wind runway, except when following an instrument
approach or when a straight-in approach is conducted.
c. For circuits, maintain a standard altitude of 1500ft AGL.
d. Do not exceed 200kt IAS when operating within the circuit of the non-towered aerodrome.
e. For arrival, the preferred method for entering from the downwind side of the circuit is to approach
the circuit on a course 45 ° to the downwind leg and join the circuit at midfield.
f. An approach to land must not continue beyond the threshold of the runway until preceding departing
aircraft is airborne, or preceding landing aircraft using the same runway has vacated it, or preceding
aircraft using another runway has crossed or stopped short of the landing aircraft’s runway.
g. After landing, the runway shall be vacated as soon as practicable. Aircraft shall not stop until clear
of the runway.

DEPARTURES:
a. IFR aircraft must report to ATS on taxiing, with information such as location, runway to be used,
destination, etc.
b. Crew should also monitor and broadcast on CTAF from engine start until at least 10nm from the
aerodrome.
c. For departure, climb on the extended runway centreline straight ahead and at circuit height continue
straight ahead or make a 45 ° turn and proceed on track outbound.
d. When on departure track, and at or before the boundary of the CTAF area, crew must report details
to ATS.

8.3.3.10.5 BROADCAST

The recommended radio broadcasts on the CTAF are:
a. All operations
 Before Taxi
 Before entering the runway for departure
 Clear of the runway
b. Inbound
 By 10nm from the aerodrome.
 When entering the circuit.
c. Circuit
 Downwind
 Base
 Final (with intentions)
d. Outbound
 Departing contrary to circuit direction
e. Straight-in-Visual Approach
 3nm
 1nm (with intentions)
f. Instrument Approach
 Departing the final approach fix / established on the final approach segment
 Go-around
8.3.3.10.6 EXAMPLES OF THE STANDARD PHRASEOLOGY FOR BROADCASTING
Kalgoorlie – Boulder Inbound
Positon/Situation Frequency Remarks

Control …Control, BTK…, position, altitude,
Top of Descend from (Perth/Melborne) request descend time at… for
controlled Airspace Kalgoorie, ETA…(UTC)
All stations BTK…Airbus A320
(Boeing 737), 10 DME KG VOR Radial
At/Before 10 Nm from CTAF
… Alt …ft, inbound, ETA…(UTC)
Aerodrome (126.60)
Note: Transponder ON/TARA and
turns ON all external lights.
All stations Kalgoorie, BTK…join
downwind at 2700 ft (1500 AGL).
CTAF
Ready to join the circuit Note: initial overhead is 2000 ft AGL,
(126.60)
only left-hand circuit and max speed
200 KIAS

CTAF All stations Kalgoorie, BTK… join base

Join base leg
(126.6) leg runway…
All Stations Kalgoorie, BTK… join final
CTAF runway…
Straight in
(126.6)
Note: Before 3 NM from threshold
All stations Kalgoorie, BTK… leaving
FAF / establish final…
CTAF
Instrument approach
(126.6) Note: Departing Final Approach Fix or
establish Final Approach segment

inbound
CTAF All stations Kalgoorie, BTK… going
Missed approach

(126.6) around, climb… ft.
Melbourne Center, BTK… landed
Kalgoorie cancel SARWATCH
CTAF Note: It should be at or before notified

After landing
(126.6) ETA. If at ETA still conduct maneuver
a transmission with the word
“operation normal” should be
executed.
Kalgoorlie – Boulder Outbound

Position / Situation Frequency Remarks
Melbourne center BTK..., Airbus
MEL CTR
Before taxi A320 (Boeing 737), IFR Kalgoorie
(125.75)
to Perth FL..., runway (11 or 29)
All stations Kalgoorie, BTK...,
entering and take off runway...,
Prior to enter the
runway
Note: transponder ON/TARA
squawk 2000
Before 5 NM and beyond 3 NM
from runway:
Melbourne center, BTK...,

MEL CTL
Departure departure Kalgoorie
(125.75)
time...(UTC),
outbound...degrees, climb to
FL..., estimate (first reporting
point)...(UTC)
Perth control BTK..., Airbus A320

(Boeing 737), PK-..., position...
Prior entering
PER CTL (first reporting point), FL...
controlled airspace
(altitude...), estimate...(next way
point)...(UTC), receive...(ATIS).

Kalgoorie-Boulder Frequencies:
 125.75 Melbourne Center (on ground)
 126.6 CTAF – AFRU
 126.6 “AIR BP” (for fuel request)
 120.6 PAL (Pilot Activated Lighting)
 126.25 AWIS (Aerodrome Weather Information Service)
8.3.3.11 TIBA (TRAFFIC INFORMATION BROADCAST BY AIRCRAFT)
8.3.3.11.1 INTRODUCTION

When Air Traffic Services are temporarily not available in a given airspace in Australia, the procedure

contained in the following paragraphs may be authorized. Details of specific procedures will be
promulgated by NOTAM.
Nothing in these procedures precludes the pilot from exercising responsibility for safe operations,
including separation and collision avoidance with other aircraft in the air and on the ground.
8.3.3.11.2 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.
8.3.3.11.3 FREQUENCY
Aircraft must maintain a listening watch on the appropriate TIBA frequency.
Where VHF is used as for air-ground communications with ATS, and an aircraft has two serviceable
VHF sets, one must be tuned to the appropriate ATS frequency and the other to the TIBA frequency.
The TIBA frequencies are:
 At or above FL200, 128.95MHz;
 Below FL200
1. The FIA frequency in Class G airspace other than in oceanic areas,
2. Otherwise 126.35
8.3.3.11.4 LISTENING WATCH

A listening watch must be maintained on the TIBA frequency 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, a
listening watch must start as soon as practicable after takeoff.
8.3.3.11.5 TIME OF BROADCASTS
Broadcasts must be made:
a. 10 minutes before entering the designated airspace or, for an aircraft taking off from an
aerodrome located within 10 minutes flying time of that airspace, a listening watch must star as
soon as practicable after takeoff.
b. 10 minutes prior to crossing a reporting point.
c. 10 minutes prior to crossing or joining an ATS contingency route.
d. At 20 minutes intervals between distant reporting points.
e. 2 – 5 minutes, where possible, before a change in Flight Level.
f. At the time of a change in Flight Level.
g. At any other time considered necessary by the pilot.
Note: Please note that the broadcasts should not be acknowledged unless a potential collision risk
exists.

8.3.3.11.6 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 valid operational reasons.
When changes to cruising level are unavoidable, all available lighting which would improve the visual
detection of the aircraft must 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 must be made.
8.3.3.11.7 COLLISION AVOIDANCE

If, on receipt of a 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:

a. Unless an alternative maneuver appears more appropriate, if at or below FL140, immediately
descend 500 feet;
b. Display all available aircraft lighting to improve the visual detection of the aircraft;
c. As soon as possible, reply to the broadcast advising of action being taken;
d. Notify the action taken on the appropriate TIBA frequency;
e. As soon as practicable, resume normal flight level, notifying the action on the appropriate TIBA
frequency.
8.3.3.11.8 REPORTING
Normal (standard) position reporting procedures should 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 re-establish SARWATCH on the appropriate ATS
frequency.
8.3.3.12 SATCOM COMMUNICATIONS
8.3.3.12.1 INTRODUCTION
Satellite communication enables connections between aircraft and the ground to be made at almost any
time during aircraft operation by line-of-sight transmission / reception with one of four geostationary
satellites located over the ocean regions.
The Multi-Channel System (MCS) installed on some of the Batik Air’s aircraft is designed to
automatically provide the best communication possible based on the location of the airplane and the
selected Ground Earth Station (GES) / Satellite pair. Satellite selection is performed at initial Log-on and
is automatically updated as required In-Flight.
One SATCOM (Satellite Communication) system is installed on some of the Batik Air’s aircraft. The
SATCOM system provides both data and voice communications. The SATCOM system shall be used
as a supplemental communication system only. It is not intended to replace the functions of required
HF or VHF communication systems.
The FLIGHT LINK SATCOM system is installed on the B737NG aircraft.

For Limitations, Performance, Normal & Non-normal procedures, refer to AFM supplement.
OM-A Appendix 25
The pilot uses a Multi-function Control Display Unit (MCDU) and an Audio Control Panel (ACP) for
SATCOM voice communications. Access to the SATCOM system is via the MENU key on the MCDU.
The SATCOM system provides numbers of channels for communications, datalink and flight deck voice
use. The flight deck channels are designated as SAT.

8.3.3.12.2 SYSTEM LOGON
Before performing communication functions, the aircraft SATCOM equipment must be connected to a
ground based SATCOM system, known as Ground Earth Station (GES), via satellite. This process is
called log-on.
For proper voice operation, SATCOM requires aircraft attitude and position information from a fully
aligned functional Air Data and Inertial Reference System (ADIRS) to steer the High Gain Antenna
(HGA). The ADIRS must be aligned before the SATCOM system can logon.
System log-on is normally accomplished automatically, requiring no pilot action once the IRU is aligned

and a satellite is in view.

After log-on, the system is designed to automatically provide the best communication possible based
on the location of the aircraft and the selected GES / Satellite pair. As the aircraft flies out of coverage
of a satellite or GES, the system automatically hands over control to the next proper satellite or GES.
8.3.3.12.3 CALL PRIOROTIES
SATCOM operates on four levels of voice communications priority.
Should be used for emergency and distress calls only.

Priority 1 (PRI1)
This priority activates alarms in all GESs.
Priority 2 (PRI2) Normally used for regulatory and flight safety calls.
Priority 3 (PRI3) Normally used for operational, non-flight-safety calls.
Normally used for passenger voice calls, facsimile and PC modem
Priority 4 (PRI4)
transmissions.
The priority of a call determines the accessibility to the satellite and GES resources. Higher priority calls
can pre-empt existing calls on the satellite / GES system
8.3.3.12.4 TYPES OF AIR TO GROUND CALLS & USAGE POLICY
Two types of air-to-ground calls can be initiated from the flight deck:
 Selected Number Calls
 Manual Dial Calls
8.3.3.12.4.1. SELECTED NUMBER CALL
A selected number call is made using phone numbers stored in the directories. In making such a call,
the pilot line-selects the name of the party whose number has been stored and is displayed on the
MCDU.
8.3.3.12.4.2. MANUAL DIAL CALL
To make a manual dial call, the pilot needs to first enter a short code phone number in the scratch pad
in the MANUAL DIAL page on the MCDU.
Note1: Only short-code phone numbers work in manual dial. Phone numbers entered in commercial
IDD form at will not work.
Note2: The short codes for the various Air Traffic Services (ATS) are listed in OM-A Appendix 24

8.3.3.12.5 MCDU INTERFACE

8.3.3.12.5.1. SATCOM MAIN MENU PAGE
This page is used to make, answer, and terminate calls, to display call status information, and to provide
access to lower level pages.
To access the SATCOM MAIN MENU page:

1. Select MENU key on the centre CDU to display the MENU page. On the MENU page, select
<SATCOM line select key to display the SATCOM MENU>

2. The SATCOM MAIN MENU page is displayed

3. Select <VOICE CALL line select key to display the SATCOM CALL>
Status
Line Select Key

Access to the call Access to the
History page Directory
4. Making a call
(I) Enter the number in scratch pad (II) Press <MANUAL ENTRY


(III) Status is ringing (IV) Call is answered
5. Answering a call
Incoming Call Incoming Call active
8.3.3.12.5.2. DESCRIPTION OF THE SATCOM MAIN MENU PAGE:
Title field displays the SATCOM channel status:
READY The channel is ready to support CONNECT a call.

UNAVAILABLE The system is not logged on or equipment failure exist
DIALING Dialing is in progress.
The call has been passed through to the ground telephone
RINGING network, is ringing, and is waiting for the remote party to pick
up
ACTIVE The call is connected.
CALL FAIL The call has failed
INCOMING Advice of an incoming ground-to-air call.
CALL ENDED The call has been terminated

8.3.3.12.5.3. LINE SELECT KEY (LSK) FUNCTIONS
The LSKs are multi-function buttons depending on SATCOM CALL menu statuses.
LINE SELECT KEY FUNCTION DEFINITION
<MAKE CALL Make a call to the dialed Phone Number displayed below the LSK text
<CLR STATUS Clear the CALL FAIL Channel Status

<ANSWER Answer Incoming Call

<END CALL Terminate current active call
<REJECT Rejects current incoming call
<MANUAL ENTRY Make a call to the dialed Phone Number displayed below the LSK text
8.3.3.12.5.4. DIRECTORY PAGE
This page provides access to 4 categories of sub-directories. i.e. EMERGENCY, SAFETY, NON-
SAFETY and PUBLIC. Each subdirectory is a list of stored phone numbers for making a selected number
call.
To access the DIRECTORY page:
1. Select LSK 6R on the SATCOM MAIN MENU page:
2. The DIRECTORY page is displayed:

8.3.3.12.5.5. SUBDIRECTORY PAGES
The subdirectory pages enable the selection of a stored phone number for making a selected number
call. i.e. To make a selected number call, the pilot must do it from a subdirectory page.
Note: Each subdirectory category can consist of more than one page. “↑” and“↓” keys on the MCDU are
used to turn the pages.
8.3.3.12.5.6. SATCOM STATUS PAGE

This page displays the current log-on state, provides access to the SATCOM LOG-ON page and other
SATCOM pages for maintenance purposes.

To access the SATCOM SUB MENU page:

1. Select <STATUS on the SATCOM MAIN MENU> page:
2. The SATCOM STATUS page is displayed:
BTK 1234

8.3.3.12.5.7. SATCOM LOG-ON STATUS PAGE

This page displays the current log-on state, provides a means to auto log-on and log-off and provides
access for additional SATCOM information.
To access the SATCOM LOG-ON STATUS page:

1. Select <LOG-ON on the SATCOM STATUS page:

2. The SATCOM LOG-ON STATUS page is displayed:
Note: The normal log-on state at power-up should be LOGGED ON AUTO (line1L). If
LOG-OFF* (LSK2R) is selected, a log-off will be initiated and the system disabled as shown:
Note: If the log-on state is LOGGED-OFF, the pilot must return the system to LOGGED ON AUTO
or the system will remain disabled until the next power-up. Selecting *AUTO LOG-ON
(LSK2L) causes an automatic logon to be initiated and activated for future log-ons.

LSK 3L (GES) Displays the logged-on GES name

LSK4L (SATELLITE) Displays the satellite name associated with the GES
LSK 4R Displays the azimuth and elevation of the satellite.
8.3.3.12.6. SYSTEM OPERATIONS
8.3.3.12.6.1. AIR-TO-GROUND CALLS– SELECTED NUMBER METHOD.

As most of the phone numbers of the parties pilots are likely to contact on a day today operational
basis a real ready stored in the sub-directories, this method of calling should be used whenever possible.

To make a selected number call:
1. Select MENU key on the centre MCDU.
2. Select LSK4L on the MENU page to access the SATCOM MAIN MENU page:
3. On the SATCOM MAIN MENU page, verify SAT 1 and/or SAT 2 channel status is READY TO
CONNECT:

Note: 1. If NOT AVAILABLE is displayed, check that the ADIRS is aligned and the SATCOM system is
logged on. If these are in order and yet NOT AVAILABLE is displayed, there could be equipment
failures, which prevent the channel from being used for a cockpit call.
2. If the system is powered up but appears to be disabled, confirm that the automatic log-on
feature is active. Go to SATCOM LOG-ON STATUS page and check that the log-on state at
line 1L is LOGGED-ON AUTO. If not, select *AUTO LOG-ON (line 2L) on that page to activate
the automatic log-on

4. Select LSK6R on the SATCOM MAIN MENU page to access the DIRECTORY page:

5. Select LSK 1L, 2L, 3L or 4L as appropriate to access a subdirectory for a phone number list (e.g.
NON-SAFETY):

6. Confirm or modify the SATCOM channel at line 1R:

7. Select the LSK against the name of the party you wish to call (e.g. LSK 3L for FCC-1):
Note: The MCDU will switch automatically to the SATCOM MAIN MENU page.

8. To initiate the call, on the ACP, press the SAT 1 (or SAT 2) transmission key, corresponding to the
selected SATCOM channel:

9. Observe channel status DIALING and then CONNECTED on the SATCOM MAIN MENU
Note: On the ACP, the green lines on the SAT 1 (or SAT 2, if in use) transmission key flash when
the call is DIALING, and becomes steady when the call is CONNECTED.
10. Proceed with the call on the headset.

11. To terminate the call, press the corresponding SAT 1 (or SAT 2) transmission key on the ACP. After
3 seconds, the call is terminated
Note: 1.The name of the last dialed party / ATS will remain for future re-dial from the SATCOM MAIN
MENU page.
2. Do not select the PA after a SATCOM call. This will result in the PA being permanently selected.
to use the PA, first select another system (e.g. VHF), and then select PA.

8.3.3.12.6.2. AIR-TO-GROUND CALLS– MANUAL DIAL METHOD

Except for tele-medical support services, making a call through manual dial method is permitted only if
CPDLC and all other available means of voice communications (i.e. VHF, HF radios) have failed.
Whenever a manual dial call is made, crew are required to record it in the Voyage Report.
To make a manual dial call:
1. Access the SATCOM MAIN MENU page (follow steps 1 through 3 in“To make a selected
number call” section).
2. Select LSK 5R to access the MANUAL DIAL page:

3. Type the desired phone number, which has 2 to 6 digits, into the scratchpad (e.g. 456301) and
select LSK 2L:
4. Confirm the SATCOM channel at line 4L.To modify the channel, enter the desired channel in
the scratchpad and select LSK4L.

5. Confirm the call priority at line 5L. To modify the priority, use the slew up or down keys (↑or↓)
on the MCDU keyboard.
DO NOT USE PRIORITY 1 (EMERGENCY) FOR CALLS EXCEPT
WARNING FOR EMERGENCY. THIS LEVEL ACTIVATES STATIONS ALL
AROUND THE WORLD.
6. Select LSK6R (PRE-SELECT*), and the MCDU will switch automatically to the SATCOM MAIN
MENU page. The name of the party selected will be displayed on line2L (or 4L).
7. To initiate the call, on the ACP, press the SAT 1 (or SAT 2) transmission key, corresponding to

the selected SATCOM channel:

Note: On the ACP, the green lines on the SAT 1 (or SAT 2, if in use) transmission keyflash when
the call is DIALING, and becomes steady when the call is CONNECTED.
8. Proceed with the call on headset.
9. To terminate the call, press the corresponding SAT 1 (or SAT 2) transmission key on the ACP.
After 3 seconds, the call is terminated.
Note: 1. The name of the last dialed party/ATS will remain for future re-dial from the SATCOM
MAIN MENU page.
2. Do not select the PA after a SATCOM call. This will result in the PA being permanently
selected. To use the PA, first select another system (e.g. VHF), and then select PA.
8.3.3.12.6.3 TELE-MEDICAL SUPPORT SERVICES
Calls from the flight deck to International SOS requesting for tele-medical support services must be
made using the manual dial method with the short code 98. With this short code dialed, the service
provider will route the call to International SOS.
8.3.3.12.6.4 GROUND-TO-AIR CALLS
In case of an incoming call, the CALL legend on the SAT 1 (or SAT 2) transmission keyflash,
accompanied by the SELCAL chime. The SATCOM ALERT green memo is triggered on the ECAM if
the priority level is higher than4 i.e. either EMERGENCY, SAFETY or NON-SAFETY category.
To answer the incoming call, select the corresponding SAT 1 (or SAT2) transmission key on the ACP.
Note: The green lines on the selected SAT 1 (or SAT 2) transmission key illuminate.
Proceed with the call on headset.
Ground-To-Air calls are terminated by ground.
Note: Do not select the PA after a SATCOM call. This will result in the PA being permanently selected.
to use the PA, first select another system (e.g. VHF), and then select PA.
8.3.3.12.6.5. HOLD FUNCTION

If the crew selects another radio communication (VHF or HF) when a SATCOM call is established, the
SATCOM audio transmission is temporarily interrupted.
To recover the SATCOM call on the ACP, de-select the same radio (VHF or HF), or re-select the same
SAT1 (or SAT2) transmission key.

OPERATIONS MANUAL VOL. A Altimeter Setting
8.3.4. ALTIMETER SETTING
8.3.4.1. DEFINITIONS
ALTITUDE - the vertical distance of a level, a point or an object considered as a point, measured from
mean sea level.
HEIGHT - the vertical distance of a level, a point or an object considered as a point, measured from a
specified datum.

ELEVATION - the vertical distances of a point or a level on or affixed to the surface of the earth

measured from mean sea level.
FLIGHT LEVEL (FL) - surface of constant atmospheric pressure that is related to a specific pressure
datum 1013.2 mbar or 29.92 inHg. Flight levels are separated by specific pressure intervals.
TRANSITION ALTITUDE - the altitude in the vicinity of an aerodrome at or below which the vertical
position of an aircraft is controlled by reference to altitudes.
TRANSITION LEVEL- the lowest flight level available for use above the transition level.
8.3.4.2. TYPES OF ALTIMETER SETTING AND MAXIMUM DIFFERENCES ALTITUDE
The three different types of altimeter settings are “Standard” (1013.25 mbar / 29.92 inHg), QNH and
QFE.As indicated below, each setting will result in an altimeter indication which provides 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
STD 1013.25 mbar / 29.92 inHg Flight Level
QNH Local mean sea level pressure Altitude
QFE Aerodrome elevation Height above aerodrome
The maximum allowable on-the-ground altitude display differences for altimeter on ground are:
Field Elevation Max Difference Max Difference Between
Between Captain & F/O Captain or F/O & Field
Elevation
Sea Level to 5,000 feet 50 feet 75 feet
5,001 to 10,000 feet 60 feet 75 feet
8.3.4.3. TRANSITION ALTITUDE AND TRANSITION FLIGHT LEVELS
8.3.4.3.1. TRANSITION ALTITUDE
A specific Transition Altitude is either specified for each aerodrome by the State in which it is located,
or a single transition altitude is established for a defined area (e.g. country, FIR) on the basis of a
regional air navigation agreement, as it is the case in Indonesia (refer to §8.3.4.5). In all cases,
applicable transition altitudes are indicated on Jeppesen SID / STAR / IAC charts.

8.3.4.3.2. TRANSITION FLIGHT LEVEL
The transition level is the lowest flight level available for use above the transition altitude. It is either
locally determined by the approach control for a specific aerodrome, or a single transition altitude is
established for a defined area (e.g. country, FIR) on the basis of a regional air navigation agreement,
as it is the case in Indonesian airspace (refer to §8.3.4.5).
8.3.4.4. ALTIMETER SETTING PROCEDURE

8.3.4.4.1. ALTIMETER SETTING ON THE GROUND

 During cockpit preparation the pressure scales of all altimeters shall be set to the actual QNH
of the aerodrome, they must read to be within the type specific tolerances.
 The altimeter indications thus obtained shall be observed and checked against the elevation of
the aerodrome at the location of the aircraft.
 When the altimeter does not indicate the reference elevation or height exactly, but is within the
tolerance specified in the relevant aircraft type FCOM, no adjustment of this indication shall be
made at any stage of the flight. Furthermore, any error that is within tolerance noted during pre-
flight check on the ground shall be ignored by the Pilot during flight.
 After each setting of altimeters the readings on the flight deck shall be compared.
 If an altimeter indication is not within the specified tolerance follow the procedure outlined in the
FCOM or MEL.
8.3.4.4.2. ALTIMETER SETTING IN FLIGHT
The Altimeters (barometric altimeters), referenced to QNH, are used as the sole barometric altitude
reference for the takeoff, approach and landing phases of flight.
Unless otherwise specified on the basis of regional air navigation procedures, the following altimeter
settings are to be used and cross-checked whenever a new setting is applied, in accordance with the
following table.
FIRST
FLIGHT PHASE CAPT/STBY REMARKS
OFFICER
BEFORE TAKE-OFF QNH QNH Airport QNH
CLIMB AND CRUISE If remaining below Transition Altitude throughout the flight,
QNH QNH then area QNH should be set on both pilots’ altimeters
BELOW TRANSITION after leaving the departure airport QNH coverage.
When Climbing through
CLIMB STD STD
Transition Attitude
EN ROUTE STD STD
When cleared to intermediate Flight Levels
DESCENT STD STD The standby altimeter may be set to destination QNH
when the latest QNH is obtained within 30 minutes of
estimated time to landing.
When cleared to an altitude and no further Flight Level

DESCENT QNH QNH reports are required by ATC or, when passing Transition
Level in descent.
APPROACH QNH QNH Airport QNH

8.3.4.5. TRANSITION ALTITUDE IN INDONESIAN FIRs

Within Indonesian FIR, transition altitude / transition flight level are not defined with respect to a particular
airport: the cruising altitude or flight level, as the case may be, must be maintained by reference to an
altimeter that is set, as described below.
When operating within longitude 135°E to the east area of Indonesia FIR:
• Below 18,000 feet MSL, the altimeter must be set to:
 The current reported altimeter setting of a station along the route and within 100 nautical
miles of the aircraft;

 If there is no such station, the current reported altimeter setting of an appropriate available
station; or

• At or above 18,000 feet MSL, to 29.92 inHg or 1013.2 mbar.
When operating within longitude 135°E to the west area of Indonesia FIR:
• Below 11,000 feet MSL, the altimeter must be set to:
 The current reported altimeter setting of a station along the route and within 100 nautical
miles of the aircraft;
 If there is no such station, the current reported altimeter setting of an appropriateavailable
station; or
 At or above 13,000 feet MSL, to 29.92 inHg or 1013.2 mbar.

OPERATIONS MANUAL VOL. A RVSM
8.3.5. REDUCED VERTICAL SEPARATION MINIMA (RVSM)
8.3.5.1. INTRODUCTION
8.3.5.1.1. GENERAL
Reduced Vertical Separation Minimum (RVSM) airspace is defined as airspace or route where the
aircraft are separated vertically by 1.000 ft. between FL 290 and FL.410 inclusive (instead of 2.000 ft.).

Reduced Vertical Separation Minimum (RVSM) is ones of the key elements needed to increase the
aviation system capacity of saturated airspace while keeping at least the same level of safety. This can
be achieved in imposing stringent requirements on equipment and training of personnel, flight crews
and ATC controllers. Benefits to be gained from RVSM include:
• Adoption of an ICAO endorsed navigation requirement;
• Improved utilization of airspace for ATC conflict resolution.
• Fuel savings for flight closer to optimum cruise altitude; and
• Reduction in ground delays.
Altitude Display Limits for RVSM Operations
Standby altimeters do not meet altimeter accuracy requirements of RVSM airspace. The maximum
allowable in-flight difference between Captain and First Officer altitude displays for RVSM operations is
200 feet.
The maximum allowable on-the-ground altitude display differences for RVSM operations are:
Field Elevation Max Difference Max Difference Between

Between Captain & F/O Captain or F/O & Field
Elevation
Sea Level to 5,000 feet 50 feet 75 feet
5,001 to 10,000 feet 60 feet 75 feet

8.3.5.1.2. BATIK AIR RVSM APPROVAL STATUS
BATIK AIR is authorized to conduct RVSM operations with all types of aircraft it operates.
8.3.5.1.3. IDENTIFICATION OF RVSM AIRPSACE
Refer to OM Part C, Chapter 3.2 for identification of RVSM airspaces with respect to the BATIK AIR
area of operations.

8.3.5.2. GENERAL CONSIDERATIONS AND PROCEDURES FOR RVSM OPERATIONS
The following procedures are the general procedure to be complied with when operating in RVSM
airspace. They must also be used in conjunction with specific aircraft type procedures developed in the
respective aircraft type FCOM.
Details regarding RVSM implementation in the Asia Pacific and Middle East region (Flight Level
Allocation System, required equipment, normal procedures, specific procedures for in-flight
contingencies, controller/pilot phraseology, etc.) could be found in the Jeppesen Airway Manual:
Refer to Jeppesen Airway Manual (Pacific Basin), ATC TAB > RVSM Pacific Region
Refer to Jeppesen Airway Manual (Middle East - South Asia), ATC section, RVSM Middle East.
8.3.5.2.1. MINIMUM EQUIPMENT
Minimum required equipment to operate in RVSM airspace is as follows:

• 2 independent altitude measurement systems each equipped with:
 Cross-Coupled static/source system with ice protection if located in areas subject to ice
accretion;
 Display of the computed pressure altitude to the flight crew;
 Digital encoding of the displayed altitude;
 Signals referenced to a pilot selected altitude for automatic altitude control and alerting;
 Static source error correction;
• 1 altitude alert system;
• 1 automatic altitude control system;
• 1 secondary surveillance transponder.
Also refer to respective aircraft type FCOM / MEL.
8.3.5.2.2. FLIGHT PREPARATION
During flight planning and flight preparation phases, the flight crew and the FOO should pay particular
attention to conditions, which may affect operation in RVSM airspace. This includes, but is not be limited
to:
• Ensure availability of the minimum required on-board navigation equipment for RVSM;
• Review weather forecast on the route of flight particular attention on severe turbulence, which
may affect the aircraft altitude keeping performance required for RVSM;
• The ATS flight plan includes the appropriate designators and suffixes for RVSM operations in
the ICAO flight pan (item 10), as detailed in OM Part A, Chapter 8.1.10, to indicate Company’s
approval and aircraft capability for RVSM.

8.3.5.2.3. PRE-FLIGHT
The following actions must be completed accomplished during the pre-flight procedure:
• Review AFML, and if necessary MEL, to ascertain the condition of equipment required for flight
in RVSM airspace. Ensure maintenance action has been taken to correct defects to required
equipment;
• Check on ground that at least two main altitude indications are within the tolerances given in
the respective aircraft type FCOM for RVSM operations.
• Before take-off, equipment required for flight in RVSM airspace must be operative, and any

indications of malfunction should be resolved.

8.3.5.2.4. PRIOR TO ENTRY IN RVSM AIRSPACE
• The pilot must ensure that the minimum required equipment for RVSM area is still operative,
otherwise a new clearance to avoid RVSM airspace must be obtained;
• The initial altimeter cross check of primary and standby altimeters must be done to confirm
differences in indications are within the tolerances provided in respective aircraft type FCOM,
and recorded for use during subsequent checks in RVSM airspace.
8.3.5.2.5. IN-FLIGHT IN RVSM AIRSPACE
The following are to be observed when within the RVSM airspace:

• In level cruise it is essential that the aircraft be flown at the cleared flight level. This requires that
particular care be taken to ensure that ATC clearances are fully understood and followed. The
aircraft should not intentionally depart from cleared flight level without a positive clearance from
ATC unless the crew is conducting contingency or emergency maneuvers;
• AP must be engaged for cruise and level changes;
• When changing levels, monitor AP guidance not to overshoot or undershoot the cleared flight
level by more than 150 ft.
• At intervals of approximately one hour, check that the different altimeters indications agree in
accordance with the instrument tolerance detailed in the respective aircraft type FCOM.
8.3.5.2.6. POST FLIGHT
After the flight, flight crew must report in the AFML any malfunction or deviation in relation with the
altitude keeping capability and any failure of the required equipment for RVSM to enable maintenance
to troubleshoot and repair the system:
• The malfunction or loss of any required equipment;
• Altimeter readings outside the tolerances;
• An assigned Altitude deviation of 300ft.
8.3.5.2.7. ABNORMAL AND CONTINGENCIES PROCEDURES
General contingencies procedures to be applied in RVSM airspace are detailed in paragraph §8.3.7–
“Special procedures for in-flight contingencies in oceanic / RVSM airspace”.

8.3.5.2.8. RVSM SPECIFIC ATC – PILOT PHRASEOLOGY
PHRASEOLOGY CIRCUMSTANCES
CONFIRM RVSM Used by Controller to ascertain RVSM approval
APPROVED status of an aircraft
AFFIRM RVSM Used by pilot to report RVSM approved status
Used by Pilot to report RVSM non-approved status

NEGATIVE RVSM
followed by supplementary information

UNABLE ISSUE
CLEARANCE INTO RVSM Use by Controller to deny ATC clearance into
AIRSPACE, MAINTAIN [or
DESCEND TO, or CLIMB TO] RVSM airspace
(level);
Used by Pilot to report when severe turbulence affects
UNABLE RVSM DUE
the capability of an aircraft to maintain height-keeping
TURBULENCE
requirements for RVSM
Used by Pilot to report that the equipment of an aircraft
UNABLE RVSM DUE
has degraded below minimum aviation system
EQUIPMENT
performance standards
Used by Controller to request an aircraft to provide
REPORT WHEN ABLE TO information as soon as RVSM approved status has
RESUME RVSM been regained or the pilot is ready to resume
RVSM operations
Used by Controller to request confirmation that an
CONFIRM ABLE TO
aircraft has regained RVSM approved status or a pilot
RESUME RVSM
is ready to resume RVSM operations
Used by pilot to report ability to resume RVSM
READY TO RESUME RVSM operations after an equipment or weather-related
contingency

RNP-AR
OPERATIONS MANUAL VOL. A Operations
8.3.6. PERFORMANCE-BASED NAVIGATION (PBN)
8.3.6.1. INTRODUCTION
8.3.6.1.1. AREA NAVIGATION (RNAV)
Area navigation, commonly abbreviated as RNAV, is a method of navigation in which the aircraft
positioning is determined by reference to one or a combination of the following sensors:

• Aircraft Inertial Reference Systems;

• Ground-based navaids (e.g. DME/DME or VOR/DME positioning);
• Satellite systems (e.g. Global Positioning System - GPS)
Area Navigation is therefore fundamentally different from conventional navigation, that has long been
the mainstay of aviation, and which exclusively relies on ground-based navigation aids infrastructure
and signals and allows for more flexible routes and trajectories.
8.3.6.1.2. REQUIRED NAVIGATION PERFORMANCE (RNP)
ICAO initiated the concept of RNP to establish a means of utilizing airborne Area Navigation (RNAV)
capability to navigate aircraft with less reliance, and ultimately independently, of ground based aids.
The RNP refers to the navigational accuracy the system can deliver for 95 % of the flight time, in
nautical miles (NM).
RNP 10 was established to provide a standard for long range navigation suitable for oceanic areas.
RNP 5 was introduced for areas where a higher degree of navigational accuracy was required due to
high traffic density, e.g. the European high level airspace was declared RNP 5 airspace, which has
been labelled B-RNAV or Basic RNAV by the European Authorities.
NOTE: The actual ICAO standard is RNP 4, however some difficulty has been encountered in meeting
this requirement with current systems and thus RNP 5 has become widely used.
The next step is to RNP 1, which is designed to allow tactical route off-setting and direct routing to
enable an increased traffic flow in the enroute flight segment, as well as RNAV arrival and departure
procedures. The concept of fly-over and fly-by waypoints allows the departure and arrivals to be flown
with suitable accuracy for the avoidance of noise sensitive or restricted airspace. RNP 1 is known as
PRNAV or Precision RNAV in Europe.
The penultimate step is the use of RNAV approaches. RNAV approaches may be an overlay of an
existing approach procedure or independent where no other approach exists or is used by the RNAV
system. Independent approaches may require the use of DME-DME updating to achieve the required
accuracy or may be autonomous of any ground based navigational aid by the use of GPS updating.
The RNP values for different multi sensor instrument approach navigation (FAA AC 20-130A) are:
– NDB, NDB/DME 0,6 NM
– VOR, VOR/DME 0,5 NM
– RNAV 0,5 NM
– GPS 0,3 NM
The final step will be the use of GNSS with a Local Area Augmentation System (LAAS), which will be
able to produce the equivalent of CAT IIIB ILS approach accuracy.

RNP-AR
8.3.6.1.3. PERFORMANCE-BASED NAVIGATION (PBN) CONCEPT
A concept using the advantages of advanced aircraft RNAV systems which are achieving a predictable
level of navigation performance accuracy together with an appropriate level of functionality is called
Performance Based Navigation (PBN).
The Performance Based Navigation concept specifies that aircraft RNAV system performance
requirements are defined in terms of the accuracy, integrity, availability, continuity and functionality.
These are needed for the proposed operations in the context of a particular airspace concept increasing
airspace capabilities. The PBN concept represents a shift from sensor-based to performance- based

navigation.

The PBN navigation specification is used as a basis for the development of material for airworthiness
and operational approval. A navigation specification details the performance required for the RNAV
system in terms of accuracy, integrity, availability and continuity, which navigation functionalities the
RNAV system must have, which navigation sensors must be integrated into the RNAV system and which
requirements are placed on the flight crew. The PBN navigation specification is either an RNP
specification or an RNAV specification.
An RNP specification includes a requirement for onboard self-contained performance monitoring and
alerting, while an RNAV specification does not. 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.
The Performance Based Navigation concept is intended to better define the use of RNAV capable
systems and encompasses several standard types of operations / applications which are all based upon
Area Navigation, described in what is called navigation specifications.
A navigation specification could be defined as being a set of requirements that both aircraft and flight
crew must meet to operate in a particular type of airspace or trajectory. In particular, it 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.
Examples of required accuracy level:
• Oceanic area (en-route): X = 10
• Continental area (en-route): X=5
• Terminal area (SID or STAR): X = 1
Performance-Based Navigation (PBN) concept also introduces two main groups of navigation
specifications:
• RNAV specifications are navigation specification which do NOT include requirements for
onboard performance monitoring and alerting;
• RNP specifications are navigation specifications that do include requirements for onboard
performance and alerting capability.
RNP operations can therefore be identified by the capability of the on-board navigation system to
monitor in real time the achieved navigation performance and to alert the operating crew when the
specified minimum performance appropriate to a particular operation could not be met. This additional
functionality provided by RNP allows the flight crew to intervene and to take appropriate mitigating action
(e.g. reversion to conventional navigation), thereby allowing RNP operations to provide an additional
level of safety and capability over RNAV operations.
ICAO PBN manual (ICAO document 9613) provides detailed explanation about the PBN concept and
guidance for implementation of PBN operations / applications in various types of airspace. The following
table provides an overview of the currently existing navigation specifications:

RNP-AR

8.3.6.1.4. BATIK AIR PBN AUTHORIZATION
BATIK AIR is currently authorized to conduct a limited number of PBN operations.
No PBN operations may be carried out by BATIK AIR unless it is specifically approved for that type of
PBN operations / navigation specification for the considered aircraft type.
The ones for which BATIK AIR is authorized are reminded in the following table, as provided in BATIK
AIROPSPEC (B34)taking into account the different aircraft types operated:
OCEANC / REMOTE EN ROUTE TERMINAL APPROACH
RNAV 10 Basic RNP RNP AR

RNP 4 RNAV 5 RNAV 2 RNAV 1 RNAV 1
(RNP 10) RNP1 APCH APCH
B737NG YES - - YES YES YES - - -
A320 YES - - YES YES YES - - -
RNAV 10 (designated as RNP 10) is basically intended to support operations in oceanic and/or remote
environment without radar coverage to support 50 NM lateral and the 50 NM longitudinal distance based
separation minima are applied.
Though it does not require onboard performance monitoring and alerting capability, the pre-PBN RNP
10 designation has been kept, because changing all existing routes, charts, and approvals would be an
extensive and not cost-effective task.
Consequently, operational approvals, airspace designation and any charting annotations are will
continue to be designated as RNP 10.
8.3.6.2. GENERAL CONSIDERATIONS & PROCEDURES FOR PBN OPERATIONS
The operational requirements and procedures differ according to the type of PBN operation considered,
and will therefore differ for the different types of PBN operations conducted by BATIK AIR.
However, the following general considerations must be taken into account for any kind of RNAV / RNP
operations.

RNP-AR
8.3.6.2.1. FLIGHT PLANNING
During the flight planning phase, the availability of the required NAVAID infrastructure for the intended
RNAV / RNP route or trajectory, as designated on all appropriate charts and relevant aeronautical
information publication (e.g. GNSS, DME/DME, VOR/DME), including any non-RNAV contingencies,
must be confirmed for the period of intended operations.
Availability and proper operation of the on-board navigation equipment necessary for the operation must
also be confirmed (refer to respective aircraft type FCOM).
The ATS flight plan must include the appropriate designators and suffixes for PBN operations in the

ICAO flight pan, as detailed in OM Part A, Chapter 8.1.10, to indicate Company’s approval for operation

on the considered routes / trajectories.
8.3.6.2.2. PRE-FLIGHT
The AFML must be checked to ascertain the condition of the equipment required for the intended RNAV
/ RNP operations and ensure that necessary maintenance action has been taken to correct defects in
the required equipment.
Flight crew must confirm the navigation database is current for the duration of the flight (current AIRAC
cycle), is appropriate for the region of intended operation, and that it includes all the required ground-
based navaids, waypoints and procedures.
Flight crew must also verify that the aircraft position has been entered correctly and verify proper entry
of their ATC assigned route upon initial clearance and any subsequent change of route. In particular,
flight crew must ensure the waypoints sequence, depicted by their navigation system, matches the route
/ procedures depicted on the appropriate chart(s) and their assigned clearance.
If required, the exclusion of specific NAVAIDs must be confirmed.
8.3.6.2.3. BEFORE ENTERING IN RNAV-X / RNP-X AIRSPACES
• Ensure the minimum equipment required is fully operative;

• If this is not the case, contact ATC, avoid entering on the airspace and consider an alternate
routing, level or trajectory, which does not require that equipment.
8.3.6.2.4. FLIGHT GUIDANCE AND NAVIGATION PERFORMANCE MONITORING
Flight crew must comply with any limitations, instructions or operating procedures identified in respective
aircraft type FCOM, as being necessary to comply with the navigation performance requirements for the
intended RNAV / RNP operation(s).
During RNAV / RNP operations, the Flight Director (FD) or the Autopilot (AP) must be engaged in lateral
navigation mode.
While in-flight, flight crew are expected to maintain route / procedure center lines, as depicted by on-
board flight guidance system, during all RNAV / RNP operations, unless authorized to deviate by ATC
or under emergency conditions. For normal operations, cross-track error/deviation (the difference
between the RNAV system-computed path and the aircraft position relative to the path) should be limited
to ±½ the navigation accuracy associated with the procedure or route. Brief deviations from this standard
(e.g. overshoots or undershoots) during and immediately after procedure/route turns, up to a maximum
of one times the navigation accuracy, are allowable.
During the flight and where possible, the flight progress must be monitored for navigational
reasonableness, by cross-checks with conventional NAVAIDs using the primary displays in conjunction
with the MCDU.

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8.3.6.2.5. LOSS OR DEGRADATION OF RNAV / RNP CAPABILITY
Flight crew must immediately notify ATC of any loss or degradation of RNAV / RNP capability. This
includes any failure or event causing the aircraft to no longer satisfy the navigation performance
requirements for the considered route or procedure.
If unable to notify ATC, please follow established contingency procedure as defined by the region of
operation and obtain ATC clearance as soon as possible.
8.3.6.2.6. POST FIGHT AND REPORTING

The deviation of IRU must be checked by flight crew and logged in the AFML if drift exceeds the
acceptable value.
In addition, any aircraft system malfunctioning during PBN operations excessive must be reported as
described in OM Part A, Chapter 11 and reported in the AFML. This includes malfunctions leading to:
• Navigation errors (e.g. map shifts) not associated with transitions from an inertial navigation
mode to radio navigation mode;
• Significant navigation errors attributed to incorrect data or a navigation database coding error;
• Unexpected deviations in lateral or vertical flight path not caused by pilot input;
• Significant misleading information without a failure warning;
• Total loss or multiple navigation equipment failure;
• Problems with ground navigational facilities leading to significant navigation errors not
associated with transitions from an inertial navigation mode to radio navigation mode.
8.3.6.3. PBN OPERATIONS
8.3.6.3.1. RNAV OPERATIONS

 Area Navigation (RNAV) is a method of navigation, which permits aircraft navigation on any
desired flight path within the coverage of referenced navigation aids or within the limits of the
capability of self-contained aids or a combination of these methods. RNAV operations permit
flight in any airspace without the need to fly directly over ground-based aids.
 In some FIRs, on specific routes, which are not designated as RNAV routes, ATC may use a
combination of RNAV and Mach Number Technique to reduce longitudinal separation to 10
mins for RNAV equipped aircraft. Aircraft without RNAV capability may still use those routes but
will be subject to the usual 15 mins separation.
 Details are promulgated by the respective State ATS Authorities, either in the Jeppesen En-
route Charts or the Jeppesen Reference Manual, ATC Chapter.
8.3.6.3.2. RNAV REQUIREMENT

The following are the minimum equipment required:
1 FMGS or FMC 1 GPS or 1 DME
1 MCDU or CDU
1 ADIRS or ADIRU
1 Flight Director
1 ND
1 VOR

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8.3.6.3.3. RNP OPERATIONS
1. Required Navigation Performance (RNP) defines the navigation performance accuracy required or
mandated for an airspace, a specified route or terminal area procedure (SIDs, STARs or approach).
2. It specifies an accuracy, integrity and availability of navigational signals and equipment requirements for
a defined area, airspace, route, procedure or operation.
3. It is measured in nautical miles e.g. RNP 5 means the accuracy required is within 5 nm and an aircraft

capable of RNP 5 is able to navigate to an accuracy of 5 nm or better 95% of the flight time.

4. The concept and purpose of RNP, as applied to a given airspace, ensures that all aircraft using that
airspace have a minimum navigation accuracy, thereby allowing closer horizontal separation and
increasing airspace capacity.
5. Some authorities allow a combination of RNP and non-RNP operations along the same airway or along
different airways within their FIR / OCA.
6. The FMC can use one of the following as the displayed RNP:
a. Default RNP – FMC default values for different phases of flight.
b. Manually entered RN P – A manually entered RNP remains until changed or deleted.
Note: A RNP value smaller than specified for the procedure, airspace or route may cause inappropriate crew
alerts.
8.3.6.3.4. NAVIGATION SYSTEM CAPABILITY
1. ESTIMATED POSITION ERROR (EPE), is the FMGS computed position accuracy, based on the source
of updating (GPS, DME, VOR, LOC, etc.). On the B737, the EPE is defined as Actual Navigation
Performance. When EPE exceeds the RNP, a crew alert is provided i.e.: ACCUR LOW (A320) or UNABLE
REQD NAV PERF – RNP (B737).
2. En-route, the FMGS will use the most accurate source of updating that is available by GPS,
DME-DME and VOR-DME (in order of priority):
a. GPS updating provides an ESTIMATED ACCUR of a fraction of a mile. There are two GPS systems
on board although just one will adequately provide for this accuracy.
b. DME-DME updating provides an ESTIMATED ACCUR to within 0.28 nm.
c. VOR-DME updating provides an ESTIMATED ACCUR to a minimum of 0.28 nm and is based on
0.1 nm + 0.5 x DME distance i.e. distance between the aircraft and the VORDME.
3. If GPS function is lost outside radio navaid coverage, the RNP capability will be maintained in IRS ONLY
for a certain period, based on the demonstrated IRS drift rate, stating at IRS ground alignment or at the
last FMS radio update.
a. RNP 10: the flight time outside radio navaid coverage is limited to 6.2 hours since IRS ground
alignment, or 5.7 hours since last radio update.
b.BRNAV: the flight time outside radio navaid coverage is limited to 2 hours.
8.3.6.3.5. ATC FLIGHT PLAN REQUIREMENTS
Flights planned into RNP airspace should have code “R” (or “T” in Australia) annotated in the ATC Flight
Plan. During flight planning, aircraft unable to meet the RNP requirement should not be planned on
exclusive RNP routes and crew to ensure that the “R” code is not annotated on the ATC Flight Plan.
During the flight, advice ATC if the aircraft loses the RNP capability required for the route.

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8.3.6.3.6. RNP DESIGNATED AIRSPACE
AIRSPACE RNP Requirement

Australia 10
Australia Eastern Oceanic Area 4
Bay of Bengal 10
China (only within Sanya AOR) 10
Hong Kong 10

Indonesia 10
Malaysia 10

South China Sea 10
Thailand & Vietnam 10
8.3.6.3.7. EN-ROUTE OPERATIONS

When approaching the above mentioned RNP airspaces:
a. For A320: Select PROG page on the MCDU and check to ensure the appropriate RNP value is
displayed in the REQUIRED ACCUR (LSK 6L). When the accuracy is HIGH, the ESTIMATED
ACCUR is less than the REQUIRED ACCUR. In this case, the RNP navigation accuracy and
requirement are met. However, when the accuracy is LOW or if the message NAV ACCUR
DOWNGRAD appears on the ND and on MCDU, it indicates that the RNP navigation accuracy is
not achieved.
b. For B737: Ensure correct RNP value is displayed in the CDU. The appropriate crew alerting
message will appear when ANP exceeds the defaulted RNP.
c. If unable to meet the RNP requirement, crew are to inform ATC and enter the ESTIMATED
ACCUR or ANP value into the Technical Log. Crew are then required to crosscheck the FM
computed data on ND or MCDU PROG page with tuned Navaid raw data (if available).
d. When leaving the designed airspaces or just prior to approach within these airspaces, crew
should restore the REQUIRED ACCUR or RNP to default values for en-route, terminal or
approach
8.3.6.3.8. RNP AIRSPACE IN-FLIGHT REQUIREMENTS
1. RNAV 10 / RNP 10
RNAV 10 / RNP 10 supports 50 NM lateral and 50 NM longitudinal distance-based separation minima
in oceanic or remote area airspace. In addition to the designator ’R’ in Field 10, the designator ’A1’ must
also be inserted in Field 18 of the ATC Flight Plan.
Minimum equipment required to operate in RNAV 10 / RNP 10 airspace:
a. 1 FMGS or FMC
b. 1 MCDU or CDU
c. 2 ADIRS or ADIRU
d. GPS
e. 1 ND
2. RNAV 5 (BRNAV / RNP 5) (GPS)

RNAV 5 supports continental en-route operations requiring 5 NM lateral accuracy. In addition to the
designator ’R’ in Field 10, the designator ’B2’ must also be inserted in Field 18 of the ATC Flight Plan.
Minimum equipment required to operate in RNAV 5 airspace:

a. 1 FMGS or FMC
b. 1 MCDU or CDU
c. 2 ADIRS or ADIRU

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d. 1 VOR
e. 1 DME
f. 1 GPS
g. 1 ND
3. RNP 4
RNP 4 supports 30NM lateral and 30NM longitudinal distance-based separation minima in oceanic or
remote area airspace. In addition to the designator ’R’ in Field 10, the designator ’L1’ must also be
inserted in Field 18 of the ATC Flight Plan.

Minimum equipment required to operate in RNP 4 airspace:

a. 1 FMGS or FMC
b. 1 MCDU or CDU
c. 2 ADIRS or ADIRU
d. 1 GPS
e. 1 ND
f. ADS-C and CPDLC
4. The MEL will reflect the above dispatch requirements accordingly.
8.3.6.3.9. RNAV 2 (GPS) / RNAV 1 (P-RNAV) (GPS) / RNP 1 PROCEDURES
1. RNAV 1 and RNAV 2 support operations in continental en-route, SIDs, STARs and Approach
transitions using GNSS or DME/DME positioning. RNP 1 is intended to support arrival and
departure procedures using primarily GNSS positioning only.
2. RNAV1 operations require a lateral track keeping accuracy of 1 nm or better for 95% of the flight
time. This is achieved through a FMGS-computed Actual Navigation Performance (ANP) of not
more than 1 nm.
3. RNAV1 TMA procedures apply to SIDs, and to STARs up to the Final Approach Waypoint (FAWP).
Obstacle clearance assumes that aircraft comply with RNP1 accuracy requirements.
4. The required navigation aids critical to a specific procedure, if any, i.e. those which must be
available for the required performance, are identified on the relevant charts. Navigation aids that
must be excluded from the operation of a specific procedure, if any, are also identified on the
relevant charts.
8.3.6.3.10. ATC FLIGHT PLAN REQUIREMENTS
In addition to the designator ’R’ in Field 10, the designator ’C2’, ‘D2’ and ‘O2’ must also be inserted
in Field 18 of the ATC Flight Plan.
8.3.6.3.11. REQUIRED AIRPLANE NAVIGATION EQUIPMENT

The minimum equipment required is:
1. One RNAV system, which includes:

a. 1 FMGC or FMC
b. 1 MCDU or CDU
c. 1 GPS
d. 2 ADIRS or ADIRU
e. 1 FD
f. Flight Plan data displayed on both NDs

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2. Dual RNAV systems may be required for specific Terminal Area procedures. This typically will apply
where procedures are effective below the applicable minimum obstacle clearance altitude or where
radar performance is inadequate for the purposes of supporting the procedure.
8.3.6.3.12. OPERATIONAL PROCEDURES
1. Ensure that the appropriate RNP value is displayed before commencing the procedure.
2. The Navigation Database must be current and include the relevant navigational aids,

waypoints and coded Terminal Area procedures.

3. Check Jeppesen chart for required FMGS updating source (GPS, or DME / DME or VOR / DME).
4. The RNAV SID / STAR must be loaded from the Navigation Database. The creation of new
waypoints by manual entry into the FMGS is not permitted as it would invalidate the RNAV
procedure. However, route modifications may take the form of radar headings or ’direct to’
clearances.
5. The FMGS waypoints must be checked against the appropriate SID / STAR chart using the ND Map
display and the CDU. This includes:
a. Confirmation of the correct waypoint sequence.
b. track angles and distances between waypoints
c. Any altitude or speed constraints.
6. Flight progress should be monitored by cross-checks with conventional navigation aids.
7. It is recommended that RNAV procedures be flown using the auto-flight system and with lateral
navigation mode engaged.
8. The crew briefing should include reversion to conventional navigation. Waypoints in the RNAV
procedures, which are below the MSA shall be identified during the briefing for awareness. Particular
attention must be paid when below MSA during the procedure.
9. During RNAV operations in IMC or night conditions, the GPWS / TAWS must be operative. The RNAV
procedure must be discontinued in the event of GPWS / TAWS system failure during the procedure.
Inform ATC and a climb to MSA must be accomplished.
10. Barometric altitude corrections for cold temperature must be applied when appropriate.
11. Required climb gradients and altitude constraints must be met by the airplane performance.
12. Pilots should note that a manually selected bank angle (if available) may reduce the ability of the
airplane to satisfy ATC path expectations, especially during large angle turns.
13. If GPS is required for the procedure:

a. Before starting the departure / arrival procedure, check that GPS PRIMARY is available
(GPS PRIMARY displayed on the MCDU PROG page).
b. If GPS PRIMARY is not available before starting the procedure, inform the ATC, and
request another departure / arrival procedure that does not require GPS.
c. If GPS PRIMARY is lost while flying the procedure, inform ATC of this loss of capability.
During IMC or night conditions, a climb to MSA must be accomplished.
Note: For the B737, an amber GPS lights will illuminate to indicate system failure.
14. If GPS is NOT required for the procedure:
a. Check that GPS PRIMARY is available (GPS PRIMARY displayed on the MCDU PROG
page).
b. If GPS PRIMARY is not available:
• Crosscheck the FM position with the navaid raw data, before starting the

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procedure.
• Check or enter RNP-1 in the REQUIRED field of the MCDU PROG page, and
check that HIGH accuracy is available. When completing the terminal
procedure, revert to the default value or enter the appropriate value on the
MCDU PROG page.
• If “HIGH ACCURACY” is lost while flying the procedure during IMC or night
conditions, inform ATC and a climb to MSA must be accomplished.
15. If one of the following messages appears, while flying the procedure:
1. For the A320

a. "NAV ACCUR DOWNGRAD", or

b. "FMS1 / FMS2 POS DIFF", or
c. "CHECK IRS 1(2)(3) / FM POSITION", or
d. “NAV - FM / GPS POS DISAGREE"
2. For the B737

a. “UNABLE REQD NAV PERF – RNP”, or
b. “FMC DISAGREE”, or
c. “VERIFY POSITION”.
Inform the ATC of the loss of capability, and follow ATC instructions. During IMC or night operations, a climb
to MSA must be accomplished.
8.3.6.3.13. RT PHRASEOLOGY FOR RNAV TERMINAL AREA OPERATIONS
1. If for any reason, the pilot is unable to comply with an assigned Terminal Area procedure, the pilot shall inform
ATC by use of the phrase: UNABLE (designator) DEPARTURE (or ARRIVAL) (reason).
2. If for any reason, ATC is unable to assign an arrival or departure procedure requested by the pilot, ATC shall
inform the pilot by use of the phrase: UNABLE TO ISSUE (designator) DEPARTURE (or ARRIVAL) (reason).
3. As a means for ATC to confirm the ability of a pilot to accept a specific RNAV arrival or departure procedure, ATC
shall use the phrase: ADVISE IF ABLE (designator) DEPARTURE (or ARRIVAL).
8.3.6.3.14. CONTINGENCY PROCEDURES
1. Pilots must inform ATC if unable to accept or continue a RNAV procedure due to the messages in para 15
above, together with the appropriate course of action.
2. In the event of communications failure, the crew should continue the RNAV procedure in accordance with
the published lost communication procedure.
3. In the event of failure of RNAV system components, inform ATC and revert to conventional navigation. Radar
vectors may be requested if available.
8.3.6.3.15. INCIDENT AND TECHNICAL LOG REPORTING
1. Significant incidents associated with the operation of the aircraft, which affect the safety of RNAV operations,
need to be reported in the Incident Report. Examples may include:
a. Aircraft systems malfunctions during RNAV Terminal Area operations which cause navigation
errors (e.g. map shift).
b. Navigation errors due to incorrect data in the navigation database.
c. Unexpected deviations from flight path not caused by pilot input.
d. Total loss, or multiple failures of navigation equipment.
e. Navigation errors attributed to ground navigation facilities.

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2. A Technical Log Entry when applicable, shall be made, providing a description of the event / incident thereby
enabling the relevant checks to be carried out by Engineering.
8.3.6.3.16. RNP APPROACH OPERATIONS
1. RNP APCH procedures are non-precision instrument approach procedures that are independent of
ground based navigation facilities. They rely on aircraft area navigation equipment for lateral and
vertical guidance, NAV / FPA or FINAL APP referenced from the updated FMGC position.
2. RNP APCH approach charts may be variously titled as RNAV (GNSS), RNAV (GPS) or RNAV (RNP).

3. RNP APCH approaches are compatible with the FMGC provided GPS updating (or DME-DME updating if
authorized) is active at the beginning of the approach.
4. The minimum equipment that is required to conduct an RNP APCH approach are:
• 2 FMGC or FMC
• 2 MCDU or CDU
• 2 ADIRS or ADIRU
• 2 GPS receiver
• 1 VOR receiver and 1 DME (if procedure requires reference to it)
• 2 FD
• 2 NDs
• Flight plan data on both NDs.
5. RNP APCH approaches are permitted only at WGS 84 compliant airports (Refer to World GEODETIC
System).
6. In addition to the designator ’R’, in item 10 of the ATC Flight Plan, the designator ‘S2’ must also be inserted
in item 18 of the ATC Flight Plan.
7. Authorization is required to conduct RNP APCH Operations with or without APV Baro VNAV Operations. RNP
APCH with APV Baro VNAV operation corresponds to RNAV (GNSS) approach with LNAV / VNAV Minimum.
8. RNP AR or SAAAR operations require special authorization.

Refer to § 8.3.7 RNP-AR Operations
9. Receiver Autonomous Integrity Monitoring (RAIM)
Receiver Autonomous Integrity Monitoring (RAIM) is a technique whereby the onboard GNSS
receiver / processor determines the integrity of the GNSS navigation signals using only GNSS or
GNSS signals augmented with barometric altitude. This determination is achieved by a
consistency check among redundant measurements (pseudo-ranges). At least one satellite in
addition to those required for navigation must be in view for the receiver to perform RAIM. Four
satellites are required for navigation.
10. Predictive RAIM (P-RAIM)
It is a requirement of RNP APCH and RNP AR APCH final approach operations that, prior to
dispatch, a prediction of the number of satellites available within the constellation must be carried
out. This is to ensure availability of navigational and integrity monitoring capability during the
planned approach period. Predicted periods when fewer than five satellites will be visible are
termed „RAIM Holes‟.
Note: RAIM predictions are included in briefing material as GNSS NOTAMs.

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8.3.6.3.17. OPERATIONAL PROCEDURES

1. Verify that the navigation database is current. Select the appropriate approach from the ARRIVALS
page. Do not modify any waypoints on the approach.
2. Review the approach chart requirements and restrictions. Verify that the FLT PLN approach agrees with the
approach chart for waypoint sequence and reasonableness of track angles and distances.
3. Verify that the glide path angle is displayed on the final approach segment of the FLT PLN page.

4. For RNP APCH approaches with LNAV minima, set the appropriate published MDA +50 feet in the FMC
PERF/APPR page.

5. For RNP APCH approaches with LNAV / VNAV minima, set the appropriate published DA in the FMC PERF
/ APPR page
6. RNP APCH approaches are not authorized using QFE.
7. Pilots are to ensure “GPS PRIMARY” and the RNP value 0.3 is displayed in the MCDU prior to the approach.
8. The RNP APCH procedure is to be flown using auto flight system (Autopilot & Auto thrust) and with both
lateral and vertical navigation mode engaged until suitable visible reference is established for a manual
landing.
9. For RNP APCH APV Baro VNAV procedures, pilots are responsible for any cold temperature correction
required at all minimum altitudes / heights published. This includes the altitudes / heights for initial &
intermediate segments, DA/DH and the subsequent missed approach altitudes / heights.
10. Cold temperature limits are normally reflected in the published procedure and may also reflect any high
temperature limits, beyond which, the approach shall not be conducted. Cold temperature reduces the
actual glide path, while high temperature increases it.
11. The temperature datum used for the design of the procedure is also normally reflected in the published
procedure. If this is not provided, it is assumed that the procedure was designed based on ISA +15.
12. The cold temperature correction chart along with an example is provided below. Additional information on
the procedure is also available in OMA Chapter 8.1.2.3 Cold Temperature Altitude Correction Chart
Airport Height Above Altimeter Source (Feet)

Temp °C 200 300 400 500 600 700 800
0° 20 20 30 30 40 40 50
-10° 20 30 40 50 60 70 80
-20° 30 50 60 70 90 100 120
-30° 40 60 80 100 120 130 150
-40° 50 80 100 120 150 170 190
-50° 60 90 120 150 180 210 240
Airport Height Above Altimeter Source (Feet)

Temp °C 900 1000 1500 2000 3000 4000 5000
0° 50 60 90 120 170 230 290
-10° 90 100 150 200 290 390 490

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-20° 130 140 210 280 430 570 710

-30° 170 190 280 380 570 760 950
-40° 220 240 360 480 720 970 1210
-50° 270 300 450 600 890 1190 1500
Note: Values are to be added to Published Altitudes.
Example:

Airport Elevation: 1000 Feet Reported Airport Temperature: -40°C

Fix Published Height Correction Indicated
Altitude Altimeter Altitude
Proc Turn 4000 3000
Source 720 4720
FAF 3000 2000 480 3480
MDA / DA 1500 500 120 1620
13. The following Vertical Path Angle (VPA) deviation table below provides an aerodrome temperature with the
associated vertical path angle. This table is intended to demonstrate to crew that the actual VPA due to
temperature effect is different from the information presented by the aircraft avionics system for those
aircrafts that are non-temperature compensated (Batik Air aircrafts are non-temperature compensated).
Crew are not to adjust the FMS Nav Database coded flight path angle manual.
VPA deviations at MSL VPA deviation at 6,000ft MSL
A/D Temp Actual VPA A/D Temp Actual VPA
+30ºC 3.2º +22ºC 3.2º
+15ºC 3.0º +3ºC 3.0º
0ºC 2.8º -20ºC 2.7º
-15ºC 2.7º -30ºC 2.6º
-30ºC 2.5º -43ºC 2.5º
14. Waypoints for the RNP APCH procedure, which are below MSA shall be identified during the briefing for
increased awareness.
15. During RNP APCH operations in IMC or night conditions, the GPWS / TAWS must be operative. The
procedure must be discontinued in the event of GPWS / TAWS system failure during the approach. ATC
must be informed and a climb to MSA must be accomplished.
16. The Non-Precision Approach section of the SOP details the procedures required to execute a RNAV
approach.
17. The aircraft must be established on the final approach course and fully configured no later than the FAF.
18. Select ARC mode on both ND’s. The cross track lateral error during the approach will be displayed at the
bottom of the ND.
19. Monitor NAV Accuracy and FMA throughout the approach. Compare chart altitudes versus DME distances
if available.
20. Monitor the aircraft position against the vertical defined path to ensure the vertical path deviation does not
exceed +100ft / -50ft.

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8.3.6.3.18. CONTINGENCY PROCEDURES
1. If the FMA modes degrades during the approach, initiate a go-around and climb to MSA unless
visual with the runway.
2. For the A320, if GPS PRIMARY LOST, NAV ACCUR DOWNGRADED, FMS1/FMS2 POS
3. DISAGREE or FM/GPS POS DISAGREE message appears or a large deviation from the vertical
path occurs, initiate a go-around and climb to MSA unless visual with the runway.
4. For the B737, if GPS system failure annunciates or the following messages appears “UNABLE
REQD NAV PERF – RNP”, “FMC DISAGREE”, “VERIFY POSITION” or a large deviation from the
vertical path occurs, initiate a go-around and climb to MSA unless visual with the runway.

5. Pilots must inform ATC if unable to accept or continue a RNP APCH procedure, together with the

proposed course of action.
6. In the event of communication failure, the crew should continue the RNP APCH procedure in
accordance with the published lost communication procedure.
7. In the event of failure of RNP APCH system components, inform ATC and revert to conventional
navigation.
8.3.6.3.19. RT PHRASEOLOGY FOR RNP APPROACH OPERATIONS
1. If for any reason, the pilot is unable to comply with a RNP APCH procedure, the pilot shall inform
ATC by use of the phrase: UNABLE (designator) RNAV approach (reason).
2. If for any reason, ATC is unable to assign a RNP APCH procedure requested by the pilot, ATC shall
inform the pilot by use of the phrase: UNABLE TO ISSUE (designator) RNAV approach (reason).
3. As a means for ATC to confirm the ability of a pilot to accept a specific RNP APCH procedure, ATC
shall use the phrase: ADVISE IF ABLE (designator) RNAV approach.
8.3.6.3.20. INCIDENT REPORTING AND TECHNICAL LOG REPORTING
1. Significant incidents associated with the operation of the aircraft, which affect the safety of RNP APCH
operations need to be reported in the Incident Report. Examples may include:
a. Aircraft systems malfunctions during RNP APCH operations, which cause navigation errors (e.g.
map shift)
b. Navigation errors due to incorrect data in the navigation database
c. Unexpected deviations from flight path not caused by pilot input.
d. Total loss or multiple failures of navigation equipment
e. Navigation errors attributed to ground navigation facilities
2. A Technical Log Entry when applicable, shall be made, providing a description of the event / incident
thereby enabling the relevant checks to be carried out by Engineering.
8.3.6.4. SPECIAL PROCEDURES FOR INFLIGHT CONTINGENCIES
8.3.6.4.1. APPLICATION
The procedures detailed below have been adopted in the following Flight Information Regions:
• Australian Oceanic FIRs
• Bangkok FIR
• Ho Chi Minh FIR / Hanoi FIRs
• Hong Kong FIR
• Indian Oceanic FIRs
• Kota Kinabalu / Kuala Lumpur FIR
• Manila FIR
• Phnom Penh FIR
• Singapore FIR
• Taipei FIR

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8.3.6.4.2. GENERAL PROCEDURES
1. The following general procedures apply to both subsonic and supersonic aircraft and are
intended for guidance only. Although all possible contingencies cannot be covered, they provide
for cases of inability to maintain assigned level due to weather, aircraft performance,
pressurization failure and problems associated with high-level supersonic flight. They are
applicable primarily when rapid descent and / or turn-back or diversion to an alternate airport
are required. The pilot’s judgment shall determine the sequence of actions taken, taking into
account specific circumstances.

2. If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised

clearance shall, whenever possible, be obtained before initiating any action, using a distress or
urgency signal as appropriate
3. If prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest
possible time, and, until a revised clearance is received, the pilot shall:
a. If possible, deviate away from an organized track or route system.

b. Establish communications with and alert nearby aircraft by broadcasting, at suitable
intervals: flight identification, flight level, aircraft position (including the ATS route designator
or the track code) and intentions on the frequency in use, as well as on frequency 121.5 MHz
(or as a back-up the inter-pilot air-to-air frequency 123.45 MHz).
c. Watch for conflicting traffic both visually and by reference to ACAS (if equipped).
d. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations).
8.3.6.4.3. SPECIAL PROCEDURES FOR SUBSONIC AIRCRAFT REQUIRING RAPID DESCENT

AND / OR TURN-BACK OR DIVERSION TO AN ALTERNATE AIRPORT
1. Aircraft unable to obtain a revised ATC clearance.
The aircraft should leave its assigned route or track by turning 90 degrees right or left whenever this is
possible. The direction of the turn should be determined by the position of the aircraft relative to any
organized route or track system, i.e., whether the aircraft is outside, at the edge of, or within the system.
Other factors to consider are terrain clearance and the levels allocated to adjacent routes or tracks.
2. Aircraft able to maintain level:
An aircraft able to maintain its assigned level should acquire and maintain in either direction a track
laterally separated by 15nm from its assigned route or track and once established on the offset track,
climb or descend 500 feet.
3. Aircraft unable to maintain level:
An aircraft NOT able to maintain its assigned level should, whenever possible, minimize its rate of descent
while turning to acquire and maintain in either direction a track laterally separated by
15nm from its assigned route or track. For subsequent level flight, a level should be selected which differs
by 500 feet from those normally used.
4. Diversion across the flow of adjacent traffic:
Before commencing a diversion across the flow of adjacent traffic, the aircraft should, while maintaining the
15nm offset, expedite climb above, or descent below, levels where the majority of traffic operate (i.e., to a
level above FL 400 or below FL 290) and then maintain a level which differs by 500 feet from those normally
used. However, if the pilot is unable or unwilling to carry out a major climb or descent, the aircraft should
be flown at a level 500 feet above or below levels normally used until a new ATC clearance is obtained.

RNP-AR
8.3.6.4.4. WEATHER DEVIATION PROCEDURES IN OCEANIC AIRSPACE
1. If the aircraft is required to deviate from track to avoid weather and prior clearance cannot be obtained,
an air traffic control clearance shall be obtained at the earliest possible time. In the meantime, the aircraft
shall follow the procedures detailed in paragraph 4 below. The pilot shall advise ATC when weather
deviation is no longer required, or when a weather deviation has been completed and the aircraft has
returned to the centerline of its cleared route.
2. Obtaining ATC priority when weather deviation is required:

a. When the pilot initiates communications with ATC, rapid response may be obtained by stating “Weather

Deviation Required” to indicate that priority is desired on the frequency and for ATC response.
b. The pilot still retains the option of initiating the communication using the urgency call “Pan-Pan ”(three
times) to alert all listening parties of a special handling condition, which shall receive ATC priority for
issuance of a clearance or assistance.
3. Actions to be taken when Revised ATC Clearance Cannot be obtained:
The pilot shall take the actions listed below under the provision that the pilot may deviate from rules of the
air (i.e. the requirement to operate on route or track centerline unless otherwise directed by ATC), when it
is absolutely necessary in the interests of safety to do so.
c. If possible, deviate away from an organized track or route system.
d. Establish communication with an alert nearby aircraft by broadcasting at suitable intervals: flight
identification, flight level, aircraft position (including the ATS route designator or the track code) and
intentions (including the magnitude of the deviation expected) on the frequency in use, as well as on
frequency 121.5 MHz (or, as a back-up, the VHF inter-pilot air-to-air frequency, 123.45 MHz).
e. Watch for conflicting traffic both visually and by reference to ACAS (If equipped).
f. Turn on all aircraft exterior lights (commensurate with appropriate operating limitations);
g. For deviations of less than 10 nm, aircraft shall remain at the level assigned by ATC.
h. For deviations of greater than 10 nm when the aircraft is approximately 10 nm from track, initiate a
level change based on the following criteria.
Route Deviations>10NM Altitude Change
Centerline / Track
EAST deg 000 -179M LEFT OF COURSE DESCEND 300 ft
RIGHT OF COURSE CLIMB 300 ft
WEST deg 180 -359M LEFT OF COURSE CLIMB 300 ft
RIGHT OF COURSE DESCEND 300 ft
Note: If the pilot determines that there is another aircraft at or near the same FL with which his aircraft
might conflict, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid
conflict.
i. 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.
j. When returning to track, be at assigned flight level when the aircraft is within approximately 10 nm of
centerline.

RNP-AR
8.3.7. RNP-AR OPERATIONS
8.3.7.1. GENERAL
Required Navigation Performance instrument approach procedures with Authorization (RNP-AR), are
charted as ‘RNAV (RNP) RWY XX’ and contain a special note on the chart to aircraft and operators.
These procedures are referred to by ICAO as ‘RNP-AR’ or by FAA (US) as ‘RNP SAAAR’.
RNP-AR operations involve area navigation procedures with a specified level of performance and
capability. The performance requirements to conduct an RNP-AR approach are defined, and aircraft are

qualified against these performance requirements.

RNP-AR criteria for obstacle evaluation are flexible and designed to adapt to unique operational
environments. This allows approach or departure specific performance requirements as necessary for
that procedure. The operational requirement can include avoiding terrain or obstacles, deconflicting
airspace, or resolving environmental constraints. RNP-APCH (RNAV) and RNP-AR approaches include
unique capabilities that require special aircraft and aircrew authorization similar to Category (CAT) II/III
ILS operations. All RNP-AR approaches have reduced lateral obstacle evaluation areas and vertical
clearance surfaces predicated on the aircraft and aircrew performance requirements. A critical
component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation
performance, and to identify for the pilot whether the operational requirement is or is not being met
during an operation.
8.3.7.2. CHARACTERISTICS OF RNP-AR APPROACHES
If any of the following four factors are required to conduct an RNP-APCH approach, the procedure will
be defined as RNP-AR:
– When conducting certain RNP approaches with RNP value equal or less than 0,3;
– Requirement to fly a published arc — also referred to as a radius to a fix (RF) leg;
– Reduced lateral obstacle evaluation area on the missed approach (also referred to as a missed
approach requiring RNP less than 1,0);
– Reduced secondary obstacle clearance area, refer to FCOM and flight information publications for
specific guidance.
8.3.7.3. RNP-AR TRAINING AND QUALIFICATION
Before commencing RNP-AR operations, the pilot must have undergone dedicated RNP-AR training,
and recurrent training as defined in BTK OM Part D.
8.3.7.4. RNP MONITORING PROGRAMME
An RNP monitoring programme is in place to ensure continued compliance with regulatory guidance
and to identify any negative trends in performance. Data is collected and periodically reviewed to identify
potential safety concerns, and maintain summaries of this data:
– Total number of RNP-AR procedures conducted;

– Number of satisfactory approaches by aircraft/system (satisfactory if completed as planned without
any navigation or guidance system anomalies);
– Reasons for unsatisfactory approaches, such as:
– UNABLE REQ NAV PERF, NAV ACCUR DOWNGRADE, or other RNP messages during
approaches;

RNP-AR
– Excessive lateral or vertical deviation;

– TAWS/GPWS warning;
– Autopilot system disconnect;
– Nav data errors;
– Pilot report of any anomaly;
– Crew comments.
Note:
1. BTK will retain all records regarding RNP-AR operations for a period of five years or for the period

specified by the Principle Operations Inspector.

2. 1st year of operations RNP-AR monitoring reports parameters form can be found in OM-A
Appendix.
3. BTK will establish QAR parameters for reporting results for ongoing RNP-AR operations (see
OM-A Appendix).
8.3.7.5. EQUIPMENT
Prior to, and during an RNP-AR operation, the aircraft is required to be equipped with specific equipment
that is functioning correctly. Full details of these requirements are detailed in FCOM and MEL.
8.3.7.6. RNP-AR PROCEDURES
1. Approach Briefing: in addition to the normal Approach Briefing, the following items should be
covered:
– Confirmation that both crew members are RNP-AR qualified;

– Check of aircraft systems status;
– Review go-around procedures at various points in the published instrument procedure;
– Review procedures in case of malfunction.
2. Aircraft Stabilization during RNP-AR
– RNP-AR procedures utilizing RF legs may have multiple legs that result in a variable final approach
course that is up to 180 degrees of the runway course, prior to making the final turn. In this case, it
is possible winds will not only be in the forward quadrants as with a conventional procedure;
– Close attention should be given to any type of noted airspeed restrictions and the proper and
timely configuration of the aircraft.
3. For certain approaches with an RF leg on Final Approach, the aircraft may be in a turn when
reaching the approach minima. When the approach is designed in this manner, this is acceptable
during an RNP-AR approach.
8.3.7.7. FAILURES AND ASSOCIATED ACTIONS
A detailed summary of failure cases and associated actions is given in the respective FCOM, as well
as in the QRH Approach Briefing insert.

RNP-AR
8.3.7.8. WEATHER DEVIATION DURING RNP-AR APPROACH
RNP-AR approaches may place the aircraft below terrain peaks. Crew must therefore have particular
awareness of terrain on the approach and recognize that deviation due to weather is not possible during
an RNP-AR approach. Because such weather deviation carries the probability of the aircraft exiting the
lateral extent of the obstacle clearance volume for the procedure.
8.3.7.9. GO AROUND AP/FD MODE.

For the majority of modern aircraft, at GA initiation, the AP/FD mode will revert from NAV, APP NAV or

FINAL APP to GA TRK mode and will maintain the previous track filtered by a 15s time constant, until
the NAV mode is re-engaged by the flight crew. Therefore, prompt re-engagement of NAV mode is
required after go-around initiation to remain on the lateral flight path.*
For the aircraft with this AP/FD definition the minimum RNP certified by EASA is 0.3 NM during missed
approach.
New standard of the Flight Guidance part of FMGC are, or will be, certified to implement an automatic
NAV mode reengagement at go around initiation.*
With these standards RNP<0.3 are, or will, be approved in missed approach. Initiation of missed
approach from any point in the approach, including during RF legs, should be assessed, during the
operational evaluation.
A missed approach must be considered from any point of the approach, and obstacle clearance must
be considered with respect to the certified RNP.
*Refer to Aircraft Type FCOM

Contingency
Procedures For
OPERATIONS MANUAL VOL. A Operations In
Oceanic / RVSM
Airspace

AIRSPACE
8.3.8.1. GENERAL

The general contingency procedures to be applied in oceanic / RVSM airspace as provisioned by ICAO
are detailed in Jeppesen Airway Manual, ATC section, ATM (DOC 4444), Chapter 15.2. Some regional

variations (e.g. 15 or 25 NM lateral offset value) to these procedures may exist. Also refer to:
(1) Jeppesen Airway Manual, ATC section, State pages
(2) Jeppesen Airway Manual (Pacific Basin), ATC section, RVSM Pacific Region
(3) Jeppesen Airway Manual (Middle East - South Asia), ATC section, RVSM Middle East
8.3.8.2. BATIK AIROCEANIC / RVSM CONTINGENCY PROCEDURE FLOWCHART
FOR AIRCRAFT UNABLE TO CONTINUEIN ACCORDANCE WITH ATC CLEARANCE:
Is 2-way YES
communication Follow ATC instructions
with ATC
established?
NO
INITIAL ACTION
- Leave assigned track

- Turn 90° left or right
NO
Is aircraft able to YES
maintain altitude?
SUBSEQUENT ACTION
SUBSEQUENT ACTION
- Minimize descent rate
- Descent while turning
- Acquire track 15NM/25NM away - Maintain 15/25NMfrom assigned track
- Expedite descent below RVSM airspace
WHEN BELOW RVSM AIRSPACE
- Maintain offset FL Climb or descent 500 ft

(500 ft different from normal)

OPERATIONS MANUAL VOL. A GPWS
8.3.9. GROUND PROXIMITY WARNING SYSTEM

This section outlines the company policy and procedures for the use of the Ground Proximity Warning
System (GPWS/EGPWS). The function of GPWS/EGPWS is to provide warning of unintentional closure
with terrain, which requires immediate remedial action by the flight crew.
NOTE: Terrain Awareness and Warning System (TAWS) is the generic name used by ICAO to refer to
system supporting such function, while GPWS/EGPWS are the names given to TAWS developed by
the firm Honeywell Inc. All BATIK AIR aircraft are currently equipped with Honeywell’s GPWS/EGPWS.
The carriage of such system is mandated by CASR 121 as well as regulations of most foreign States.

Flight Crews are required to conduct GPWS/EGPWS procedures and operate GPWS/EGPWS
equipment as detailed in the respective aircraft type FCOM.

8.3.9.1. HISTORY AND DESCRIPTION
Ground Proximity Warning System (GPWS) systems were introduced in the 1960s when the accident
rate caused by Controlled Flight into Terrain (CFIT) became an issue. They are basically based on the
rate of change of radio altitude.
An advanced version, the Enhanced Ground Proximity Warning System (EGPWS) compares the aircraft
altitude with the terrain in the present position, derived from a terrain and runways database, and issues
a warning when the safety margins are breached.
The EGPWS obtains horizontal position data (latitude and longitude) from the Flight Management
System (FMS). The FMS computes a blended horizontal position solution using a variety of sensors,
including 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.
8.3.9.2. SYSTEM LIMITATIONS
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.
The terrain display is to be used to enhance situational awareness only, and is not to be used for
navigation or escape guidance.
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.
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.
8.3.9.3. CONROLLED FLIGHT INTO TERRAIN (CFIT)
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, but the crew either ignored the warning or
failed to respond adequately.

8.3.9.4. REACTION TO A GPWS/EGPWS ALERTS
8.3.9.4.1. CAUTION ALERTS
The PF must acknowledge all GPWS/EGPWS callouts.

Flight crews are required to perform the following maneuver for any of these aural terrain CAUTION
alerts:
• “SINK RATE”

• “TERRAIN”

• “DON’T SINK”
• “TOO LOW FLAPS”
• “TOO LOW GEAR”
• “TOO LOW TERRAIN”
• “GLIDESLOPE”
• “BANK ANGLE”
• “CAUTION TERRAIN”
• “CAUTION OBSTACLE” (where applicable)
PF PM
Correct the flight path or the airplane configuration.
When undue proximity to the ground is detected by any flight crew member or by a ground proximity
warning system, the pilot must ensure that corrective action is initiated immediately to establish safe
flight conditions, by correcting the flight path and/or aircraft configuration.
The below glide-slope deviation “Glide-slope” alert may be cancelled or inhibited for:
• Localizer (or back-course approach where approved)
• Circling approach from an ILS
• When conditions require a deliberate approach below glide-slope
• Unreliable glide-slope signal.
If a terrain caution occurs when flying under daylight VMC, and positive visual verification is made that
no obstacle or terrain hazard exists, the alert may be regarded as cautionary and the approach
continued provided the aircraft configuration is appropriate for the phase of flight.
8.3.9.4.2. WARNING ALERTS
Flight Crew must perform the following maneuver for any terrain warning alerts (“PULL UP”):
• “PULL UP, PULL UP”
• “OBSTACLE OBSTACLE PULL UP”
• “TERRAIN TERRAIN PULL UP”

PF PM
Disconnect autopilot.
Disconnect auto throttle or as per aircraft type
procedures.
Aggressively apply maximum thrust.
Simultaneously roll wings level and rotate to an Assure maximum thrust.
initial pitch attitude of 20°or as per aircraft type
procedures.

Verify all required actions have been completed
Retract or check speed brakes retracted. and call out any omissions.

If terrain remains a threat, continue rotation up to
the pitch limit indicator (if available) or stick
shaker or initial buffet or as per aircraft type
procedures.
Do not change gear or flap configuration until

terrain separation is assured. Monitor vertical speed and altitude (radio altitude
Monitor radio altimeter for sustained or increasing for terrain clearance and barometric altitude for a
terrain separation. minimum safe altitude.)
When clear of terrain, slowly decrease pitch Call out any trend toward terrain contact.
attitude and accelerate.
If the GPWS/EGPWS warning calls for a “PULL UP”, corrective action must be initiated without any
hesitation.
The setting of maximum thrust and the pitch up maneuver must be an aggressive movement to achieve
maximum performance of the aircraft.
If a warning occurs during daylight VMC conditions, and a positive visual verification is made prior to a
terrain or obstacle warning that no terrain or obstacle hazard exists, and the aircraft is correctly
configured, the warning may be considered cautionary.
Any GPWS/EGPWS warning activation must be reported in writing to the flight operations whether
genuine or spurious.

Airborne Collision
OPERATIONS MANUAL VOL. A Avoidance System
8.3.10. COLLISION AVOIDANCE
8.3.10.1. SEE AND AVOID

Batik Air pilots shall adopt the "See and Avoid" policy in their flight operations.
"See and Avoid" is recognized as a method for avoiding collision when weather conditions permit and
requires that pilots should actively search for potentially conflicting traffic, especially when operating in
airspace where not all traffic is operating under the instructions of ATC.
Skills for "See and Avoid” requires the application of:
 Effective visual scanning;

 The ability to gather information from radio transmissions from ground stations and other
aircraft;

 Situational Awareness, and
 The development of good airmanship.
8.3.10.2. AIRBORNE COLLISION AVOIDANCE SYSTEM
An Airborne Collision Avoidance System (ACAS), as denominated by ICAO, is an aircraft collision

avoidance system designed to reduce the incidence of mid-air collisions between aircraft. It is also
commonly referred to as a Traffic Collision Avoidance System (TCAS).
8.3.10.2.1. HISTORY AND DESCRIPTION
TCAS provides indications about surrounding aircraft and especially alerts about intruders that may
jeopardize the safety of the flight. Therefore, to detect and track any surrounding aircraft, TCAS
periodically interrogates surrounding aircraft transponders.
• The TCAS I (ACAS I), (first generation of ACAS/TCAS) provides Traffic Advisories (TA) and
proximity warning of surrounding aircraft.
• The TCAS II (ACAS II):
 Traffic Advisories (TA),
 Resolution Advisories (RA) that provide the flight crew with the position of threatening
intruders and instructions (vertical speeds) to avoid them (all TCAS maneuvers are purely
vertical, either climb or descend advisories).
All aircraft operated by BATIK AIR are equipped with TCAS II (ACAS II) system.
The TCAS II uses the same frequencies to transmit and receive data as Mode S transponders and Mode
S ground stations. This insures the coordination of avoidance maneuvers and the communication
between aircraft equipped with TCAS II and Mode S transponder. Only aircraft equipped with Mode S
can coordinate avoidance maneuvers.
Refer to respective aircraft type FCOM for a detailed description of the installed equipment and of its
operation.
8.3.10.3. REACTION TO TCAS EVENTS
8.3.10.3.1. TRAFFIC ADVISORY (TA)
When a TA is triggered, the flight crew must:

• Maintain the flight path: a TA does not mean that there is an immediate risk of collision. A
Traffic Advisory is intended to alert pilots to the possibility of an RA, to enhance situational
awareness, and to assist in visual acquisition of conflicting traffic.
• Initiate a visual search for the traffic causing the TA. If the traffic is visually acquired,
pilots are instructed to maintain visual separation from the traffic. Be aware that an aircraft
could be wrongly identified (particularly at night) and followed by a visual maneuver that may
degrade the situation against the real threat.
• Prepare for appropriate and immediate reaction should an RA be triggered.

Airborne Collision
8.3.10.3.2. RESOLUTION ADVISORY (RA)
When a RA is triggered, the flight crew must:

• 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. Be alert and respond immediately to any modified RA vertical speed instructions.
• Disregard conflicting ATC instruction: pilot must in all cases 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.
• Report the RA to the ATC controller as soon as permitted by flight crew workload after

responding to the RA. There is no requirement to make this notification prior to initiating the
RA response.

• Resume ATC clearance when clear of conflict. When clear of conflict, the flight crew must
conform to initial ATC clearance.
IMPORTANT NOTE: Stall warning, windshear and Ground Proximity Warning Systems must be given
priority over RA alerts.
8.3.10.3.3. PHRASEOLOGY RELATIVE TO TCAS EVENTS
SITUATION PILOT PHRASEOLOGY
PF deviates from ATC clearance or instruction “TCAS RA”
Following an RA deviation and returning to ATC “Clear of conflict, returning to [assigned

clearance or instruction clearance]”
After RA action is complete and ATC clearance or

“Clear of conflict, [assigned clearance] resumed”
instruction has been resumed
When an ATC clearance or instruction is

“Unable, TCAS RA”
contradictory to an RA issue
8.3.10.3.4. FLIGHT CREW / ATC INSTRUCTION DURING TCAS EVENTS

See table on next page.

Airborne Collision
FLIGHT CREW ATC
TRAFFIC ADVISORY
Shall not maneuver their aircraft in response to If requested by the aircrew, shall give traffic
traffic advisories (TAs) only information
Maintain safe separation until the traffic is clear

of conflict
RESOLUTION ADVISORY

Shall respond immediately and maneuver as Shall not instruct to modify the flight path of an

indicated, unless doing so would jeopardize the aircraft that has notified responding to an RA
safety of the airplane, followed by a "TCAS RA"
call to alert the ATC.
Shall follow the RA even if there is a conflict Shall not issue any clearance or instruction to the
between the RA and an Air Traffic Control (ATC) aircraft involved until the pilot reports returning to
instruction to maneuver the terms of the assigned ATC clearance or
instruction
Shall never maneuver in the opposite sense to an Shall acknowledge the report by using the phrase
RA, nor maintain a vertical rate in the opposite “ROGER”
sense to an RA
When deviating from an air traffic control If requested by the aircrew, shall give traffic
instruction or clearance in response to any RA, information
shall:
 As soon as permitted by flight crew
workload, notify the appropriate ATC unit
of the deviation.
 Immediately inform ATC when they are
unable to comply with a clearance or
instruction that conflicts with an RA.
Shall promptly comply with any subsequent RA Ceases to be responsible for providing separation
issued by TCAS between that aircraft and any other aircraft
affected as a direct consequence of the
maneuver induced by the RA
Shall limit the alterations of the flight path to the

minimum extent necessary to comply with the
resolution advisories
CLEAR OF CONFLICT
Shall promptly return to the terms of the ATC Shall resume responsibility for providing
instruction or clearance when the conflict is separation for all the affected aircraft when he
resolved acknowledges:
 A report from the pilot that the aircraft is
resuming the assigned ATC clearance or
instruction and issues an alternative
clearance or instruction which is
acknowledged by the pilot
 A report from the pilot that the aircraft has
resumed the assigned ATC clearance or
instruction

Airborne Collision
Shall notify ATC after initiating a return to or Acknowledges

resuming the current clearance
Shall submit written report
NOTE:
It is important to immediately make the RA report since:
1. The controller is not aware of the RA until the pilot report it.
2. It defines the moment that the ATC controller must stop issuing instructions.

8.3.10.3.5. UNWANTED TCAS WARNINGS OR ALERTS

When cleared by ATC, the pilot should execute the descent/climb immediately within 10 NM or 30
seconds
With a high rate of climb or descent and when there is traffic in the vicinity, TCAS RA could trigger before
the ALT* (A320) or ALT ACQ (B737) mode engages. Early reduction of climb or descent rates could
prevent the generation of unnecessary TCAS RAs
In order to avoid TCAS RAs generated by high rates of climb or descent, crew shall limit climb or descent
rates to 1000 ft/min or less when within 2000ft of assigned altitude if other traffic are in the vicinity, as
displayed on the ND.
All hard altitude climb or descent restrictions, including “at or below” constraints, shall be set in the FCU
or MCP altitude window. The next altitude may be set when the restriction has been satisfied, or further
clearance has been received. This procedure provides altitude alerting and assures compliance with
altitude clearance limits.

In-Flight Fuel
8.3.11. IN-FLIGHT FUEL MANAGEMENT
8.3.11.1. GENERAL
The remaining fuel on board must be periodically checked to ensure that, at all times, the amount of
usable fuel remaining is not less than the amount required to continue flight to the destination and/or
alternate, and achieve a safe landing with the minimum required fuel onboard at landing.
8.3.11.2. MINIMUM REQUIRED FUEL ON BOARD AT LANDING

The minimum quantity of fuel remaining on board when landing must not be less than the final fuel
reserve carried for the considered operation, as defined in OM Part A, Chapter 8.1.8.2.5.
The pilot-in-command shall request delay information from ATC when unanticipated circumstances may
result in landing at the destination aerodrome with less than the final reserve fuel plus any fuel required
to proceed to an alternate aerodrome.
8.3.11.3. IN-FLIGHT MONITORING
Progressive recording of fuel used and fuel remaining must be maintained by entry on the Operational
Flight Plan (OFP as provided as part of Flight dispatch release) over flight planned waypoints, or
minimum periods of one hour, and must record the time of entry.
Fuel monitoring must take into account APU consumption and other factors affecting fuel consumption
such as engine anti-icing usage.
Flight crew must monitor fuel on board with respect to the planned fuel burn to ensure identification of
any adverse fuel burn trend, identification of possible fuel leaks and identification of cockpit fuel quantity
instrument failure.
Flight crew must monitor fuel on board with respect to expected landing weight to ensure the aircraft
lands within maximum landing weight limitations.
If in-flight monitoring of fuel consumption indicates the expected fuel remaining on arrival to be less than
requirements, the PIC must take all operational considerations into account when deciding a course of
action. Operational considerations must include as a minimum, en-route conditions (destination and
alternate), destination and alternate weather and aerodrome conditions, and traffic /ATC requirements.
8.3.11.4. IN-FLIGHT FUEL POLICY
8.3.11.4.1. DEFINITION OF PHASES FOR IN-FLIGHT FUEL MANAGEMENT
For the purpose of in-flight fuel management the three following phases are defined:
Calculated usable fuel on landing at destination ≥ ALTN fuel + 30

NORMAL
min. holding
Calculated usable fuel on landing at destination < ALTN fuel + 30
ABNORMAL
min. holding
Calculated usable fuel on landing, at the nearest adequate
EMERGENCY aerodrome where a safe landing can be performed, is less than 30
min. holding

In-Flight Fuel
8.3.11.4.2. ABNORMAL PHASE
Entering the abnormal phase clearly poses a greater risk when bound for an airport with a single runway
and/or unreliable weather conditions, than when heading for a multiple runway, well equipped, stable
weather airport. All relevant factors such as weather, approach aids extensive vectoring, traffic
congestion and number of usable runways of the selected airports must be weighed carefully. When
entering the abnormal phase the PIC should consider advising ATC (ACC and/or TWR/APP) of the
situation.
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.

Replacing of the original alternate by another available alternate demanding less fuel, thus the flight
may be back in the normal phase. Ultimately a choice has to be made between:
• Continuation of the flight to, or holding over destination; and,
• Diversion to an alternate (which may be an ‘en-route’ alternate). In this case the alternate
becomes the destination.
Either choice may lead to a situation where no alternative is left. An en-route diversion is strongly
recommended whenever the estimated arrival quantity at the original destination is less than alternate
fuel + 30 minutes holding fuel.
The decision either to continue the flight to the destination or to divert shall be based on the planning of
at least alternate fuel as remaining fuel upon landing. Preferably alternate fuel + 30 minutes holding fuel
should be planned as minimum remaining fuel upon landing.
The pilot-in-command shall advise ATC of a minimum fuel state by declaring ‘MINIMUM FUEL’ when,
having committed to land at a specific aerodrome, the pilot calculates that any change to the existing
clearance to that aerodrome may result in landing with less than planned final reserve fuel.
8.3.11.4.3. EMERGENCY PHASE
The Pilot in Command must immediately declare an emergency when the estimated fuel on board the
aircraft upon landing will be less than 30 minutes holding fuel. The ‘MAYDAY, MAYDAY, MAYDAY’ call
must be used.
• An emergency due to low fuel suggests the need for traffic priority to ensure a safe landing;
• Flight crew must report to ATC remaining usable fuel in minutes and which action will be taken.
8.3.11.5. FUEL DUMPING
Aircraft in BATIK AIR fleet (A320, B737NG) do not provide for fuel dumping capability.

In-Flight
OPERATIONS MANUAL VOL. A Redispatch
Operations
8.3.12. IN-FLIGHT REDISPATCH OPERATIONS
BATIK AIR does not practice planned in-flight redispatch operations (featuring a planned in-flight re-
dispatch point).


Adverse and
Potentially
OPERATIONS MANUAL VOL. A Hazardous
Atmospheric
Conditions
8.3.13. ADVERSE AND POTENTIALLY HAZARDOUS ATMOSPHERIC CONDITIONS
8.3.13.1. THUNDERSTORMS
8.3.13.1.1. GENERAL

Flights through heavy cumulus or cumulonimbus clouds should be avoided whenever practicable as it
involves the risk of damage through hail or lightning strikes and severe turbulence which may impose

very high stress on the aircraft. Due to associated turbulence that cannot be circumnavigated, it would
be advisable to delay take-off.
The following are recommended precautionary procedures for avoiding thunderstorms:
• Avoid flying close to cumulonimbus clouds or thunderstorms as severe turbulence or hail may
be encountered;
• Avoid flying through cumulus or cumulonimbus clouds at levels where the temperature is
between -5°C and +5°C;
• Pilots should be alert to the possible of acoustical shock and take appropriate action to reduce
the hazard by lower volume control or placing the headset forwards off the ears;
• When encountering an area of frequent lightning the chances of temporary blindness may be
reduced by turning the cockpit lights on bright and focusing attention on the instrument panel.
8.3.13.1.2. LIGHTNING STRIKES
When the aircraft has been struck by lightning, a lightning strike inspection must be carried out after
landing. The magnetic compasses will be checked after return of the aircraft in the home base. If the
aircraft makes only a transit stop at the home base, this check may be postponed 48 hours, unless one
of the compasses is reported unreliable by the crew.
The lightning flash may temporarily blind the crew, especially at night. To prevent this, it is advised to
turn the cockpit lights to full bright and to wear dark glasses. Lightning strikes may make small holes in
the aircraft structure, whilst some instruments, compasses, antennas or part of the radio equipment may
become unreliable or damaged.
8.3.13.1.3. STATIC DISCHARGE
When flying through clouds and precipitation, static electricity is formed on the aircraft, this causes the
typical crackling in the radio, whilst in darkness small sparks may be noticed (St. Elmo's fire). Under
certain conditions, discharge to a cloud with a different potential may occur, giving the same impression
as a lightning strike.
8.3.13.1.4. HAIL
Hail, and especially when with large hailstones, is a rather infrequent phenomenon. Large hailstones
may be found in continental and tropical areas during the warmer part of the year and may cause
considerable damage to aircraft.

Adverse and
Potentially
Atmospheric
Conditions
8.3.13.1.5. PRECAUTONARY PROCEDURE TO AVOID THUNDERSTORM
If the flight inadvertently flies into or is unable to avoid a thunderstorm, the flight crew should:
• Disengage the autopilot, unless recommended or otherwise approved for use in turbulence;
• Fly at the recommended speed for turbulence penetration and set power accordingly;
• Use anti-icing equipment;

• Warn PAX and flight attendants to fasten seat belts well before entering possible turbulence

area;
• Fly attitude and avoid large control corrections. Be prepared for and anticipate turbulence.
8.3.13.2. FLIGHT IN ICING CONDITIONS
8.3.13.2.1. RECOGNIZED TERMS
FROST – A light feathery, crystalline ice structure of snowline character that can cover the entire surface
of the aircraft. It can occur in flight through sublimation (formation of ice crystals directly from water
vapor).
RIME ICE – Is a milky, opaque, pebbly, and granular deposit of ice with a rough surface, formed by the
instantaneous freezing of small super cooled droplets. It is very brittle and forms on leading edges and
protuberances. It can accumulate when the temperature is between 0°C and -40°C, but is most likely
between -10°C and –20 °C. Rime ice is much easier to remove than clear ice by conventional methods.
CLEAR ICE – Is a transparent, glassy hard type of ice that can spread evenly or unevenly depending
on conditions. Clear ice usually forms on leading edges and protuberances. It is formed by the relatively
slow freezing of large super cooled water droplets but mixed with snow, sleet or hail it is very rough and
irregular. Clear ice may be very difficult to remove. The condition most favorable for clear ice is
temperature just below freezing.
FREEZING RAIN – Is a very serious type of icing to be avoided at all times. It is caused by rain from an
above freezing layer falling into a below freezing area. It is most severe when flying near the top of a
cold layer that is beneath a deep layer of warm air.
ICE PELLETS – Usually will not adhere to a cold aircraft, but it is a positive indication of freezing rain
above.
TRACE OF ICE – Ice becomes perceptible. Rate of accumulation is slightly greater than the rate of
sublimation. It is not hazardous even though de-/anti-icing equipment is not utilized, unless encountered
for an extended period (over 1 hour).
LIGHT ICE – The rate of accumulation may create a problem if flight is prolonged in this environment
(over 1 hour). Occasional use of de-/anti-icing equipment’s are to removes/presents accumulation. It
does not present a problem if the de-/anti-icing equipment is used.
MODERATE ICE – The rate of accumulation is such that even short encounters become potentially
hazardous and use of de-/anti-icing equipment or alter the flight plan to avoid that area is necessary.
HEAVY ICE (SEVERE) – An icing condition which de-/anti-icing equipment couldn’t handle. Immediate
and appropriate action to leave the area is necessary, since continuing under this condition may result
in a serious deterioration in aircraft performance.

Adverse and
Potentially
Atmospheric
Conditions
8.3.13.2.2. OPERATIONS IN ICING CONDITIONS
Icing conditions may be expected when the OAT (on the ground and for takeoff) or the TAT (in flight) is
below 10°C and there is visible moisture in the air (such as clouds, fog with low visibility, rain, snow,
sleet, ice crystals) or standing water, slush, ice or snow is present on the taxiways or runways.
Small ice and snow deposits on the aerodynamic surface that accumulate during a ground stop might

appear insignificant but can seriously affect the maximum lift of the wing, and the controllability and
performance of the aircraft. Thin layers of ice resulting from frost or freezing fog may cause a certain

sandpaper roughness on the wing and tail upper surfaces. This roughness may cause airflow separation
resulting in control problems, wing drop or a complete stall after rotation.
Relatively warm fuel, uplifted during a ground stop, may cause dry snow falling on the wing to melt. After
a subsequent cooling period, this water may refreeze, forming an invisible ice coating under the dry
snow. When tanks contain sufficient fuel of subzero temperatures, as may be the case after a long flight,
water condensation or rain will freeze on the wing upper surface during the ground stop, forming a
smooth, hardly visible, coating. During take-off, this ice may break away and at the moment of rotation
enter the engine causing damage to the fan (for turbojet aircraft). Snow falling on ‘warm’ leading edges
will melt and may under certain wind conditions from ‘rub-back ice’ on wings and stabilizer causing loss
of lift and control problems.
Specific procedures for operations in icing conditions are detailed in respective aircraft type FCOM.
8.3.13.3. TURBULENCE
8.3.13.3.1. GENERAL
Turbulence consists of an irregular series of short and long termed deviation from the normal wind
velocity and direction. Known of forecasted areas of severe turbulence should be avoided whenever
possible. However, if severe turbulence is encountered, the aircraft should be flown at the recommended
rough airspeed. This is the optimum speed for protection against excessive structural loads and provides
sufficient margin between the low speed buffet and Mach buffet at high altitude.
The following information can be used to assess the potential for experiencing severe turbulence:
• Significant weather charts (surface and altitude);
• Upper winds forecast (winds aloft);
• AIRMET (report) or SIGMET (forecast) messages;

Adverse and
Potentially
Atmospheric
Conditions
8.3.13.3.2. TURBULENCE TERMINOLOGY
INTENSITY AIRCRAFT REACTION EXPERIENCE INSIDE AIRCRAFT
Occupants of the aircraft may feel a

Turbulence which momentarily cause slight strain against their seat belts.

light, erratic changes in altitude and/or Unsecured objects could be displaced
LIGHT slightly.
attitude is reported as light turbulence-

less than 2 g. There is little or no difficulty in walking.
Service can be conducted.
Turbulence similar to light turbulence

but of greater intensity which causes
changes in altitude and/or attitude is Occupants of the aircraft feel definite
reported as moderate turbulence. There strains against their seat belts.
MODERATE usually are variations in indicated Unsecured objects are displaced.
airspeed. Walking and service are difficult.
The aircraft is controllable at all times,
g force varies between 2-3 g.
Turbulence that causes large, abrupt

changes in altitude and/or attitude is
reported as severe turbulence. There Occupants of the aircraft are thrown
usually are large variations in indicated violently against their seat belts.
SEVERE
airspeed. The aircraft could be Unsecured objects are tossed about.
momentarily out of control. Walking and service are impossible.
More than 3-6 g.
Turbulence in which the aircraft is

tossed about violently is reported as
extreme turbulence.
EXTREME
The aircraft could be nearly impossible
to control. Structural damage occur
more than 6 g.
8.3.13.3.3. PROCEDURES IN CASE OF TURBULENCE ENCOUNTER
Moderate to severe turbulence may be expected under the following weather conditions:
• Inside and close to thunderstorm cells;
• Close to frontal surface;
• In mountain wave or dynamic gravity waves (even in the absence of lenticular clouds).
If moderate to severe turbulence is expected, it is advisable to select a cruise level below the maximum
operating altitude in order to increase the buffet margin. Flap and gear extension should be delayed as
long as possible since the aircraft structure can withstand higher g-loads in the clean configuration.
“Fasten seat belt” signs should be on prior to entering the area of known or forecasted turbulence. Turns
will increase ‘g-loading’. Avoid making turns and if necessary use the lowest possible bank angle.
Adjust power/thrust to maintain the required rough airspeed. The Autopilot is the best means for aircraft
control in severe turbulence. In manual flight, trim the aircraft for the required speed, after that do not
change stabilizer position. Control the aircraft with the elevator. Avoid large elevator inputs. Ride out the
turbulence and allow altitude changes unless terrain clearance becomes critical. Whenever

Adverse and
Potentially
Atmospheric
Conditions
experiencing or anticipating moderate or severe turbulence, the following readiness actions should be
performed:
SPEED Set as in FCOM
SEAT BELT SIGN ON

NO SMOKING SIGN ON

IGNITION Set as in FCOM
AUTO PILOT Set as in FCOM
Refer to respective aircraft type, FCOM / Supplementary procedures.
8.3.13.3.4. CLEAR AIR TURBULENCE
CAT implies turbulence devoid of clouds. However, it is commonly reserves the term for high level wind
shear turbulence. Cold outbreaks colliding with warm air from the South intensify weather systems in
the vicinity of the jet stream along the boundary between the cold and warm air. CAT develops in the
turbulent energy exchange between the contrasting air masses. Cold and warm advection along with a
strong wind shear develops near the jet stream. CAT is most pronounced in winter when temperature
contrast is greatest between cold and warm air.
CAT may be experienced in any of the following conditions:
• Vertical wind gradient (rate of change or shear rate) greater than 5 kts/1000 ft.;
• Horizontal wind gradient (rate of change) greater than 40 kts/100 NM;
• Horizontal temperature gradient (OAT/SAT rate of change) greater than 4°C/100 NM;
• Route is close to polar to an altitude "trough” of low pressure.
The following rules of thumb to assist in avoiding or minimizing encounters with clear air turbulence have
been developed for westerly jet streams.
• Jet streams stronger than 110 knots (at the core) are apt to have areas of significant turbulence
near them in the sloping tropopause above the core, in the jet stream front below the core, and
on the low-pressure side of the core. In these areas, there are frequently strong wind shears.
• Wind shear and its accompanying clear air turbulence in jet streams are more intense above
and to the lee of mountain ranges. For this reason clear air turbulence should be anticipated
whenever the flight transverses a strong jet stream in the vicinity of mountainous terrain.
• On charts for standard isobaric surfaces, such as 300 millibars, if 20 knots isotachs are spaced
closer together than 60 nm there is sufficient horizontal shear for CAT. This area is normally on
the pole ward (low pressure) side of the jet stream axis, but in unusual cases may occur on the
equatorial side.
• Turbulence is also related to vertical shear. From the winds aloft charts or reports, compute the
vertical shear in knots per thousand feet. If it is greater than 5 knots per thousand feet,
turbulence is likely. Since vertical shear is related to horizontal temperature gradient, the
spacing of isotherms on an upper air chart is significant. If the 5°C isotherms are closer together
than 2° of latitude (120 nm), there is usually sufficient vertical shear for turbulence.

Adverse and
Potentially
Atmospheric
Conditions
• Curving jet streams are more apt to have turbulent edges than straight ones, especially jet
streams that curve around a deep pressure through.
• Wind shift areas associated with pressure troughs are frequently turbulent. The sharpness of
the wind shift is the important factor. In addition, pressure ridgelines sometimes have rough air.
• In an area where significant clear air turbulence has been reported or is forecasted, it is
suggested that the pilot adjust the speed to fly at the recommended rough air speed on
encountering the first ripple, since the intensity of such turbulence may built up rapidly. In areas

where moderate or severe CAT is expected, it is desirable to adjust the air speed prior to the

turbulence encounter.
• If the jet stream turbulence is encountered with direct tail winds or head winds, a change of flight
level or course should be initiated since these turbulent areas are elongated with the wind, and
are mustow and narrow. A turn to the right in the Northern Hemisphere, or to the left in the
Southern Hemisphere, places the aircraft in more favorable winds. If a turn is not feasible due
to airway restrictions, a climb or descent to the next flight level will usually find smoother air.
• If jet stream turbulence is encountered in a crosswind, it is not so important to change course
or flight level since the rough areas are narrow across the wind.
• However, if it is desired to traverse the clear air turbulence area more quickly, either climb or
descend after watching the temperature gauge for a minute or two (if temperature is rising,
climb, if temperature is decreasing, descend). Application of these rules will prevent following
the sloping tropopause or frontal surface and staying in the turbulent area. If the temperature
remains constant, the flight is probably close to the level of the core, in which case either climb
or descend as convenient.
• If turbulence is encountered in an abrupt wind shift associated with a sharp pressure trough line,
establish a course across the trough rather than parallel to it. A change in flight level is not so
likely to alleviate the bumpiness as in jet stream turbulence.
• If turbulence is expected because of penetration of a sloping tropopause, watch the temperature
gauge. The point of coldest temperature along the flight path will be the tropopause penetration.
Turbulence will be most pronounced in the temperature change zone on the stratospheric side
of the sloping tropopause.
• Both vertical and horizontal wind shear is of course greatly intensified in mountain wave
conditions. Therefore, when the flight path traverses a mountain wave type of flow, it is desirable
to fly at turbulence penetration speed and avoid flight over areas where the terrain drops
abruptly, even though there may be no lenticular clouds to identify the conditions.
8.3.13.4. WINDSHEAR
8.3.13.4.1. GENERAL
Wind shear is a rapid change in wind speed and/or direction over a short distance along the flight path.
Wind shear causes a severe hazard to aircraft during take-off, approach, and landing. Wind shear result
from a large variety of meteorological conditions such as temperature inversion, sea breezes, frontal
systems, topographical conditions, strong surface winds, rain showers, and thunder storms. The most
dangerous type of wind shear is known as downburst or its smaller, even more viscous form, the most
microburst.
A microburst is a violent downward burst of air spreading out horizontally upon reaching the surface. It
can occur where convective weather exists. However, the probability of an encounter is low, due to its
local appearance and the fact that it lasts only a few minutes. Its effect on aircraft performance and flight
path, however, can be disastrous. Microburst activity may be expected when one of the following
phenomena is observed:

Adverse and
Potentially
Atmospheric
Conditions
• Local strong winds as indicated by dust devils, roll clouds or tornado-like features;
• Heavy precipitation visible on weather radar;
• Rain showers, lightning or virga;
8.3.13.4.2. WINDSHEAR EFFECTS

The immediate effect of a decreasing headwind or increasing tailwind shear is a decrease in IAS and
therefore a loss in performance capability of the aircraft. Due to the loss of speed, the aircraft tends to
pitch down to regain trim speed. If such a performance decreasing shear is encountered during final
approach the aircraft tends to drop below the glide path and land short of the runway. If encountered
after liftoff, insufficient climb performance and no further speed increase or loss of speed may result in
the aircraft hitting obstacles in the take-off path.
An increasing headwind or decreasing tailwind shear will increase IAS and aircraft performance. The
aircraft will tend to pitch up in order to regain trim speed. When such a performance increasing shear is
encountered during final approach, a long landing and a possible runway overrun may occur. A
performance increasing shear, however, is frequently followed by a performance decreasing shear. If
the pilot corrects for the effect of the first shear (nose down, thrust reduction) he will be caught in a very
unfavorable situation if subsequently a performance decreasing shear is encountered. Vertical winds
shear or down drops exist in every microburst.
Downdraft in excess of 3000 fpm, which is beyond the performance capability of transport category
aircraft, may exist in the center of a strong microburst. Short duration reversals of vertical wind direction,
which is associated with the microburst, may cause momentarily stick shaker activation, and airframe
buffet at speeds well above normal.
8.3.13.4.3. WINSHEAR AVOIDANCE
• Assess the conditions for a safe take-off or approach and landing, based on the available
meteorological data, visual observation and on-board equipment;
• Delay the takeoff or approach, or divert to a more suitable airport;
• Be prepared and committed for an immediate response to a predictive windshear
advisory/caution/warning or to a reactive windshear warning. The following information should
be considered to avoid areas of potential or observed windshear:
• Weather report and forecast. Some airports are equipped with a Low Level Windshear Alert
System (LLWAS) and/or Terminal Doppler Weather Radar (TDWR):
 LLWAS consists of a central wind sensor (sensing wind velocity and direction) and peripheral
wind sensors. It enables controllers to warn pilots of existing or impending windshear
conditions;
 An alert is generated whenever a difference in excess of 15 kts is detected;
 LLWAS may not detect downburst with a diameter of 2 NM or less;
 TDWR enables to detect approaching windshear areas and thus to provide pilots with more
advance warning of windshear hazard;
• PIERPS: PIREPS of windshear in excess of 20 kts or downdraft/updraft of 50 ft/min below 1000
ft. above ground level;

Adverse and
Potentially
Atmospheric
Conditions
• Visual observation. Blowing dust, rings of dust, dust devils (i.e. whirlwinds containing dust and
stand) or any other evidence of strong local air outflow near the surface often are indication of
potential or existing windshear;
• On-board wind component and ground speed monitoring.
8.3.13.4.4. WINDSHEAR RECOGNITION

Early recognition of windshear is crucial, as time available for recovery close to the ground is minimal.
Pilots should be aware of the normal airspeed and vertical path indications for take-off and landing so
that windshear inducted deviations are more readily recognized. During the take-off, monitor speed build
up. After liftoff, monitor pitch attitude, rate of climb, speed and speed trend.
During approach monitor speed (and speed trend if applicable), rate of descent, pitch attitude, glide
slope deviation and thrust/power lever position. Abnormal airspeed fluctuations may be the first
indication of a wind shear.
Be prepared to execute the recommended recovery procedure immediately if deviations from the normal
target condition exceed the following values:
During take-off:
• IAS ± 15 kts; or
• Vertical speed ± 500 fpm; or
• Pitch ± 5°;
During approach:
• IAS ± 15 kts; or
• Vertical speed ± 500 fpm; or
• Pitch ± 5°; or
• Glide slope ± 1 dot; or
• Unusual thrust/power lever position for a significant period of time.
Inform ATC as soon as possible after exiting the shear. A pilot’s report is of vital importance as the shear
may increase in intensity and the next aircraft may not have the performance capability to recover.
8.3.13.4.5. WINDSHEAR RECOVERY DURING TAKEOFF ROLL
Recognition of shear during the take-off roll is difficult since speed is changing rapidly. Slow or erratic
speed buildup or unusual speed fluctuation may be indicative of a wind shear. The “go/no-go” criteria
based on V1 may not be valid in wind shear conditions since ground speed may be considerably higher
than airspeed. It may therefore not be possible to stop within the remaining runway if the take-off is
rejected. Prior to V1, the take-off should only be rejected if it is ensured that sufficient stopping distance
is available.
In view of the proposed recovery technique, the following is recommended:
• Immediately apply full throttle thrust/power (and simultaneously disconnect ATS, if applicable);
• Do not reduce thrust/power until aircraft safety is ensured;
• Rotate at VR. However, in a severe shear, VR may not be reached.
In this case, rotate not later than 600m/2.000ft from the runway end.
The aircraft will become airborne approx. 10 kts below VR. After lift-off rotate to a pitch as recommended
in respective aircraft type FCOM.

Adverse and
Potentially
Atmospheric
Conditions
Summarizing the take-off roll windshear recovery technique:

• Apply full throttle thrust/power (disconnect ATS, if applicable to the type);
• Rotate at VR, but no later than 600m / 2.000ft remaining;
• After liftoff rotate to a pitch as stated in respective aircraft type FCOM;
• Follow “After Take-Off Recovery” technique.

8.3.13.4.6. WINDSHEAR RECOVERY AFTER TAKE-OFF AND ON APPROACH
The recovery technique is developed with the objective to keep the aircraft flying as long as possible in
the hope of exiting the shear. In order to obtain this, maintaining vertical flight path is the primary target.
Speed control is of secondary concern. The recommended recovery technique should be initiated
immediately any time the vertical flight path is reduced to below 1.000 ft. AGL.
In view of the recovery technique, the following is recommended:
• Immediately apply full throttle thrust/power and simultaneously disconnect ATS (if applicable).
Do not reduce thrust/power until aircraft safety is ensured;
• Disengaged AP (if applicable) and change pitch with a normal rate towards an initial target
attitude of a pitch as stated in respective FCOM.
Summarizing the after takeoff / on approach wind shear recovery:
• Apply full thrust/power (disconnect ATS, if applicable to the type).
• Adjust pitch to a pitch as prescribed in respective aircraft type FCOM;
• Always respect stick shaker (if applicable to the type)
• Use standard go-around flap, after sustained rate of climb has been obtained.
8.3.13.4.7. WINSHEAR WARNING SYSTEM
BATIK AIR aircraft are all equipped with airborne windshear warning and flight guidance systems.
Refer to respective aircraft type FCOM for a detailed description of the installed system and of the
associated procedures.
8.3.13.5. VOLCANIC ASH CLOUDS
8.3.13.5.1. GENERAL
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.
If volcanic activity is reported, check all NOTAMs and ATC directives for current status of volcanic
activity. Plan the flight on the upwind side of the volcanic cloud.
NOTE: airborne weather radar cannot detect volcanic dust.

Adverse and
Potentially
Atmospheric
Conditions
8.3.13.5.2. GROUND OPERATIONS
During preflight, ensure that inlet and exhaust areas have been cleared of volcanic ash as much as
possible. This ash may be removed by using brooms and vacuum cleaners. Aircraft exposed surface
should be cleared of the ash layer which may contaminate the lubricated parts, penetrate the seals or
enter the engine gas path, air conditioning system and other aircraft orifices.
Do not use wipers to clean dust and ash from the front windows. For aircraft equipped with APU, do not
use APU for air conditioning and electrical power supply. Restrict ground use of APU to engine starts,
as required.

8.3.13.5.3. TAXI
Use minimum thrust/power; avoid sharp or high-speed turns. Braking may be less effective if volcanic
ash has fallen on a wet surface. Avoid static engines operation above idle. When performing a backtrack
on the runway, allows ash and dust to settle prior to initiating the takeoff.
8.3.13.5.4. IN-FLIGHT
Volcanic dust may be difficult to detect at night or in IMC. However, the following phenomena have been
reported by flight crews:
• Smoke or dust appearing in the flight deck;
• An acrid smell, similar to electrical smoke;
• Multiple engine malfunctions such as power loss, stalls, rising TGT, and flame out;
• St. Elmo’s fire and static discharges around the windows;
• Aircraft lights casting sharp, distinct shadows in clouds;
• Bright white/orange glow appearing in the engine inlets.
Volcanic dust may cause rapid erosion and damage to the internal engine components, causing surge,
thrust/power loss, and high TGT.

Adverse and
Potentially
Atmospheric
Conditions
Should a volcanic ash cloud be encountered, initiate a 180 turn while accomplish the following
procedure (so as to exit the volcanic ash cloud in the supposedly shortest time):
VOLCANIC ASH ENCOUNTER
180° TURN INITIATE
ATC NOTIFY

CREW OXYGEN MASK ON/100%

(As smoke, dust, or acrid smell similar to electrical smoke may be present/appear in the cockpit)
PASSENGER OXYGEN MASK AS REQUIRED
(Depending on contamination)
AUTO THROTTLE (if applicable) DISCONNECT
(This will prevent the auto throttle from generating throttles activity)
THRUST/POWER REDUCE
(Reducing thrust/power (to idle if practical) to reduce ash ingestion, lower the TGT, will reduce
debris buildup on compressor and turbine blades and improve stall margin. If TGT rises
abnormally at idle, which is indicative of a pending engine stall, shut down the engine)
IGNITION CONT RELIGHT
(Select continuous ignition, as it will enhance the flame out protection)
ENGINE ANTI ICE AS PER AOM/FCOM
WING ANTI ICE AS PER AOM/FCOM
(Further improvement in engine stall margin is obtained by switching on anti-icing systems)
AIR CONDITIONING NORMAL FLOW
(Increasing the bleed air extraction significantly increases the engine surge margin but also
slightly decreases the engine acceleration capability)
APU (if available) ON
(The APU may be started in readiness for a starter assisted relight in the event of an engine
flame out and to provide electrical power in case of main engine power loss)
ENGINE PARAMETER MONITOR
AIRSPEED INDICATIONS MONITOR
It may be necessary to shut down and relight the engine to prevent exceeding TGT limits. If an engine
falls to relight repeated attempts should be made. A successful start may not be possible until clear of
the volcanic ash. Following a successful relight or when clear of volcanic ash, slowly accelerate each
engine in turn and monitor engine operation. Volcanic ash may block the Pitot system and result in
unreliable airspeed indications.

Adverse and
Potentially
Atmospheric
Conditions
8.3.13.5.5. REPORTING
The Pilot in Command must immediately notify the appropriate air traffic services unit by transmitting a
special AIREP as soon as practicable whenever encountering or observing a volcanic ash cloud,
observing a volcanic eruption or pre-eruption volcanic activity. After the flight he must fill and transmit a
report to Safety and Security Directorate, as detailed in OM Part A, Chapter 11.5.

8.3.13.6. 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 wind shear.
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).
Significant ingestion of water may cause surging or extinction of jet engine during descent under heavy
rainfall / hail conditions.
Supplementary procedures relatives to operations in moderate to heavy rain, hail or sleet are developed
in respective aircraft type FCOM / Supplementary procedures.
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.
8.3.13.7. SAND AND DUST STORMS
Flying in active sand or dust storms should be avoided 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 removed before flight to ensure that accumulation of dust
is not deposited in the orifices which the covers are designed to protect.
Supplementary procedures relatives to operations in sandy or dusty environment are developed in
respective FCOM / Supplementary procedures.
8.3.13.8. 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
wind shear on approach or during take-off.
Special procedures or recommendations are indicated on airport charts when appropriate. They must
be taken into account by the flight crews for the choice of the landing or take off runway.

OPERATIONS MANUAL VOL. A Wake Turbulences
8.3.14. WAKE TURBULENCES
8.3.14.1. GENERAL
Vortices from larger aircraft can pose problems to encountering aircraft. Every aircraft generates a wake
while in flight. Initially, when pilots encountered this wake in flight, the disturbance was attributed to “prop
wash”. It is known, however, that this disturbance is caused by a pair of counter rotating vortices trailing
from the wing tips.

For instance, the wake of these aircraft can impose rolling moments exceeding the roll control authority
of the encountering aircraft. Further turbulence generated within the vortices can damage aircraft

components and equipment if encountered at close range. The pilot must learn to envision the location
of the vortex wake generated by large (i.e. transport category) aircraft and adjust the flight path
accordingly.
During ground operations and during take-off, jet engine blast (thrust stream turbulence) can cause
damage and upsets if encountered at close range. Exhaust velocity versus distance studies at various
thrust levels have shown a need for light aircraft to maintain an adequate separation behind large
turbojet aircraft. Pilots of larger aircraft should be particularly careful to consider the effect of their “jet
blast” on other aircraft, vehicles, and maintenance equipment during ground operations.
8.3.14.2. VORTEX GENERATION
Lift is generated by the creation of a pressure differential over the wing surface. The lowest pressure
occurs over the upper wing surface and the highest pressure under the wing. This pressure differential
triggers the roll up of the airflow aft of the wing resulting in swirling air masses trailing downstream of
the wing tips.
After the roll up is completed, the wake consists of two counter rotating cylindrical vortices. Most of the
energy is within a few feet of the center of each vortex, but pilots must avoid a region within about 100
feet of the vortex core.
8.3.14.3. VORTEX STRENGTH
Strength of the vortex is governed by the weight, speed, and shape of the wing of the generating aircraft.
The vortex characteristics of any given aircraft can also be changed by extension of flaps or other wing
configuring devices as well as by change in speed. However, as the basic factor is weight, the vortex
strength increases proportionately. Peak vortex tangential speeds exceeding 300 feet per second have
been recorded. The greatest vortex strength occurs when the generating aircraft is heavy, clean, and
slow.
In rare instances a wake encounter could cause in flight structural damage of catastrophic proportions.
However, the usual hazard is associated with induced rolling moments which can exceed the roll control
authority of the encountering aircraft. The capability of an aircraft to counteract the roll imposed by the
wake vortex primarily depends on the wingspan and counter control responsiveness of the encountering
aircraft.
Counter control is usually effective and induced roll minimal in cases where the wingspan and ailerons
of the encountering aircraft extend beyond the rotational flow field of the vortex. It is more difficult for
aircraft with short wingspan (relative to the generating aircraft) to counter the imposed roll induced by
vortex flow. Pilots of short span aircraft, even of the high performance type, must be especially alert to
vortex encounters.
The wake of larger aircraft requires the respect of all pilots.

8.3.14.4. VORTEX BEHAVIOR
Trailing vortices have certain behavioral characteristics, which can help a pilot visualize the wake
location and thereby take avoidance precautions. Vortices are generated from the moment aircraft
leaves the ground, since trailing vortices are a subsequent effect of wing lift. Prior to take-off or touch
down pilots should note the rotation or touch down point of the preceding aircraft.
The vortex circulation is outward, upward and around the wing tips when viewed from either ahead or
behind the aircraft. The vortices remain spaced a bit less than a wingspan apart, drifting with the wind,
at altitudes greater than a wingspan from the ground. If persistent vortex turbulence is encountered, a

slight change of altitude and lateral position (preferably upwind) will provide a flight path clear of the

turbulence.
The vortices from large (i.e. transport category) aircraft sink at a rate of several hundred feet per minute,
slowing their descent and diminishing in strength with time and distance behind the generating aircraft.
Atmospheric turbulence hastens breakup. Pilots should fly at or above the preceding aircraft’s flight
path, altering course as necessary to avoid the area behind and below the generating aircraft. However,
vertical separation of 1000 feet may be considered safe. When the vortices of large aircraft sink close
to the ground (within 100 to 200 feet), they tend to move laterally over the ground at a speed of 2 or 3
knots.
A crosswind will decrease the lateral movement of the upwind vortex and increase the movement of the
downwind vortex. Thus a light wind with a cross runway component of 1 to 5 knots could result in the
upwind vortex remaining in the touchdown zone for a period of time and hasten the drift of the downwind
vortex toward another runway. Similarly, a tailwind condition can move the vortices of the preceding
aircraft forward into the touchdown zone. The light-quartering tailwind requires maximum caution. Pilots
should be alert to large aircraft upwind from their approach and take off flight path.
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.
8.3.14.5. OPERATIONAL PROBLEM AREAS
Avoid the area below and behind the generating aircraft, especially at low altitude where even a
momentary wake encounter could be hazardous. Pilots should be particularly alert in calm wind
conditions and situations where the vortices could:
• Remain in the touchdown area;
• Drift from aircraft operating on a nearby runway;
• Sink into the take-off or landing path from a crossing runway;
• Sink into the traffic pattern from other airport operations;
• Sink into the flight path of VFR aircraft operating on the hemispheric altitude 500 feet below.
Pilots of all aircraft should visualize the location of the vortex trail behind larger aircraft and use proper
vortex avoidance procedures to achieve safe operation. It is equally important that pilots of larger aircraft
plan or adjust their flight paths to minimize vortex exposure to other aircraft.
In cruise, wake turbulence events are more frequent in RVSM airspace, even with very distant aircraft
(20 NM), because of the reduced vertical separation with aircraft operating on the same route at higher
flight level.

8.3.14.6. VORTEX AVOIDANCE PROCEDURES
The pilot is expected to adjust his operations and flight path as necessary to preclude serious wake
encounters.
• Landing behind a larger aircraft, same runway: stay at or above the larger aircraft’s final
approach flight path – note its touchdown point – land beyond it.
• Landing behind a larger aircraft, when parallel runway is closer than 2.500 feet: Consider
possible drift to your runway. Stay at or above the larger aircraft’s final approach flight path –

note its touchdown point.
• Landing behind a larger aircraft, crossing runway: Cross above the larger aircraft’s flight path.

• Landing behind departing larger aircraft, same runway: note the larger aircraft’s rotation point -
land well prior to rotation point.
• Landing behind departing larger aircraft, crossing runway: Note the larger aircraft’s rotation point
– if past the intersection, continue the approach, land prior to the intersection. If larger aircraft
rotates prior to the intersection, avoid flight below the larger aircraft’s flight path. Abandon the
approach unless a landing is ensured well before reaching the intersection.
• Departing behind a larger aircraft: Note the larger aircraft’s rotation point – rotate prior to larger
aircraft’s rotation point – continue climb above the larger aircraft’s climb path until turning clear
of his wake. Avoid subsequent headings that will cross below and behind a larger aircraft. Be
alert for any critical take off situation that could lead to a vortex encounter.
• Intersections take off, same runway: Be alert to adjacent larger aircraft operations, particularly
upwind of your runway. If intersection take off clearance is received, avoid subsequent heading
which will cross below a larger aircraft’s path.
• Departing or landing after a larger aircraft executing a low approach, missed approach or touch
and go landing: Because vortices settle and move laterally near the ground, the vortex hazard
may exist along the runway and in your flight path after a larger aircraft has executed a low
approach, missed approach or a touch and go landing, particularly in light quartering wind
conditions. You should ensure that an internal of at least 2 minutes has elapsed before your
take-off and landing.
• En route VFR (thousand-foot altitude plus 500 feet): Avoid flight below and behind a large
aircraft’s path. If larger aircraft is observed above on the same track (meeting or overtaking)
adjust your position laterally, preferably upwind.
• In cruise (especially when flying in RVSM airspace): If considered necessary, offset from the
cleared track by up to a maximum of 2NM in order to alleviate the effects of wake turbulence –
Advise ATC of this contingency action (ATC will not issue clearance for any such lateral offset)
- Return to cleared track as soon as the situation allows.
8.3.14.7. AIRCRAFT TURBULENCE CATEGORIES

Aircraft turbulence categorization and wake turbulence separation minima are defined ICAO Document
4444 - PANS ATM, as follows:
CATEGORY MTOW
HEAVY (H) MTOW ≥ 136.000 kg
MEDIUM (M) 7.000 kg < MTOW < 136.000 kg
LIGHT (L) MTOW ≤ 7.000 kg
NOTE:
 Airbus A380-800, with a maximum take-off mass in the order of 560 000 kg, is the largest passenger aircraft ever
to enter into revenue service. The aircraft is in the HEAVY wake turbulence category and ICAO Procedures for
Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444) apply. However, as vortices
generated by the A380-800 are more substantial than for other aircraft in the HEAVY wake turbulence category,
this guidance recommends an increase in relation to the wake turbulence separation minima published in the
PANS-ATM. This is intended to ensure that aircraft operating near an A380-800 do not encounter wake vortices
of a greater magnitude than are generated by other aircraft in the HEAVY wake turbulence category.

 Inclusion of the expression “SUPER” immediately after an aircraft call sign in radiotelephony contact
between such aircraft and ATS units indicates the A380-800 aircraft.
Boeings 757 which category is MEDIUM shall be considered as HEAVY.
8.3.14.8. MINIMUM SEPARATIONS FOR TAKE-OFF AND LANDING
Because of the possible effects of wake turbulence, ATC is required to apply no less than specified
minimum separation for aircraft operating behind a heavy jet and, in certain instance, behind large (non-

heavy) aircraft.

8.3.14.8.1. TIME SEPARATION (NON-RADAR)
During non-radar en-route, arrival and departure sequence of aircraft, an air traffic controller shall apply
a minimum separation due to wake turbulence phenomena:
a) Arriving aircraft
Separation minima
The following separation minima for arriving aircraft shall be applied by the air traffic controller:
Succeeding aircraft behind preceding aircraft Separation minima

Medium behind Heavy 2 minutes
Light behind Heavy 3 minutes
Light behind Medium 3 minutes
Medium behind A380 3 minutes
Light behind A380 4 minutes
Applicability
An air traffic controller shall not be required to apply wake turbulence separation;
 For arriving VFR flights landing on the same runway as a preceding landing aircraft (heavy or
medium)
 Between arriving IFR flights executing visual approach when the aircraft has reported the
preceding aircraft in sight and has been instructed to follow and maintain own separation from
that aircraft.
Wake turbulence separation and pilot in command;

 The pilot-in-command shall be responsible for ensuring that the spacing from preceding aircraft
of a heavier wake turbulence category is acceptable
 If it is determined that additional spacing is required, the pilot shall inform the air traffic controller
accordingly, stating their requirements.

b) Departing aircraft
General case
The following separation minima for departing aircraft shall be applied by the air traffic controller:


These separation minima shall be applied only when aircraft are using:
The same runway
Parallel runways separated by less than 760m (2500ft)
Crossing runway if the projected flight path of the second aircraft will cross the projected flight path of the
first aircraft at the same altitude or less than 1000ft (300m) below.
Parallel runways separated by 760m (2500ft) or more, if the projected flight path of the second aircraft
will cross the projected flight path of the first aircraft at the same altitude or less than 300m (1000ft)
below.
Images showing the condition applicable with the 2 minutes separation minima

Departure from an intermediate part of the runway
If the second aircraft will take off from an intermediate part or the same runway or a parallel runway by
less than 760m (2500ft), the separation minima time shall be extended



Image showing the condition applicable with the 3 minutes separation minima
Displaced landing threshold
A separation minimum shall be applied between a MEDIUM or LIGHT departing aircraft behind a HEAVY
arriving aircraft when operating on a runway with a displaced landing threshold:
departing aircraft behind arriving aircraft Separation minima

Light behind Medium aircraft 2 minutes
A separation minimum shall be applied between a MEDIUM or LIGHT arriving aircraft behind a HEAVY
departing aircraft when operating on a runway with a displaced landing threshold:
arriving aircraft behind departing aircraft Separation minima
Opposite direction
Sometimes due to local regulations and geographical constraints the runway must be used in an opposite-
direction runway take-off.

A separation minimum of 2 minutes shall be applied between a LIGHT or MEDIUM aircraft and a
HEAVY aircraft and between a LIGHT aircraft and a MEDIUM aircraft when the heavier is making a low
or missed approach and the lighter aircraft is:
 Utilizing an opposite direction runway for take-off
 Landing on the same runway in the opposite direction
Landing on the same runway in the opposite direction

8.3.14.8.2. RADAR SEPARATION

The following distance-based wake turbulence separation minima shall be applied to aircraft being
provided with an ATS radar surveillance system in the approach and departure phases of flight:
Succeeding Aircraft behind preceding aircraft Separation minima
Heavy behind Heavy 4 NM
Medium behind Heavy 5 NM
Light behind Heavy 6 NM
Light behind Medium 5 NM
Heavy behind A380 6 NM
Medium behind A380 7 NM
Light behind A380 8 NM
These separation minima shall be applied when:
 An aircraft is operating directly behind another aircraft at the same altitude or less than 1000ft
(300m).
 Both aircraft are using the same runway.
 Both aircraft are using parallel runways separated by less than 760m (2500ft).
 An aircraft crossing behind another aircraft, at the same altitude or less than 1000ft (300m).
Only air traffic control positions who can give air traffic control services using radar can define these
minima. These minima are not applied for a tower controller for taking-off separation.
8.3.14.9. RECAT (WAKE TURBULENCE RE-CATEGORIZATION).
8.3.14.9.1. DEFINITION
Wake Turbulence Re-categorisation, or Wake RECAT (EASA = RECAT-EU), is the safe decrease in
separation standards between certain aircraft.
It is a new categorisation of aircraft for the traditional ICAO, whose aim is to safely increase arrival and/or
departure capacity at airports by redefining wake turbulence categories and their associated separation
minimum.

8.3.14.9.2. RE-CATEGORISATION
After years of extensive, collaborative research between EUROCONTROL, the FAA, their research
facilities and the aviation industry, the experts concluded that the required separation between certain
aircraft could be safely decreased.
Research had proven that, in addition to weight, other aircraft characteristics – such as speed and
wingspan – also affect the strength of the wake generated as well as the following aircraft’s reaction to
that wake.

Using that information, aircraft were re-assigned to one of six new categories (A through F) which were

derived by redefining the transition weight between the old categories, adding a Super category and
splitting each of the Medium and Heavy categories into two new ones.
The resulting categorisation is as follows:
 CAT A - "Super Heavy"

 CAT B - "Upper Heavy"
 CAT C - "Lower Heavy"
 CAT D - "Upper Medium"
 CAT E - "Lower Medium"
 CAT F - "Light"
All aircraft types certificated prior to 01 January 2013 (as per ICAO designator) have been assigned to
one of the new categories, with examples provided in the table below:
‘SUPER ’UPPER ‘LOWER ‘UPPER ‘LOWER

‘LIGHT’
HEAVY’ HEAVY’ HEAVY’ MEDIUM’ MEDIUM’
‘CAT-A’ ‘CAT-B’ ‘CAT-C’ ‘CAT-D’ ‘CAT-E’ ‘CAT-F’
A388 A332 A306 A318 AT43 FA10

A124 A333 A30B A319 AT45 FA20
(…) A343 A310 A320 AT72 D328
A345 B703 A321 B712 E120
A346 B752 AN12 B732 BE40
A359 B753 B736 B733 BE45
B744 B762 B737 B734 H25B
B748 B763 B738 B735 JS32
B772 B764 B739 CL60 JS41
B773 B783 C130 CRJ1 LJ35
B77L C135 IL18 CRJ2 LJ60

‘SUPER ’UPPER ‘LOWER ‘UPPER ‘LOWER

‘LIGHT’
HEAVY’ HEAVY’ HEAVY’ MEDIUM’ MEDIUM’
‘CAT-A’ ‘CAT-B’ ‘CAT-C’ ‘CAT-D’ ‘CAT-E’ ‘CAT-F’
B77W DC10 MD81 CRJ7 SF34

B788 DC85 MD82 CRJ9 P180

B789 IL76 MD83 DH8D C650

IL96 MD11 MD87 E135 C525
(…) TU22 MD88 E145 C180
TU95 MD90 E170 C152
(…) T204 E175 (…)
TU16 E190
(…) E195
F70
F100
GLF4
RJ85
RJ1H
(…)
8.3.14.9.3. SEPARATION CRITERIA

Under standard ICAO criteria, wake turbulence separation, for arrival or departure, can be charted as
follows:
Preceding Aircraft Following Aircraft Minimum Separation

HEAVY HEAVY 4.0 NM
HEAVY MEDIUM 5.0 NM
HEAVY LIGHT 6.0 NM
MEDIUM LIGHT 5.0 NM
Note:
1) Special separation standards of 6NM, 7NM and 8NM for a Heavy, Medium and Light
respectively following a Airbus A380 also apply.
2) In some regions, there are also special standards for aircraft following a Boeing 757.

Under the RECAT programme, the required separation is as depicted in the following table.
Leader/Follower CAT A CAT B CAT C CAT D CAT E CAT F
Super heavy CAT A 3 NM 4 NM 5 NM 5 NM 6 NM 8 NM
Upper Heavy CAT B 3 NM 4 NM 4 NM 5 NM 7 NM

Lower Heavy CAT C 3 NM 3 NM 4 NM 6 NM

Upper Medium CAT D 5 NM
Lower Medium CAT E 4 NM
Light CAT F 3 NM
An Empty Field Indicates Minimum Radar Separation*.
 *as prescribed by ICAO as minimum radar separation (MRS) being 3NM (or 2.5NM under given
conditions described in Doc 4444), or;
 as prescribed by the appropriate ATS authority.
For time based separation on departure, the following values, in seconds, apply.
Leader/Follower CAT A CAT B CAT C CAT D CAT E CAT F
Super heavy CAT A 100s 120s 140s 160s 180s
Upper Heavy CAT B 100s 120s 140s
Lower Heavy CAT C 80s 100s 120s
Upper Medium CAT D 120s
Lower Medium CAT E 100s
Light CAT F 80s
Benefits
Immediate benefits, in terms of runway capacity and operational efficiencies, will result from
implementation of RECAT protocols. These benefits include:
 Peak period runway throughput can increase by 5% or more depending on airport traffic mix.
 For an equivalent volume of traffic, RECAT spacing results in a reduction of the overall flight
time for each affected aircraft reducing fuel burn, emissions and operating costs.
 Due to more efficient departure and arrival spacing, RECAT allows a more rapid recovery from
adverse conditions or a runway change.
 In airspace trending towards saturation, such is the case in Europe, the projected fleet
renewal is trending towards a greater percentage of larger aircraft. Under RECAT, this
evolution will actually further enhance runway capacity.

Implementation
The first implementation of RECAT separation standards occurred in the United States at Memphis ,
Tennessee in November 2012. FedEx, the major carrier at Memphis, has reported substantial
efficiencies and savings due to the RECAT programme. The bulk of the FedEx fleet serving Memphis is
made up of CAT-C (old ICAO "heavy") aircraft. The new separation standards result in reducing the old
4 mile requirement to Minimum Radar Separation of 2.5 to 3 miles and save the Company both time
and fuel. The FAA has reported an airfield capacity increase of as much as 15 percent at peak hours
and FedEx has demonstrated an average sector time reduction of about 5 minutes and a fuel savings
approaching $1.8 million per month. Since 2012, RECAT procedures have been also introduced at

several other major US airports including Louisville International Airport, Cincinnati North

Kentucky, Atlanta/Hartsfield-Jackson International, Houston Intercontinental and most of the New York
City area airports.
The first European implementation of the RECAT separation standards is scheduled for Paris/Charles
de Gaulle Airport at the end of 2015.
Does it require deployment of new technologies (e.g., tools)?
No. RECAT will mean a minimum system update, as it only requires updating local flight plan in the strip,
adaptations to the Approach and Tower traffic surveillance display with new wake turbulence category
designations, and publications of new applicable minima.
ATCO will need to be trained to work with the six categories, and this can be conducted by use of ATC
simulations.
Flight Crew must be made aware and briefed on the local change. Regarding phraseology for ATC call,
no change is needed since ICAO “HEAVY” types remain “HEAVY” in RECAT.
On this basis, the cost of RECAT deployment is therefore considered to be moderate, limited to local
flight data processing system changes associated with the new wake vortex categories and controller
training. Some resources may also have to be dedicated to awareness of flight crews.

Crew Members At
OPERATIONS MANUAL VOL. A Stations
8.3.15. CREW MEMBERS AT STATIONS
8.3.15.1. FLIGHT CREW MEMBERS
During takeoff and landing, each required flight crewmember required to be on duty in the flight crew
compartment must be at the assigned station.
During all other phases of flight each flight crew member required to be on duty in the flight crew
compartment must remain at the assigned station, unless absence is necessary for the performance of

duties in connection with the operation or for physiological needs (1) provided at least one (1) suitably
qualified pilot remains at the controls of the aircraft at all times and in two pilot operations the presence

of 1 FA(2) in the flight compartment is required before one of the pilot leaves his seats until he returns to
his seats (3).
NOTE: (1) pilots are not allowed to use aft toilets unless forward toilets are unserviceable.
NOTE: (2) the FA must be briefed on her/his duty of opening/closing of cockpit door and also to be
briefed as jump seat occupant (para. §8.3.18.6).
NOTE: (3) the FA is not allowed to seat on the pilot seat.
When one flight crew member is absent, cross monitoring of flight and system panels by the remaining
crewmember(s), and the maintenance of situational awareness becomes even more essential. If
because of the absence of a flight crewmember, only one pilot occupies his seat, he must wear headset,
get his harness fastened, and maintain unobstructed access to the flight controls at all times and be in
a position to take over manually without delay.
With two pilots at their station, only one pilot is permitted to have a small size food tray on his lap or
sliding table (A320). Where applicable (depending on the aircraft type), his seat may have to be slightly
adjusted aft to permit full movement of the control column.
Flight crewmember shall use a boom or throat microphone to communicate with another flight
crewmember and air traffic service below the transition level or altitude. (CASR 91.105 c).
8.3.15.2. FLIGHT ATTENDANTS

During critical phases of flight, each flight attendant must be seated at the assigned station with safety
belts and shoulder harnesses fastened except during taxi to perform duties related to the safety of the
airplane and its occupants.

Use of Safety Belts
OPERATIONS MANUAL VOL. A For Crew and
Passengers
8.3.16. USE OF SAFETY BELTS FOR CREW AND PASSENGERS
8.3.16.1. FLIGHT CREW MEMBERS
All aircrafts are equipped with seats fitted with a safety/shoulder harness for each flight crew member.
Shoulder harness AND seat belts MUST BE WORN by the flight crew during critical phase of flight or
during taxi, take-off and landing below 10,000 ft. AAL and during periods of turbulence or anticipated
turbulent conditions.

Flight crew must keep seat belt FASTENED at any time while the aircraft is in flight.

8.3.16.2. FLIGHT ATTENDANTS
FA must be strapped to their seat during take-off and landing, but need not have their seat belts fastened
during all period the “SEAT BELT SIGN" is ON.
In any circumstances during flight that the flight crew considers that the FA should stop serving and be
seated, the flight crew must set SEAT BELT SIGN ON and announce, “FA BE SEATED”. The absence
of the announcement means that the FA should ask the flight crew by using interphone and may continue
serving with caution.
8.3.16.3. PASSENGERS
During aircraft surface movement, take-off and landing all passengers and extra crewmembers must be
seated with their seatbelts fastened and all seatbacks must be in the upright position. Children under
the age of two (2) may be held on the lap of an adult. The seatbelt must be fastened around the adult,
and the adult should hold the child around the waist. The pilot of the aircraft may not push back from the
gate, take-off or land until all passengers are seated with their seatbelts fastened.
At any time during the cruise the PIC may elect to switch the Fasten Seat Belt sign ON, having given
due consideration to the weather and flying conditions. During flight, whenever the seatbelt sign is turned
on for any reason other than passing transition altitude, an accompanying PA must be made advising
the customers of the reason for the selection, and to fasten their seatbelts. Whenever the Fasten
Seatbelt Sign is ON, all passengers and extra crew must fasten their seat belts. Flight attendants must
ensure all passengers comply with the Seat Belt Sign ON consign.
Passengers who wish to use the lavatory while the Fasten Seatbelt Sign is illuminated must be advised
that it is unsafe to move about the cabin and that they may do so at their own risk.

Admission To Flight
OPERATIONS MANUAL VOL. A Deck
8.3.17. ADMISSION TO FLIGHT DECK
The Pilot in Command must not permit a person to enter the pilot compartment unless such person has
identified himself/herself as one of the following:
• A crewmember assigned to that flight;
• A DGCA inspector or an authorized representative of the DGCA, who is performing official
duties;
• An employee of the Indonesian government, a certificate holder, or an aeronautical enterprise

who has the permission of the PIC and whose duty are such that admission to the flight deck is
necessary or advantageous for safe operations;

• Any person who has the permission of the PIC and is specifically authorized in writing by the
Director of Operations and by the DGCA.
Unless a seat is available for his use in the passenger compartment, no person may be admitted to the
pilot compartment during flight except:
• A DGCA inspector or an authorized representative of the DGCA who is checking or observing
flight operations;
• An Air Traffic Controller who is authorized in writing by the DGCA to observe ATC procedures;
• A non-active Company crewmember;
• A certificate airman employed by another Airline Company whose duties with that carrier require
an airman certificate and who is authorized by Company to make specific trips over a route;
• A Company employee whose duty is directly related to the conduct or planning of flight
operations or the in-flight monitoring of aircraft equipment or operating procedures, if his
presence on the flight deck is necessary to perform his duties and he has been authorized in
writing by President Director or his delegates;
• A technical representative of the manufacturer of the aircraft or its components whose duties
are directly related to the in-flight monitoring of aircraft equipment or operating procedures, if
his presence on the flight deck is necessary to perform his duty, and he has been authorized in
writing by the DGCA or his delegates and by President Director or his delegates.
The Pilot in Command must admit a flying operation inspector to the pilot compartment at any time for
the purpose of performing his official duty unless the PIC is of the opinion that the inspector’s admission
at that time would endanger the safety of the aircraft. Whenever the PIC has refused to permit an
inspector to enter the pilot compartment, the PIC must, if so required by the inspector, furnish a report
in writing to the DGCA and Chief Pilot/Fleet Chief Pilot setting forth the reasons for his refusal.
8.3.17.1. LOCKING OF COCKPIT DOOR

It is required to have the possibility of locking the cockpit doors on Company’s aircraft carrying
passengers. To comply with this requirement all BATIK AIR aircraft are fitted with lockable flight deck
doors that comply with ICAO standards and are designed to resist penetration by small fire arms and
grenade shrapnel.
Before first flight of the day, and after aircraft has been left unattended by a flight crew for any period of
time, an operational check of the flight deck access system must be accomplished.
During passenger boarding, the cockpit door must remain closed and locked.
The PIC must ensure that the cockpit door is closed and locked during flight, except at any time that it
is necessary to provide access to the cockpit or cabin area, to a crewmember in the performance of his
duties or for a person authorized admission to the cockpit.
In this context, ‘during flight’ is defined as from the time that all external doors are closed following
embarkation until any such door is opened for disembarkation.
This measure is to ensure that the cockpit cannot be entered by an unauthorized person between the
time the external doors are closed and when they are opened on arrival.
Refer to respective aircraft type FCOM for detailed information relative to door operation.

Admission To Flight
8.3.17.1.1. COCKPIT DEADBOLT POLICY
Note:
1. Applicable when cockpit door locking system (CDLS) is inoperative.
2. Deadbolt is installed on the cockpit door latch.
3. Refer to respective aircraft type FCOM
If the CDLS becomes inoperative the deadbolt maybe used to lock/unlock the cockpit door during flight
as per the procedure below:

a) Notify Flight Attendant 1 that the CDLS is inoperative and a flight attendant is to be assigned to

assist in performing the following procedures unless any of the exceptions in paragraph g) is
applicable.
b) The PIC must ensure that the assigned flight attendant is briefed on the relevant safety procedures
and action to be taken in the event of an emergency, and to note in particular the oxygen mask
and regulator, emergency escape devices, the cockpit door control and the deadbolt operation.
c) Just before takeoff until the seatbelt sign is switched off, the assigned flight attendant shall be in
the flight deck to lock the door using the deadbolt and provide assistance in the event of pilot
incapacitation during takeoff.
d) For the remainder of the flight, the PIC shall ensure that the cockpit door remains closed and locked
using the deadbolt. Whenever there is a need for one of the two pilots to leave the flight deck, the
PIC shall require the presence of the assigned flight attendant in the flight deck to lock the door
using the deadbolt and to allow the pilot entry into the flight deck.
e) When the seat belt signs comes on during approach, the assigned flight attendant shall proceed to
the flight deck to lock the door using the deadbolt and provide assistance in the event of pilot
incapacitation during landing. He will remain in the flight deck until the aircraft has parked and the
seat belt signs are switched off.
f) Exceptions:
The requirement for the flight attendant to be in the flight deck during takeoff and landing is waived
when:
i. There are more than 2 pilots rostered for the flight, one of these additional pilots required to
be in the flight deck for takeoff and landing.
ii. There is an off-duty crewmember occupying the observer seat. That crewmember is now
required to fulfil the role of the assigned flight attendant.
iii. An off-duty crewmember whose request to occupy the jump seat has been approved, but is
later allocated a passenger seat is on board. He is required to occupy the jump seat for takeoff
and landing to fulfil the role of the assigned flight attendant.
iv. Any authorized person occupying the jump seat will be asked to fulfil the role of the assigned
flight attendant.
v. In the situation where the minimum flight attendant complement is carried. The PIC must
ensure the cockpit door is locked using the deadbolt during takeoff and landing.
8.3.17.2. ACCESS TO FLIGHT DECK FOR FLIGHT ATTENDANTS
Pilot in Command must brief Flight Attendants of security procedure (including discreet notification or
“Code Word”) related to flight deck entry during the pre-flight briefing. The briefing must include but not
limited to the following:
Flight attendants
• On airplanes equipped with CCTV:
 Checking that the area around the cockpit door is sterile;
 Pressing the door code or request access via the interphone;
 Waiting for the pilots to open the door;

Admission To Flight
 Entering the cockpit and close the door once inside.

• On airplanes not equipped with CCTV:
 Checking that the area around the cockpit door is sterile;
 Calling the cockpit on the intercom;
 Identifying himself/herself;
 Passing the message requesting entry to the cockpit, if needed;
 Pressing the door code;

 Waiting for the pilots to open the door;
 Entering the cockpit and close the door behind you.

Flight Crew
On receiving a request for flight deck access:
• On airplanes equipped with CCTV:
 Confirming that the person requesting the access is an authorized person;
 Waiting for the correct code to be entered on the numeric keypad and the appropriate chime;
 Utilizing the cockpit door camera or door viewer to identify persons requesting entry and to
detect suspicious behavior or potential threat;
 Unlocking the flight deck door;
 Ensuring that the door remains locked during the flight deck visit;
 Once the visitor has left the flight deck immediately confirm that the door is closed and
locked.
• On airplanes not equipped with CCTV:
 Utilize the cockpit door viewer to identify persons requesting entry and to detect suspicious
behavior or potential threat;
 If unable to utilize the cockpit door viewer, inform the cabin crew member requesting entry
to establish that the area is clear and there is no suspicious behavior or potential threat.
8.3.17.3. EXIT FROM FLIGHT DECK

a. Contact cabin crew and inform them of intention to exit the cockpit;
b. PIC will brief the FA and FA will seat on jump seat of the flight deck
c. PIC will inform the FA on front door to close the FWD curtain (if available) and make
sure no passenger standing on the front galley area or 1L/1R doors area
d. Ascertain that the area outside the cockpit is clear by use of CCTV or door viewer
e. Exit cockpit and ensure door is closed and locked
f. To return to the flight deck, the pilot will contact the active pilot in the flight deck
informing that he will return back to the flight deck through inter-phone
g. After the pilot return the flight deck normal flight operation resume
h. The pilot that remain on the flight deck during the absence of other pilot is mandatory
to wear a head set.
i. When three pilot seated on the flight deck the present of the FA to accompany the pilot
will not be required, the other procedure listed above is mandatory.
8.3.17.4. MANIPULATION OF CONTROLS

Except under the specific provisions of OM Part A, Chapter 4.4.1 “SUCCESSION OF COMMAND”, in
case of pilot incapacitation, only flight crew members (pilot) assigned to the flight or, with PIC permission,
an authorized DGCA pilot safety representative qualified in the aircraft and checking flight operations,
may manipulate the controls of the aircraft.

Admission To Flight
8.3.17.5. JUMP SEAT POLICY
On aircraft so equipped, any other flight crew members or authorized person such as supernumerary
occupying jump seat must keep their safety harness fastened during takeoff, landing and critical phase
of flight.
In this case, the PIC must brief all individuals on:
• The need to strictly observe sterile cockpit procedures (refer to paragraph §8.3.1.4 of this
chapter);

• The requirement to wear the required harness / seat belt at all times and how to quick release

them, and the requirement to wear shoulder harness during taxi, take-off, approach, and landing
and at any other time requested by the PIC;
• The requirement not to touch controls, switches, instruments or circuit breakers;
• The use of communications equipment (e.g. headset, intercom);
• Normal and emergency flight deck entry and exit procedures;
• Location of the nearest emergency exit and how to operate it;
• Location of the life vest and oxygen supply and how to use them;
• The quick stowage of the jump seat.

Use of Vacant
OPERATIONS MANUAL VOL. A Crew Seats In
Cabin
8.3.18. USE OF VACANT CREW SEATS IN CABIN

The occupancy of a vacant crew seat in the cabin by a person who is not member of the operating crew
designated for this particular flight, but is a BATIK AIR flight crew or flight attendant, is permitted
provided:
• Any applicable aircraft type specific AFM / FCOM limitation is observed;
• The person has the authorization of the Pilot in Command;
• The Pilot in Command is satisfied that the person is properly briefed on safety procedures and
equipment and relevant operating procedures;

• The person is assessed as having enough strength and dexterity to operate and open

emergency exit, to exit expeditiously, and to assist others in getting off an escape slide (if any);
• The person is in possession of a valid passenger or staff ticket;
• Multiple seat occupancy is not permitted.
Where there are crew members, other than cabin crew members, who carry out their duties in the
passenger compartment of an aeroplane (e.g. flight crew resting on a seat in the passenger
compartment), it must be ensured that:
• They are not confused by the passengers with the cabin crew members;
• They do not occupy required flight attendants assigned stations;
• They do not impede the cabin crew members in their duties.

Incapacitation of
OPERATIONS MANUAL VOL. A Crew Members
8.3.19. INCAPACITATION OF CREW MEMBERS
8.3.19.1. GENERAL
Crew incapacitation is defined as any condition which affects the health of a crewmember during the
performance of duties which renders him or her incapable of performing the assigned duties.
Incapacitation may occur as a result of:
• The effects of Hypoxia (insufficient oxygen) associated with an absence of normal

pressurization system function at altitudes above 10.000 ft.;

• Smoke or fumes associated with an in-flight fire or with contamination of the air conditioning;
• Food poisoning;
• Being asleep;
• A medical condition such as heart attack, stroke or seizure or transient mental abnormality;
• A malicious or hostile act such as assault by unruly passenger, terrorist action or small arms
fire.
Incapacitation can manifest itself in a variety of ways ranging from obvious sudden death to subtle,
partial loss of function, not preceded by any warning. A partial incapacitation may be much more subtle
to detect than a total one.
8.3.19.2. RECOGNITION OF INCAPACITATION
Early recognition of incapacitation is essential:

• Routine monitoring and cross-checking of flight instruments, especially during critical phases of
flight;
• Flight crewmembers should be alert to subtle incapacitation:
 If a crewmember does not respond appropriately to two (2) verbal communications, or
 If a crewmember does not respond to a verbal communication associated with a significant
deviation from a standard flight profile;
• Other symptoms of the beginning of incapacitation are:
 Incoherent speech;
 Strange behavior;
 Irregular breathing;
 Pale fixed facial expression;
 Jerky motions which are either delayed or too rapid.

Incapacitation of
OPERATIONS MANUAL VOL. A Crew Members
8.3.19.3. ACTION TO BE TAKEN IN CASE OF PILOT INCAPACITATION
• The fit pilot must assume control and return the aircraft to a safe flight path, announce “ I HAVE
CONTROL” and engage the autopilot;
• Declare an “EMERGENCY”;
• Call the Flight Attendant via PA or Chime system;
• The fit pilot must take whatever steps are possible to ensure that the incapacitated pilot cannot
interfere with the handling of the aircraft. This may involve Flight Attendant to restrain the
incapacitated pilot;

• Inform ATC;
In case of PIC becomes incapacitated, resume Succession of command as stated in OM-A

Chapter 4.4
• Arrange medical assistance upon arrival;
• The fit pilot must land as soon as practicable considering all pertinent factors;
• After landing, seek immediate medical assistance;
• Complete an Air Safety Incident Report (ASIR) and other required form.
8.3.19.4. ACTION TO BE TAKEN IN CASE OF FLIGHT ATTENDANT INCAPACITATION
• Resume Succession of Command as mentioned in OM Part A, Chapter 4.4.

• Fit Flight Attendant or succeeded shall inform Flight crew through cabin-cockpit communication
protocol
• Have the incapacitated Flight Attendant seated with recline position and seek assistance from
other crewmember or passenger.
• Reassign Flight Attendant to ensure all exits are covered
• Flight Crew will arrange medical assistance upon arrival
• After landing, seek immediate medical assistance

Cabin Safety
OPERATIONS MANUAL VOL. A Policies &
Procedures
8.3.20. CABIN SAFETY POLICIES & PROCEDURES
 Whenever Flight Attendants observed any abnormality e.g. unusual noises, smells or any safety
related situations, the Captain must be informed. Refer to SEP Chapter 1.2.1
 The existence of ice, frost and snow on the wing surface can substantially affect the performance
of the aircraft. Longer takeoff rolls, or an inability to fly at all may be the result.
Before take-off, any FA who observes frost, ice or snow on the wings should alert the FA-1 to report
the observation to the Captain.
 Batik Air has a policy of providing safety announcement in any flight carrying passenger and/or

supernumeraries. The safety announcement will be provided by the flight crew, cabin crew or in-

flight entertainment system (IFE). The safety announcement must address safety related matters
including turbulence, abnormal and emergency situations.
8.3.20.1. CREWMEMBERS PRE-FLIGHT SAFETY BRIEFING

Refer to OM Part A, Chapter 8.1.1.4.
8.3.20.2. ONBOARD SMOKING AND ALCOHOL REGULATION
Smoking onboard (including electronic cigarette devices) is prohibited at all times. This applies to all
flight crew, flight attendants and passengers. This non-smoking regulation must be strictly enforced.
BATIK AIR does NOT board, serve or sell alcohol on its flights. No passenger may consume any alcohol
beverage aboard BATIK AIR flight. Alcohol consumption onboard Batik Air flight is against the Civil
Aviation Safety Regulations, thus against Batik Air's policy. Refer to SEP 1.1.14 ALCOHOL AND DRUG,
sub-chapter 1.1.14.2 Passenger Regulations.

DISEMBARKING
Refer to OM Part A, Chapter 8.2.1.4 “Fuelling with passengers onboard”
8.3.20.4. SAFETY PRECAUTIONS DURING TAXI, TAKE-OFF AND LANDING
FA-1 is responsible to make sure that the following items are secured before/during ground movement,
takeoff and landing:
• Remove any food, beverage, or tableware from any passenger seat;
• Secured each food and beverage tray, and seat back tray table in its stowed position;
• Secured each passenger serving cart or trolley in its stowed position.
8.3.20.5. PORTABLE ELECTRONIC DEVICE
Portable Electronic Devices (PED) may cause Electro Magnetic Interferences (EMI) with navigation or
communication systems of the aircraft on which they are used. Therefore BATIK AIR, prohibits or
restricts their use while onboard the aircraft.
The use of the following equipment and/or devices (which intentionally transmits radio waves) is
prohibited on board during any flight phase, both on ground and in flight:
• AM/FM radios;
• Portable telephones or transmitters, cellular phones;
• Calculators with printer;
• Personal/portable computers with printer;
• Radio controlled toys;
• Any equipment operating through an antenna;
• Any other electronic equipment not mentioned as acceptable;

Cabin Safety
Procedures
The use of the following equipment and/or devices (non-intentional transmitting devices) is prohibited
on board during taxi, take-off and landing phases:
• CD player;
• Portable tape recorders/players/ Walkman;
• Electric shavers;
• Pocket calculators (without printer);
• Personal computers (without printer);

• Electronic games;
• Photographic equipment.

The above restrictions apply to all passengers, flight crew and flight attendants.
The above mentioned prohibition and restriction do not apply to medical personal electronic devices like
heart pacemakers and hearing aids.
8.3.20.6. PASSENGER BRIEFING PROCEDURES
8.3.20.6.1. SAFETY INSTRUCTION CARDS
Safety Instruction Cards are meant to provide the passengers with knowledge of using the seat belt, the
life vest, passenger oxygen masks, emergency exits locations, evacuation slides, evacuation routes,
smoking restriction, etc.
During passenger briefing, Flight Attendant must show this card to the passenger while pointing to the
location of it. BATIK AIR provides safety information guide book for visually impaired in Braille both in
Bahasa Indonesia and English.
A Safety Instruction Card is placed in each passenger seat’s pocket. A sample Safety Instructions Card
for each type of aircraft operated by BATIK AIR is provided in OM Part A, Appendix 8.G.
8.3.20.6.2. STANDARD BRIEFING
The standard safety briefing consists of an oral briefing provided by a crewmember or by audio- visual
means in both official languages, which includes the following information as applicable to the aircraft,
equipment, and operations.
Before take-off
• When, where, why, and how carry-on baggage is required to be stowed;
• The fastening, unfastening, adjusting, and general use of safety belts or safety harnesses;
• When seat backs must be secured in the upright position and chair tables must be stowed;
• The location of emergency exits and for persons seated next to that exit, how that exit operates;
• The Floor Proximity Emergency Escape Path lighting system;
• The location, purpose of, and advisability of reading the Safety Instruction Card;
• The regulatory requirement of obey crew instructions regarding safety belts and no smoking or
Fasten Seat Belt signs and No Smoking signs and the location of these signs;
• The use of passenger operated portable electronic devices;
• The location and operation of the fixed passenger oxygen system, including the location and
presentation of the masks, the actions to be performed by the passenger in order to obtain the
mask, activate the flow of oxygen and correctly don and secure the mask. This includes a
demonstration of their location, method of donning including the use if elastic band, operation,
and instruction on the priority for persons assisting others. This part of the briefing may be
completed after takeoff but in all cases prior to reaching 25,000 feet.

Cabin Safety
Procedures
• The location and use of life preservers, including how to remove from stowage or packaging
and a demonstration of their location, method of donning and inflation, and when to inflate
preservers. This briefing must be completed before takeoff for flight proceeds directly over
water. However for the flight that does not proceed directly over water, the briefing may not be
completed before takeoff, but the entire briefing must be given before reaching the over water
part of the flight.
After takeoff

• That smoking is prohibited;
• The advisable of using safety belts or safety harnesses during flight;

In flight in case of turbulence
• When the use of seat belts is required;
• The requirement to stow carry-on baggage;
Prior to Landing
• The requirement to stow carry-on baggage;
• Correct seat back and chair table positioning;
• On flights scheduled for four hours or more, the location of emergency exits;
• The seat belt requirement.
Prior to Passenger Disembarkation
• The no smoking requirement;
• The safest direction and most hazards free route for passenger movement away from the
aircraft following disembarkations;
• Any dangers associated with the aircraft type such as Pitot tube locations, propellers, or engine
intakes;
• The safety message of the briefing may not be diluted by the inclusion of any service information
or advertising that would affect the integrity of the safety briefing.
8.3.20.6.3. INDIVIDUAL SAFETY BRIEFINGS

In some cases, and in addition to the standard safety briefing, an individual safety briefing may be
required for some categories of passengers. This individual briefing must include:
• Any information contained in the standard safety briefing and the safety instruction card that the
passenger would not be able to receive during the normal conduct of that standard safety
briefing; and
• Additional information applicable to the needs of that person as follows:
 The most appropriate brace position for that person in consideration of his condition, injury,
stature, and/or seat orientation and pitch;
 For a mobility restricted passenger who needs assistance in moving expeditiously to an exit
during an emergency:
• A determination of what assistance the person would require to get to an exit;
• The route to the most appropriate exit;
• The most appropriate time to begin moving to that exit; and
• A determination of the most appropriate manner of assisting the passenger;
 For a visually impaired person:
• Detailed information of and facilitating a tactile familiarization with the equipment that
he may be required to use;
• Advising the person where to stow his cane if applicable;
• The number of seats rows between his seat and his closest exit and alternate exit;
• An explanation of the features of the exits; and

Cabin Safety
Procedures
• If requested, a tactile familiarization of the exit;

 For a comprehension restricted person:
• While using the safety instruction card, pointing out the emergency exits and alternate
exits to use, and any equipment that he may be required to use;
 For person with a hearing impairment:
• While using the safety instruction card, pointing out the emergency exits and alternate
exits to use, and any equipment that he may be required to use;
• Communicating detail information by pointing, face-to-face communication permitting

speech reading, pen and paper, through an interpreter or through their attendant.

 For a passenger who is responsible for another person onboard, information pertinent to the
needs of the other person as applicable:
• In the case of an infant:
 Seat belt instructions;
 Method of holding infant for takeoff and landing;
 Instructions pertaining to the use of a child restraint system;
 Oxygen mask donning instruction;
 Recommended brace position; and
 Location and use of life preservers, as required.
• In the case of any other person:
 Oxygen mask donning instructions;
 Instructions pertaining to the use of a child restraint system; and
 Evacuation responsibilities
 For an unaccompanied minor, instructions to pay close attention to the standard safety
briefing and to follow all instructions.
A passenger that has been provided with an individual safety briefing need not be re-briefed following a
change in crew if the Crewmember that provided the individual safety briefing has advised a member of
the new crew of the contents of that briefing including any information respecting the special needs of
those passengers. A passenger may decline an individual safety briefing.
A Briefing guide for FA card is available onboard for use by flight attendants. Refer to OM Part - Appendix
8.I.

Irregularities,
Abnormal, and
OPERATIONS MANUAL VOL. A Emergency
Procedures
8.3.21. IRREGULARITIES, ABNORMAL AND EMERGENCY PROCEDURES
This section provides policies and guidance relative to the handling of emergency and abnormal
situations in-flight. Content of this section must be used in conjunction with respective aircraft type
related procedures contained in FCOM/QRH and in SEP manual.
8.3.21.1. DIVERSION

8.3.21.1.1. GENERAL
A diversion is a flight to any airport that is not the destination originally designated in the flight plan or
dispatch release. The airport to which such a flight is diverted is the diversion airport. Each employee
involved in a diversion, must be concerned with providing our customers the best service possible under
the circumstances.
8.3.21.1.2. DIVERSION FUEL POLICY

Fuel quantity aboard must be determined conservatively. The lowest of the calculated fuel versus
indicated fuel quantities must be taken into account. Refer to paragraph §8.3.10 of this Chapter “In-
Flight Fuel Management”.
8.3.21.1.3. COORDINATION REQUIREMENT

Communication between PIC and OCC/Station Manager are the best means of coordinating the aircraft
in-flight and the requirements regarding disposition of the passengers, crew and aircraft after the flight
arrives at the diversion airport. At remote station where such communications may be difficult, the PIC
must assume an active role in coordinating these requirements.
Early recognition of a diversion potential is important in dealing with a diversion. The diversion airport is
alerted to ensure adequate ground personnel and facilities to handle the diversion. OCC must be
advised when the flight diverts, and concurrence must be assumed unless he indicates otherwise.
8.3.21.1.4. DIVERSION AIRPORT

The diversion airport should be selected based on the remaining fuel range of the diverting aircraft,
airport facilities and weather conditions, passenger service capabilities, crew and aircraft scheduling
requirements. If the diversion is the result of an aircraft malfunction or an incident, safety factors may
limit the above considerations. The airport selected as the diversion airport could be an airport not
designated as an alternate on the Operational Flight Plan.
8.3.21.1.5. FLIGHT PLAN AND ATC CLEARANCE

Before aircraft diverts, a flight plan must be filed to the diversion airport and an ATC clearance issued.
The following flight plan information may be required and should be at hand when requesting the
clearance:
• Diversion airport;
• Route of flight;
• Altitude;
• Estimated time en-route;
• Endurance (hours and minutes).

Irregularities,
Abnormal, and
Procedures
8.3.21.1.6. NOTIFYING FA AND PASSENGERS
The SFA/FA-1 should be advised of a diversion potential early enough to plan for cabin service and
passenger accommodation. Make passengers generally aware of the factors affecting the flight plan,
but prevent unnecessary apprehension by omitting specific reference to a diversion until it is likely to
occur. After diversion has been indicated, the SFA/FA-1 should be advised of the diversion airport and
ETA and should determine the ultimate destination of all passengers.

This information should be recorded on the seat chart and turned over to the Station Manager or other
appropriate Company official after landing to facilitate re-accommodation if the flight is cancelled after

landing. The passengers should be advised promptly of a diversion and the reason for it. They also
should be assured that every effort is being made to minimize their inconvenience.
8.3.21.1.7. CREW AND AIRCRAFT SCHEDULE
When a diversion is likely, the OCC should be advised of the aircraft's maintenance status for aircraft
scheduling. The PIC should also forward his recommendation for scheduling the departure from the
diversion airport.
8.3.21.2. COMMUNICATION FAILURE
Communication-failure procedures as defined in ICAO SARPs, as well as national differences that may
apply are to be found in Jeppesen Airway Manual Text Supplement. Refer to OM Part A, Chapter 12.2.6
“Communication procedures”.
Following procedures to set transponder code 7600 (Loss of Communication Failure) and if existence
to stay in RVSM is a concern, refer to follow procedure contingency in OM A Chapter 8.3.8.2.
8.3.21.3. ELECTRICAL FAILURE
8.3.21.3.1. INDICATIONS OF ELECTRICAL FAILURE
The indications of an electrical failure usually consist of smoke, smell of fire, smoldering insulation
material or fire. The VOLT and AMMETERS also give indications of malfunctioning of electrical
equipment.
A Circuit Breaker is an automatically operated electrical switch designed to protect an electrical circuit
from damage by overload or short circuit.
Proper pull and reset of circuit’s breaker technique shall follow respective guidance from FCOM/QRH.
Note: to reset CB crew must allow the CB to remain in the popped/tripped position for at least 2 (two)
minutes to cool before resetting.
8.3.21.3.2. ACTIONS TO BE TAKEN IN CASE OF ELECTRICAL FAILURE
The following actions should be taken in case of electrical failure:

• Generators and battery switches must immediately be switched off and emergency power
switched on (for detailed, procedure refer to respective aircraft type FCOM/QRH);
• If the failure is accompanied by smoke or fire, the oxygen system must be put to readiness and
if necessary put on the oxygen masks and goggle;
• The SIC must immediately put on the oxygen mask, then crewmembers must do the same if
smoke or fire makes the use of the masks mandatory;
• Never use water to extinguish electrical fires;

Irregularities,
Abnormal, and
Procedures
• If CO2 is used, oxygen masks must be used by all active crewmembers;

• When the electrical power is "off", the circuit breakers must be checked to see if they show
where the short circuit has occurred;
• All the circuit breakers must be pulled and thereafter the generator switches are switched on
again one by one;
• After that the circuit breakers must be switched on again one by one, starting with the most
important circuits and when doing that a careful watch must be kept to see if the short circuit

becomes evident;
• If the trouble spot cannot be traced, heavy consumers of electricity must remain switched off.

NOTE: electrical fires are often accompanied by irritating smoke. Smoke removal procedures may have
to be carried out before further action can be taken. (Refer to respective aircraft type FCOM).
8.3.21.4. PRESSURIZATION FAILURE
A structural failure, particularly at high altitude, may be very dangerous. A sudden loss of pressure may
cause a dense mist in the fuselage that will soon dissipate. Flight crew must don the oxygen masks and
descent must be made. When the aircraft has leveled off, the PIC will announce by PA “FLIGHT
ATTENDANTS, MASK OFF” to notify the passengers that oxygen no longer required.
It must be remembered that a fast descent causes extra stress on the fuselage. The rate of descent and
the speed must therefore be considered carefully with a view to the damage of the fuselage structure.
Bear in mind:
• If the pressurization failure at high altitude is caused by a failure of the pressurization system, a
descent must be made to a lower altitude and the temporary use of oxygen may be required;
• If the pressurization failure is caused by a severe leak of a door or another exit, the cabin must
be depressurized immediately and, if necessary, in view of the flight altitude, an emergency
descent is made;
• Exits that open inward do not cause a problem;
• Exits opening outward constitute a danger if not fully closed and locked. Therefore if an exit of
that type appears to be the offender, stay away, and if necessary, replace passengers sitting in
the vicinity.
8.3.21.5. FIRE AND SMOKE
8.3.21.5.1. CAUSE OF FIRE AND SMOKES
Fire and smoke can be caused by short circuits in the electrical system, by overheating of electrical
motors, by open fire and in the cargo. Therefore, fires can be expected in almost any part of the aircraft.
The most probable cause of electrical fire is the radio equipment.
8.3.21.5.2. ACTIONS TO BE TAKEN IN CASE OF FIRE
The following actions have to be taken in case of fire:

• Small fires in the cockpit or in the cabin caused by e.g. cigarettes or matches can generally be
extinguished with the water fire extinguisher (if available) or with a wet blanket. Remember:
never use water to extinguish a fire of or near an electrical system;
• Larger fires must be extinguished with the CO2 fire extinguishers in combination with a blanket,
if possible;
• The pressurization and air-conditioning system cause a continuous fresh supply of oxygen the
cabin must therefore be depressurized in case of a large fire;
• This may make an emergency descent necessary and the use of oxygen for the crewmembers;

Irregularities,
Abnormal, and
Procedures
• In case of the large fire, the oxygen system shall be put to readiness as not only the thin air at
high altitudes makes the use of oxygen necessary, but also the smoke or vapor from the fire
and the fact that the CO2 used for the extinguishing of the fire is toxic;
• Most holds and compartments where a fire may break out have been fitted with a fire detection
and extinguishing system;
• It is important to remember that cargo compartments must be kept closed when on fire. There
is a double reason for that. In the first place, the CO2 will be more effective and in the second
place, opening the compartment would give a fresh supply of oxygen to the fire.

The smoke generated by a fire will greatly assist in smothering the fire. For that reason some cargo

compartment having a very little supply of fresh air have not been fitted with a fire extinguishing system.
It will be clear that in flight these compartments must be kept closed when a fire has broken out in them.
8.3.21.5.3. SMOKES AND VAPOR REMOVAL
Fire, fuel, the hydraulic system or the superchargers may generate smoke and vapor in the fuselage.
The following actions must be taken:
• The flight crew must use oxygen and the fuselage must be depressurized;
• After depressurization smoke, removal procedures according to the respective aircraft type
FCOM/QRH must be carried out;
• If necessary, an emergency descent must be carried out. It should be remembered that the
smoke removal procedure is very effective, but also causes a large supply of fresh air. The
procedure must therefore not be carried out if there is any doubt whether the fire is fully
extinguished. If the smoke or vapor is confined to the cockpit, ventilation of the cockpit only may
prefer.
8.3.21.6. ENGINE INOPERATIVE
Following an engine failure or whenever an engine is stopped to prevent possible damage, the PIC must
land the airplane at the nearest suitable airport, in point of time, at which a safe landing can be
performed. The PIC must report each stoppage of engine rotation in flight to ATC as soon as practicable
and must keep ATC continuously informed of the progress of the flight.
If the PIC lands at an airport other than the nearest suitable airport, the Voyage Report must state his
reasons for determining that his selection of an airport, other than the nearest airport, was as safe a
course of action as landing at the nearest suitable airport. The Operations Director must then transmit
a copy of the Voyage Report with his comments within 10 days after the pilot returns to home base, to
the DGCA.
8.3.21.7. ENGINE FIRE
8.3.21.7.1. ENGINE FIRE ON GROUND
All pilots must be familiar with the recommended fire drill for each aircraft type. The following duties will
be assigned to the PIC and the SIC in such an event.
PIC action:
• Position the aircraft to keep fire away from passenger exits as much as possible. This action
must be simultaneous with fighting the fire, then set the parking brake;
• Carry out fire drill as set forth in the respective aircraft type FCOM/QRH;
• Direct other crewmembers in their duties;

Irregularities,
Abnormal, and
Procedures
• Direct and assist in evacuation (if evacuation is required) of passengers from the aircraft as
quickly as possible.
SIC action:
• Notify the control tower of the fire by radio;
• Stand by to assist the PIC in stopping engines as directed;
• Prepare all hand fire extinguishers for use;
• Assist the PIC in any other way required;

• Assist in the evacuation (if evacuation is required) of passengers from the aircraft.

8.3.21.7.2. AIRCRAFT FIRE WARNING
When a fire warning is experienced in flight, even though it may be suspected to be due to a fault in the
fire detection system, the following procedures must apply:
• Emergency fire procedures as outlined in respective aircraft type FCOM/QRH;
• The aircraft must be landed at the nearest suitable airport and may not be returned for service
until the system has been rectified.
8.3.21.8. LANDING GEAR FIRE
Overheating of the brake units may be caused by severe use of brakes. However, lightly dragging brakes
during a lengthily taxi operation can cause an overheating just as serious. When a warning of a smoking
brake is received after landing or while taxiing, it is not always possible to determine if a fire is present.
To prevent an outbreak of flames and extinguish small fires, it has to be remembered that proper air-
cooling procedures will probably avoid serious trouble and damage to the aircraft.
Maneuver the aircraft off the runway in use and stop aircraft primarily with reverse thrust/power (if
applicable), using brakes as little as possible. Passengers may be disembarked by using exits on the
side opposite to the fire.
CO2, water or foam shall never be used as a fire extinguisher as it causes a sudden cooling of the wheel
assembly that is likely to be followed by a violent explosion is caused by the sudden failure of the cast
magnesium wheel under stress of the inflated tire. The sudden cooling develops high local stresses.
These stresses superimposed on the normal wheel loads result in a sudden almost explosive rupture.
Excess heat conducted from the brake to the wheel heats the tire. The air pressure in the tire will
increase because of the heat. This increase alone is not enough to cause a sound tire to fail. However,
the heat also causes the tire to deteriorate and this is connection with the increase of tire pressure can
cause a blowout even after a rather long time (up to 20 minutes).
When combating a gear fire, remember:
• Tires and wheel may explode;
• The hazard of flying metal is greatest in-line with the axle;
• Do not approach nearer than necessary; approach in front or behind the wheel; never from the
side;
• Use dry powder chemical extinguishers to avoid the possibility of triggering a wheel explosion;
• Try to attain a position up-wind of the fire. This will increase the range of the extinguisher and
decrease the smoke nuisance.

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8.3.21.9. UNLOCKED LANDING GEAR

In case a landing must be made with no definite indication as to whether the gear is locked, the following
precautions shall be observed:
• The PIC must decide to what extent the emergency procedures shall be executed;
• When it is feared, that one or more wheels are not fully down and locked, the tower may be
requested to give permission to make a low fly past for a visual check by the tower operators;
• It is not allowed to make a touch and go landing to check whether the wheels are down and

locked;

• After landing, no reverse must be used and the brakes must be used cautiously and sparingly;
• To keep the hydraulic pressure as high as possible, the flaps must be left down after landing,
and the aircraft has come to a stop until gear pins have been inserted.
• The Ground Engineer shall attempt to insert the gear pins;
• If he succeeds, taxiing to the apron is allowed, if not, engines shall be kept running and technical
assistance must be called via the company channel.
• The engines may only be stopped after the necessary provisions have been made to prevent
gear collapse;
• If the aircraft collapsed, proceed to emergency on ground procedures;
• For detail procedure, refer to respective aircraft type FCOM/QRH.
8.3.21.10. MEDICAL EMERGENCIES
8.3.21.10.1. SERIOUS MEASURES
If a person is injured or becomes seriously ill in flight, the PIC must be notified by SFA/FA1 immediately.
The aid of a physician or a trained nurse should be requested. In the absence of such aid, a
crewmember's activities should be limited to first aid; this does not include the prescribing of remedies.
The passenger should be made as comfortable as possible, in the absence of a qualified physician. The
PIC should consider the following symptoms as ground for suspecting infectious disease:
• Fever accompanied by prostration, perspiring or glandular swelling;
• Any acute skin rash or eruptions, with or without fever;
• Severe diarrhea with symptoms of collapse;
• Jaundice accompanied by fever.
All pertinent information, including time of the incident, is to be noted in the PAIDUR Form (Refer to OM
Part A, Appendix 11.B for a sample form).
8.3.21.10.2. MEDICAL ATTENTION ON ARRIVAL REQUEST
When a medical problem develops in flight and PIC deems it advisable to have medical assistance
available on arrival, a message should be addressed to the Station Manager at the arrival station. It
should fully describe the person's condition. Medical expenses other than those for injuries aboard the
aircraft are for the passenger's account. Accordingly, a request for medical aid on arrival should indicate
that a passenger is in need for medical aid whenever it is the case.

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8.3.21.10.3. FIRST-AID INSTRUCTIONS
First aid instructions are in each first aid kit on board the aircraft and are also detailed in the SEP manual.
8.3.21.10.4. APPARENT DEATH IN FLIGHT
If a person appears to be dead, the PIC is to be notified immediately. The aid of a physician or trained
nurse should be requested. A person may be declared dead only by a physician. If death is positively

declared by a physician on board the aircraft, the flight may continue to destination. If the death takes

place a few minutes after takeoff, it might be advisable to return to base/station departure.
The person should be secured to a seat with a seat belt and covered with a blanket. He should not be
moved unless he was not in a seat. It is advisable that as few passengers as possible be made aware
of the incident.
If possible, passengers should be relocated away from the area. If no physician is available to confirm
death, the aircraft will be diverted to the nearest suitable airport. Preferably, this should be an on-line
airport to enable the accomplishment of the necessary documentation and follow-on planning if death
has occurred.
If the diversion is to an off-line airport, the Area Manager and Station Manager at the diversion airport
should be notified immediately, and arrangement completed either through a handling of the body if
death has occurred. Normally the body will remain at the diversion airport because of the need to
complete formalities at the diversion airport and the intended destination airport.
8.3.21.10.5. COMMUNICABLE DISEASE
Procedure for reporting suspected communicable diseases including all emergency onboard
Procedures PIC to report promptly to air traffic control (ATC) a suspected communicable diseases
including all emergency onboard by transmit the following information:
1) Aircraft identification;
2) Departure aerodrome;
3) Destination aerodrome;
4) Estimated time of arrival;
5) Number of persons on board;
6) Number of suspected case(s) on board and
7) Nature of the public health risk (if known)
Note: for COMMUNICABLE DISEASE handling procedures refer to SEP chapter 4.6.2 & 4.7
8.3.21.10.6. REPORTS
A PAIDUR report must be complete wherever a passenger is injured, seriously ill, death or
unconsciousness, receives medical attention in en-route station, is removed from the flight for medical
reasons, or receives oxygen of 300 PSI or more.
This form is also providing for temporary death onboard certificate in case of any dead person on board
of an aircraft in flight. The PIC, the F/A-1, as well as potential witnesses must sign the report. On
transferring the dead body to the authorities, the PIC must submit a copy of the filled form to the
competent local authority.
A sample of the PAIDUR form is provided in OM Part A, Appendix 11.B.

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8.3.21.11. EMERGENCY LANDING – GENERAL
8.3.21.11.1. GENERAL
Emergency landing can be divided into:

• Anticipated landings; and,
• Landing that take place without prior-warning (usually crashes), or normal landings that develop

into an emergency e.g. due to failing landing gear.
The procedures to be followed have been standardized as much as possible for all types of aircraft. It is

of prime importance that each crewmember has a thorough knowledge of his duties as well as of the
duties of other crewmembers to be able to take over other incapacitated crewmembers tasks. Moreover,
because of a well-instructed team working in close cooperation will be able to obtain far better results.
Furthermore, a smooth operating team like a well-oiled gear in the face of emergency instills confidence
and consequently will not evoke panic easily on the part of the passengers. For psychological reasons,
the PIC or SIC should give the first information about an impending emergency landing to the
passengers. If this is not possible due to lack of time, the Senior Flight Attendant, where applicable,
must inform the passengers of the emergency.
This should be done in a concise and discrete manner in order to avoid confusion and panic. Control of
voice level and modulation play an important role in situations of this nature. The information must
contain the real facts.
8.3.21.11.2. COMMUNICATION WITH ATC
An aircraft is in distress condition, when it is threatened by serious and/or imminent danger and requires
immediate assistance. It is important to remember that the first transmission of the distress call shall be
on the designated air/ground route frequency in use at the time.
The distress call shall consist of the following:
• MAYDAY MAYDAY MAYDAY
• ………(name of the station addressed)
• BATIK………(identification of aircraft);
• Nature of distress condition;
• Intention of PIC;
• Present position, Flight Level, Heading;
Other ways of indicating a distress condition are:
• The activation of the appropriate SSR mode and code, i.e. mode A or B and code 7700;
• Transmitting the distress message on the emergency frequency 121.50 MHz.
Distress communications have absolute priority over all other radio traffic, other stations shall not
transmit on the frequency concerned until the distress communication is ended or transferred to another
frequency.
Urgency communication concerns the safety of an aircraft or other vehicle, or of a person on board or
in sight, not requiring immediate assistance. The urgency call shall consist of the following:
• PAN PAN PAN
• ………(name of the station addressed);
• BATIK………(identification of aircraft);
• Nature of urgency condition;
• Intention of PIC;
• Present position, Flight Level, Heading;

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Urgency communication has priority over all other communications, except distress communication.
Other station shall not interfere with the transmission of urgency traffic. When an emergency landing will
be carried out on an airport or when the PIC expects that the landing cannot be carried out with the
normal standards of safety, the ATC of that airport should be notified prior to landing, indicating the
nature of the trouble. The PIC may request the firefighting equipment to standby and should indicate
which part of the landing run is considered critical so that the firefighting equipment can be positioned
in the best location. Some airports will lay a foam path on the PIC request when a belly landing is to be
made.

8.3.21.11.3. COMMUNICATION BETWEEN CREWMEMBERS
Means of communication:
• Call (interphone) system;
• Public address system;
• Assigning of certain crewmembers for keeping verbal contact.
Call (Interphone) System

A series of at least 6 chimes at short intervals. If such a call is given for the first time during a flight, it
should be followed by an immediate personal contact or contact by interphone, whichever is the quickest
way, especially instructions for the crewmembers.
Public Address System
Except for first warnings and instructions explicitly meant for the crew, the public address system may
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 crewmembers carrying out their duties
can be avoided by using the public address system. For instance, the commands “ATTENTION FLIGHT
ATTENDANT ON STATION” could be given via this system.
When the time permit, the PIC shall give an announcement through PA system as follows:
“Ladies and Gentlemen, this is the Captain speaking, may I have your attention please. Due to a
technical failure, we are forced to make an emergency landing on land/water in about …minutes. I am
proceeding towards the nearest airport/ship/coast. Please remain seated, keep calm and follow the
Flight Attendant instructions carefully”.
8.3.21.11.4. PREPARATION OF THE AIRCRAFT
• All loose objects in the aircraft constitute a grave hazard to the passengers;
• It is essential that order be maintained in the cabin under all circumstances;
• A crash landing causes great deceleration forces, therefore all loose objects and also objects
that could become detached must be put in such places that they cannot harm passengers and
crew, e.g. toilets and/or coatrooms provide such places. Emergency exits must be prepared for
being opened in the shortest possible time by removing the plastic covers, curtains etc.;
• One hysterical person can demoralize the whole group. Such a person must be calmed down
quietly if possible, but forcibly if necessary;
• A self-composed attitude of the crew greatly assists in securing the passengers to obey orders
and preparing the passengers and cabin for the landing.

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8.3.21.12. EMERGENCY LANDING ON LAND
8.3.21.12.1. CHOICE OF THE LANDING AREA
If possible, the emergency landing should be carried out on an airport on the runway. At some airports,
a foam path can be laid on the runway. A belly landing can be carried out on any flat piece of ground
and if possible, a spot should be selected within easy reach of help. If the PIC has the choice of a landing
on rough terrain or on water if calm near the coast, the alternative possibility is preferable provided
sufficient life-saving equipment is onboard.

8.3.21.12.2. EXECUTION OF THE LANDING
When the landing spot has been selected the landing should be carried out in such a way, that the
associated risks are kept down to the minimum. It should be remembered that any available engine
power would assist in enabling the PIC to touch down at the exact spot that has been selected. If
possible, the landing should be made into the wind and the approach be carried out in a standard
manner, be it that the power settings are of course different.
Full flaps should be selected when the landing is assured. The landing speed should be as low as
possible but adequate to avoid inadvertent heavy touch down. Just before touch down, many final
actions have to be executed. The PIC must brief the SIC to carry out as many of the final actions as
possible immediately after the command to that effect has been given. Every passenger must remain
seated until the aircraft has come to a full stop. If evacuation is to be immediately conducted after the
aircraft has come to rest the command “EVACUATE” shall be given.
8.3.21.12.3. EVACUATION OF THE AIRCRAFT
When the command “EVACUATE” has been given by the PIC or, in the case of unexpected landings,
by the SFA/FA-1, or when the aircraft has come to rest, all occupants must leave the aircraft as quickly
as possible and in an orderly manner.
Crewmembers present in the cabin shall direct the evacuation procedure. In general, all the available
exits shall be used as well as the assisting means as, e.g. ropes, evacuation chutes etc. All occupants
must direct to leave the aircraft and move far away from it.
No one shall be allowed to re-enter the aircraft until sometime it has become quite clear, that there is no
danger of fire or explosion. Wounded and disabled occupants shall be assisted by the unhurt, but this
must not delay the evacuation process. The PIC is the last to leave the aircraft after having checked that
everyone has escaped.
8.3.21.13. EMERGENCY LANDING AT SEA (DITCHING)
8.3.21.13.1. ACTION BEFORE DITCHING
Transmit distress message and contact any station, which could offer assistance, such as other aircraft
or ocean vessels, etc.
• Select ditching area, if possible near an ocean station vessel or other ship, and away from
adverse weather;
• Give a very thorough briefing to the cabin staff;
• Dump fuel to decrease weight and improve buoyancy;
• Stow or secure all loose equipment;
• Consult the FCOM/QRH for detailed procedure.

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Bear in Mind that survival after a ditching depends to a great extent on:
• Execution of the Ditching and Evacuation;
• Availability of emergency equipment;
• Survival knowledge;
• Rapidity in search and rescue.
8.3.21.13.2. EXECUTION OF DITCHING

Landing Direction

A successful aircraft ditching is depend on 3 (three) primary factors:
• Sea conditions and wind;
• Type of aircraft;
• Skill and technique of pilot.
Selection of ditching heading may well determine the difference between survival and disaster. In order
to select a proper ditching course for aircraft, a basic knowledge of sea evaluation and other factor
involved is required. It is extremely dangerous to land into the wind without regard to the sea conditions.
The swell system(s) must be taken into consideration. The approach and landing heading should be so
adjusted that the aircraft tracks parallel to the swell. Which of the 2 suitable direction (180° apart) is
chosen, will depend upon secondary factors, such as wind directions, position of the sun, secondary
swell etc.
In ditching parallel to the swell, it make little difference weather touchdown is on top of the crest or in
the through. It is preferable if possible to land on the top or backside of the swell. Using this technique
crosswind up to 50 knots is considered acceptable. Wind of more than 50 knots, wave motion becomes
difficult to assess (at such wind speeds swell will have disappeared) and the possibility of a lower touch
down speed assumes more importance. In these conditions the landing heading has to be adjusted
towards the winds, remembering that up to 50 knots crosswind component may be accepted. Using this
technique, a track can be maintained so that the number of waves per time unit crossing it can be lower
than when tracking directly into wind, so improving the landing path.
However, if these stormy winds produce a swell defined pattern of high waves, stick to the basic rule
and land parallel to them. Normally there is a primary swell and one or more secondary swells, each
moving in a different direction. During daylight, the primary swell can be observed best at an altitude
between 10.000 and 12.000 feet. Secondary swell becomes visible at lower altitudes. An altitude of
2000 feet is suitable to observe the general swell systems. Heading adjustment to correct for possible
change in observed major and or minor swell systems should be done at 200 feet.
NOTE: Estimating swell direction may be made difficult by sensory illusion. When flying parallel to the
swell looking out to the left forward indicates swell from that direction. While on the right hand
side a swell from right forward direction can be observed. However, in between these 2
directions, there does not seem to be swell at all. This is the direction parallel to the swell. This
direction should be put on the heading selector of the compass.
If only one swell system exists, the problem is relatively simple even with a high, fast system.
Unfortunately, most cases involve two or more systems running in different direction. With many systems
present, the sea presents a confused appearance. One of the most difficult situations occurs when two
swell systems are at right angles. For example, if one system is 8 feet high and the other is 3 feet high
a landing parallel to the primary swell systems and down swell on the secondary system is indicated. If
both systems are of equal height, a compromise may be advisable selecting an intermediate heading at
45° down swell to both systems. When landing down a secondary swell, attempt to touchdown on the
backside, not on the face of the swell.
Remember one axiom: AVOID THE FACE OF A SWELL if the swell system is formidable, it is
considered advisable in land plane to accept more crosswinds in order to avoid landing directly in to the
swell. The secondary swell system is often from the same direction as the wind. Here, the landing may
be made parallel to the primary system with the wind and the secondary system at an angle. There is a
choice of two heading paralleling the primary system. One heading is downwind and downs the

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secondary system, and the other is into the wind and into the secondary swell. The choice of heading
will depend on the velocity of the wind versus the velocity and height of the secondary swell.
The simplest method of estimating the wind direction and velocity is to examine the wind streaks on the
water, these appear as long streaks up and downwind. Some persons may have difficulty determining
wind direction after seeing the streaks on the water. Whitecaps fall forward with the wind but are
overruns by the waves thus producing the illusion that the foam is sliding backward. Knowing this, by
observing the direction of the streaks the wind direction is easily determined. Wind velocity can be
accurately estimated by noting the appearance of the whitecaps, foam and streaks.

WIND VELOCITY TABLE
WAVE
W/V SEA INDICATION
HEIGHT
Calm Like a mirror 0’
4-6 Knots Small wavelets do not break 6’ to 1’

7-10 Knots Large wavelets, crest begin to break scattered 2’
whitecaps
11-16 Knots Small waves, fairly frequent whitecaps 5’
17-21 Knots Moderate waves, long foam and whitecaps 10’
22-27 Knots Large waves white foam crest some spray 15’
28-40 Knots White foam blow in streak along wave direction 20’
Over 40 Knots High waves, dense streaks of foam spray affects 30’ and over
visibility

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Heading Selection
W/V SELECT HEADING
Parallel to main swell, choose if possible the direction with best

0-25 Knots considered secondary factors, such as wind direction, position
of the sun, moon, lights, secondary swell, etc.
25-35 Knots At an angle to the swell more into the wind
35 and over Into the wind, wind making contact on or just past crest of swell
The behavior of the aircraft on making contact with the water will vary within wide limits according to the
state of the sea.
If landed parallel to a single swell system, the behavior of the aircraft may approximate that to be
expected on a smooth sea.
If landed into a heavy swell or into confused sea, the deceleration forces may be extremely great
resulting in breaking up of the aircraft.
Within certain limits, the pilot is able to minimize the sea forces by proper sea evaluation and selection
of ditching heading. When on final approach, the pilot should look ahead and observe the surface of the
sea. They may be shadows and whitecaps signs of large seas.
Shadow and a whitecap close together indicate that the seas are short and rough. Touchdown in these
areas is to be avoided. Select a touchdown in any area (only about 500 feet in needed) where the
shadows and whitecaps are not so numerous. Do not select a landing heading against the sun, but at
night land toward any lights or flames, being careful not to overshoot them.
Land toward to the moon if it is up. Do not use the landing lights unless it is considered vital to know the
state of the surface. They may then be used conservatively but the actual landing should be made with
them switched off.

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Landing Technique
Touchdown should be at the lowest speed and rate of descent, which permit safe handling and optimum
nose up attitude on impact. Once first impact has been made, there is often a little chance the pilot can
do to control a landplane. A double impact is always felt when ditching. The first impact is on contact
with the surface and follows by the second. More severe impact (approx. 2 g) happened when nose
buries below the surface.
Once pre-ditching preparations are completed, the pilot should turn to the ditching heading and
commence letdown. The aircraft should be dragged low over the water, and slowed down until 10 knots
or so above stall. At this point additional power should be used to overcome the increased drag caused

by the nose up attitude. When a smooth stretch of water appears ahead, cut power and touches down
at the best-recommended speed as fully stalled as possible.

By cutting power when approaching a relatively smooth area, the pilot will prevent overshooting and will
touchdown with less chance of planning off into a second uncontrolled landing. Most experienced
seaplane pilots prefer to make contact with the water in a semi-stalled attitude, cutting power as the tail
makes contact. This technique aliments the chance of misjudging altitude with a resultant heavy drop in
a fully stalled condition.
Care must be taken not to drop the aircraft from to high altitude or to Balloon due to excessive speed.
The altitude above water depends on the aircraft. Over glassy smooth water or at night without sufficient
light it is very easy for even the most experienced pilot to misjudge altitude by 50 feet or more. Under
such conditions, carry enough power to maintain 9° to 12° nose up attitude and 10% to 20% over stalling
speed until contact is made with the water. The proper use of power on the approach is of great
importance.
If power is available on one side only, a little power should be used to flatter the approach however the
engine should not be used to such or extent that the aircraft cannot be turned against the good engines
right down to the stall with a margin of rudder movement available. When near the stall, sudden
application of excessive unbalanced power may result in loss of directional control.
If power is available on one side only, a slightly higher than normal glide approach speed should be
used. This will insure good control and some margin of speed after leveling off without excessive use of
power. The use of power in ditching is so important that when it is certain that the coast cannot be
reached, if possible, ditch should be done before fuel is exhausted. The use of power in a night or
instrument ditching is far more essential than under daylight contact conditions.
If no power is available a greater than normal approach speed should be used down to the flare out.
This speed margin will allow the glide to be broken early and more gradually, thereby giving the pilot
time and distance to feel for the surface decreasing the possibility of stalling high or flying into the water.
When landing parallel to a swell system, little difference is noted between landing on top of crest or in
the trough.
If the wing of the aircraft is trimmed to the surface of the sea rather than the horizon, there is little need
to worry about a wing hitting a swell crest. The actual slope of swell is very gradual. If force landing into
a swell should be made, touchdown should be just after passage of the crest. If contact is made on the
face of the swell, the aircraft may be swamped or thrown violently into the air, dropping heavily into the
next swell. If control surfaces remain intact, the pilot should attempt to maintain the proper nose attitude
by rapid and positive use of the controls.
In most cases drift caused by crosswind can be ignored, the forces acting on the aircraft after touchdown
are of such magnitude that drift will be a secondary consideration. If the aircraft is under good control,
the "Crab" may be kicked out with rudder just prior to touchdown. This is more important with high wing
aircraft, for they are laterally unstable on the water in a crosswind, and roll to the side in ditching.
Evacuation of the Aircraft
Experience indicate that after ditching, an aircraft may be expected to remain afloat long enough to allow
an orderly evacuation. Chances of survival, especially during winter, are considerably reduced. If one
boards a dinghy after first jumping to the water, every attempt should be made to keep it dry and dinghies
should be boarded directly from the aircraft. Passengers must be told, before the ditching, from which
exits they will be expected to leave the aircraft, which dinghy they should board and the crewmember
who will be in charge in their dinghy.

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The importance things of not inflate the life-vests before evacuation should be stressed and the sitting
attitude to be adopted just before impact should be demonstrated. Finally, know your emergency
procedures; apply them and exercise self-discipline. Above all keep moral high, your chances of survival
are excellent.
8.3.21.14. EVACUATION DIRECTIVES
8.3.21.14.1. GENERAL

Most emergency situations develop during the initial or final stage of the flight. It must be realized that

the preparation phase may be varying brief or even non-existent. Flight crew and Flight attendants
should be prepared for expected and specially unexpected emergencies.
When during cruise an emergency develops that may require an evacuation after landing, the
crewmembers must be prepared for an emergency landing and evacuation. Standard procedures cannot
provide for every possibility that may arise. The information of this chapter must therefore be applied
with common sense, taking into account the circumstances of the particular case. Detailed of emergency
evacuation procedures are laid down in respective FCOM/QRH and in SEP manual.
8.3.21.14.2. MINIMUM TIME AVAILABLE

When an emergency arises directly after take-off (returning immediately for landing) or when an
emergency arises during approach, which may necessitate a rapid evacuation of an aircraft, the PIC
should if possible warn the flight attendants and passenger (by PAS) with a short announcement.
When the “BRACE-BRACE” command is given from the cockpit without previous warning, all FA will
shout to passengers:
“EMERGENCY, BEND DOWN, HOLD YOUR KNEES”.
“BAHAYA, MEMBUNGKUK, PELUK LUTUT”
8.3.21.14.3. TIME AVAILABLE
When it becomes obvious that an emergency landing will have to be made:
• If the observer seat is occupied, instruct this person to take a seat in the cabin (if possible) or
let him/her assist with flight deck preparation.
• FA-1 to the flight deck via PAS: “FLIGHT ATTENDANT INTO COCKPIT” or by 6 chimes and
inform about the emergency. Give estimated time available for cabin preparation. Instruct FA-1
to reseat passenger, if possible.
• Prepare flight deck for emergency landing;
• Personal preparation; tie off, shirt collar open, remove sharp objects. On water, put on the life
vest;
• Review Safety Emergency Procedures (SEP).
Preparation by Flight Attendants:

• Meal trays, tray table and trolleys in use will be cleared away.
• Less agile passengers will be seated near the doors.
• Cabin and galley will be cleared of loose articles and carry-on baggage will be stowed.
• After preparations have been completed, FA-1 will report CABIN READY to the PIC.
• On command “EMERGENCY STATIONS” the FA will take their crew seats.

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8.3.21.14.4. INITIATION OF THE EVACUATION

When the aircraft comes to a full stop under abnormal conditions the PIC after give a command
“ATTENTION FLIGHT ATTENDANT ON STATION“ twice and evaluate situation will decide whether
evacuation is required or not, and contact the FA-1. In this case, FA-1 will check the outside conditions
and coordinated with other FA. If there is no command from the PIC, FA-1 will immediately check the
PIC to ensure if evacuation is required.
Criteria for initiating evacuation:

• The PIC has the prime responsibility for initiating a passenger evacuation;
• If a Flight Attendant consider an evacuation is necessary he must advise the PIC of the situation
and await the PIC decision;
• The Flight Attendants may take full responsibility for initiating the evacuation, in the following
cases:
 It is obvious an evacuation is imperative;
 No contact with the flight crew/PIC has been possible;
 The safety of people is in jeopardy such as:
• Heavy smoke inside or outside the aircraft;
• Fire;
• Severe Structural damage.
• Another Flight Attendant has started evacuating passengers. If an evacuation is initiated by
a Flight Attendant, inform the Flight Crew that an evacuation is in progress.
In case of evacuation required the PIC command: “EVACUATE” (repeated command). If evacuation is
not required, the PIC should immediately make the following PA announcement: “FLIGHT ATTENDANT
AND PASSENGER KEEP YOUR SEAT”.
After check out side conditions and coordinate with other FA and the condition are judged safe, FA-1
will make the following Public Address announcement:
Para tamu yang terhormat Ladies and Gentlemen

Captain sedang mengevaluasi keadaan. Captain is evaluating the situation.
Tetaplah duduk dengan tenang di kursi masing. Please keep calm and remain seated.
Pengumuman selengkapnya akan kami berikan Further information will be given to you as soon as
secepatnya possible.
If conditions are judge unsafe, FA-1 will report to the cockpit immediately. The PIC will command via
PA: “EVACUATE”. In this case, the PIC and the FA will immediately execute their own procedures. If
conditions are judge safe and the evacuation is not required, the PIC will immediately make PA
announcement: “FLIGHT ATTENDANTS AND PASSENGERS KEEP YOUR SEAT”.
In this case, FA-1 will make announcement via PA
Para tamu yang terhomat

Ladies and Gentlemen
Keadaan pesawat sudah dapat dikendalikan.
Everything is under controlled.
Anda kami minta agar tetap duduk dengan
Please keep calm and remain seated.
tenang.
When the aircraft comes to full stop under abnormal condition and the aircraft conditions are judge unsafe, the PIC
will immediately command: “EVACUATE“. In this case, the Crewmembers will immediately execute their own
procedures.
NOTE: If no PAS available, use megaphone.

Irregularities,
Abnormal, and
Procedures
8.3.21.14.5. EVACUATION COMMANDS FLOWCHART

“ATTENTION FLIGHT ATTENDANT ON STATION”
Safety Directive cards are also available onboard for use by crew. Refer to OM Part A, Appendix 8.J.
8.3.21.14.6. POST EVACUATION

Evacuation is completed after all passengers and crews have evacuated the aircraft. Some post
evacuation actions should be carried out as standard procedure. Such as:
• Lead passenger away (up wind) from the aircraft because of risk of explosion and fire;
• Bring passenger and crew together (after accident, people often start running away in a shock
condition);
• Care for the injured;
Coordinate actions to overcome the first few hours (let other people help or take care each other).

Irregularities,
Abnormal, and
Procedures
8.3.21.15. EMERGENCY DESCENT
8.3.21.15.1. GENERAL
An emergency descent is a maneuver for descending as rapidly as possible to a lower altitude

(potentially, to the ground for an emergency landing). The need for this maneuver may result from an
uncontrollable fire, a sudden loss of cabin pressurization, or any other situation demanding an immediate
and rapid descent. The objective is to descend the aircraft as soon and as rapidly as possible, within

the structural limitations of the aircraft.

An emergency descent could be initiated without prior warning. Depending on the circumstances, the
flight crew could begin a high vertical speed descent without warning if the safety of the aircraft is at risk,
which is in line with the guiding principle applied to the prioritization of flight deck tasks: Aviate, Navigate,
Communicate.
The QRH encourage emergency descents to continue to the higher of 10,000 feet or MSA from where
the aircraft may then seek the shortest route to a suitable diversion aerodrome.
Crews should follow emergency procedures in the FCOM (QRH) in the event that an
emergency descent is necessary.
8.3.21.15.2. CREW PROTECTION
At the first indication of smoke or fumes, a pressurization problem or symptoms of Hypoxia, the flight
crew should immediately don oxygen masks. Without supplemental oxygen, the crew can be quickly
incapacitated by smoke and, at typical turbine powered aircraft cruising altitudes, the Time of Useful
Consciousness can be less than one minute in the event of an explosive or rapid depressurization.
Altitude Time of Useful Consciousness

40,000 feet MSL 15 to 20 seconds
35,000 feet MSL 30 to 60 seconds
30,000 feet MSL 1 to 2 minutes
28,000 feet MSL 2½ to 3 minutes
25,000 feet MSL 3 to 5 minutes
8.3.21.15.3. FLIGHTCREW ACTIONS
The Captain will conduct any required emergency descent. However, the First Officer must also be able
to effectively complete an emergency descent in the event that the Captain is incapacitated or absent
from the flight deck.
Initiation of an emergency descent is done as a memory item drill in the FCOM (QRH). The use of
autopilot is recommended to carry out an emergency descent profile maneuver. An emergency descent
can also be flown manually.
ICAO Doc 7030 directs the following actions in the event that an aircraft experiences a sudden
decompression or a (similar) malfunction requiring an emergency descent:
 Initiate a turn away from the assigned route or track before initiating the descent (note that in
very congested airspace, this may not be advisable and that in some regions, such as the North
Atlantic, there are specific contingency procedures to be followed). Certain regions of Europe

Irregularities,
Abnormal, and
Procedures
have, in their AIP, denoted that an emergency descent should be conducted on their cleared
track unless an immediate conflict exists);
 Advise the appropriate air traffic control unit as soon as possible of the emergency descent;
 Set the transponder code to 7700 and select Emergency Mode on the Automatic Dependent
Surveillance (ADS) / Controller Pilot Data Link Communications (CPDLC) equipment as
appropriate;

 Turn on all exterior lights;

 Watch for traffic both visually and with reference to ACAS/TCAS;
 Coordinate further intentions with the appropriate ATC unit.
Ensure that altimeters are set to local QNH or QFE as appropriate. An initial target altitude which is the
higher of MEA or a specified Company/manufacturer value (often 10,000') will be selected. In
mountainous terrain, specific escape routes may be required. Temperature corrections should be
applied as appropriate.
Unless structural damage is suspected, the aircraft should be descended at or near maximum speed
(Vmo) with thrust at idle and flight spoilers or speed brakes extended. If structural damage is suspected,
the aircraft should be flown at, or close to, the indicated airspeed (IAS) at which the failure occurred.
After emergency descent, and when the situation permits, reports to ATC:
 Intention to divert;
 Injuries sustained by occupants;
 Damage to aircraft.
8.3.21.15.4. SPECIAL PROCEDURES FOR IN-FLIGHT CONTINGENCIES (NAT & HKG)
 Emergency Communications protocols using the distress (MAYDAY) signal or urgency (PAN PAN)
signal should be used as appropriate. Aircraft forced to maneuver without receipt of a revised
clearance should broadcast position and intentions, at frequent intervals, on 121.5 MHz (123.45
MHz back-up). If ATC communications are being conducted on VHF, pending receipt of any revised
clearance, these broadcasts should instead be made on the current control frequency.
 Leave the assigned route or track by initially turning at least 45° to the right or left. Direction of turn
should be based on the position of the aircraft relative to the OTS (whether the aircraft is outside, at
the edge of, or within the system). The direction of turn may also be affected by:
 direction to the diversion airport;

 terrain clearance;
 any strategic lateral offset being flown;
 allocated levels on adjacent routes or tracks;
 known traffic.

Irregularities,
Abnormal, and
Procedures
 If the aircraft is unable to maintain its assigned flight level (engine failure, power loss, loss of
pressurization, etc.) it should, whenever possible, initially minimize its rate of descent when leaving
its original track centerline. Once clear of any potential traffic following the same track at lower levels,
it should then expedite descent to an operationally feasible flight level.
 maintain a watch for conflicting traffic both visually and by reference to ACAS/TCAS
 turn on all aircraft exterior lights (commensurate with appropriate operating limitations); and
 Set the transponder code to 7700 and select Emergency Mode on the Automatic Dependent
Surveillance (ADS) / Controller Pilot Data Link Communications (CPDLC) equipment as

appropriate;

8.3.21.15.5 ANTICIPATED IMPACT ON CREW
A wide range of practical problems could arise in the cockpit following the decision to initiate an
emergency descent:
 Increased workload in the cockpit - During the initiation of an emergency descent, the workload
becomes intense as the crew try to resolve the problem with the aircraft, fly the aircraft safely,
and plan for the descent.
 Situational awareness issues - The crew may struggle to maintain full situational awareness.
 Communication problems - Several problems connected with air-ground communications could

arise including late communication, poor message quality due to donning of oxygen masks, and
non-standard phraseology.

VOL. A
CHAPTER 8.4

OPERATIONS MANUAL
LOW VISIBILITY OPERATIONS

LOW VISIBILITY OPERATIONS Page : 1
CHAPTER 8.4: LOW VISIBILITY OPERATIONS
8.4 LOW VISIBILITY OPERATIONS ............................................................................................. 3

8.4.1 DEFINITIONS ................................................................................................................. 3
8.4.2 CAT II LANDING OPERATIONS .................................................................................... 4
8.4.2.1 GENERAL................................................................................................................... 4
8.4.2.2 DEFINITIONS ............................................................................................................. 4
8.4.2.2.1 LOW VISIBILITY TAKE-OFF. ................................................................................. 4

8.4.2.2.2 FAIL PASSIVE AUTO-PILOT SYSTEM. ................................................................ 4

8.4.2.2.3 FAIL OPERATIONAL AUTO-PILOT SYSTEM. ...................................................... 4
8.4.2.2.4 ALERT HEIGHT (AH). ............................................................................................ 4
8.4.2.2.5 DECISION HEIGHT (DH). ...................................................................................... 4
8.4.2.3 OPERATING LIMITATIONS. ...................................................................................... 4
8.4.2.3.1 DEPARTURE MINIMAS. ........................................................................................ 4
8.4.2.3.2 APPROACH / LANDING MINIMAS. ....................................................................... 5
8.4.2.3.3 FAILED OR DOWNGRADED EQUIPMENT HAVE AN EFFECT ON APPROACH /
LANDING MINIMAS. ................................................................................................................ 5
8.4.2.3.4 MAXIMUM WIND COMPONENT FOR CAT II OPERATIONS. .............................. 5
8.4.2.4 CERTIFICATION OF PILOTS. .................................................................................... 6
8.4.2.4.1 CERTIFICATE OF COMPETENCE........................................................................ 6
8.4.2.4.2 CREW REGENCY REQUIREMENTS. ................................................................... 6
8.4.2.4.3 OPERATIONAL RESTRICTIONS. ......................................................................... 6
8.4.2.5 RECURRENT TRAINING AND PROFICIENCY CHECKS. ........................................ 6
8.4.2.5.1 RECURRENT TRAINING ....................................................................................... 6
8.4.2.5.2 PROFICIENCY CHECKS. ...................................................................................... 7
8.4.2.6 AIRPLANE STATUS. .................................................................................................. 7
8.4.2.6.1 AIRPLANE RECENCY REQUIREMENTS. ............................................................ 7
8.4.2.6.2 AUTOLAND MALFUNCTIONS. ............................................................................. 7
8.4.2.7 AUTOMATIC SYSTEMS USAGE ............................................................................... 8
8.4.2.7.1 AUTOPILOT ........................................................................................................... 8
8.4.2.7.2 AUTOTHROTTLE .................................................................................................. 8
AUTOTHROTTLE IS MANDATORY FOR CAT III OPERATIONS. FOR ALL OTHER LOW
VISIBILITY LANDINGS, THE AUTOTHROTTLE, IF AVAILABLE, SHALL BE USED. ............. 8
8.4.2.7.3 AUTOBRAKES ....................................................................................................... 8
8.4.2.8 OPERATIONAL PROCEDURES ................................................................................ 8
8.4.2.8.1 GENERAL .............................................................................................................. 8
8.4.2.8.2 CAT II APPROACH PREPARATION ..................................................................... 8
8.4.2.8.3 CONTINUATION OF THE APPROACH. ................................................................ 9
8.4.2.8.4 CAT II APPROACH CREW DUTIES ...................................................................... 9
8.4.2.8.5 CHANGE OF APPROACH CATEGORY .............................................................. 10
8.4.2.8.6 GO-AROUND ....................................................................................................... 10

8.4.2.9 AUTOLAND AND CAT II........................................................................................... 11

8.4.2.10 ATC REQUIREMENTS ......................................................................................... 12
8.4.2.10.1 ATC CLEARANCE ............................................................................................. 12
8.4.2.10.2 ADDITIONAL ATC CALLS ................................................................................. 12
8.4.3 CAT III LANDING OPERATIONS ................................................................................. 13
8.4.4 LOW VISIBILITY TAKE-OFF (LVTO) ........................................................................... 14
8.4.4.1 GENERAL................................................................................................................. 14
8.4.4.2 REQUIREMENTS FOR LOW VISIBILITY TAKE-OFF .............................................. 15

8.4.4.3 PROCEDURE FOR LOW VISIBILITY TAXI AND TAKE OFF ................................... 16

8.4.4.3.1 OPERATING LIMITATIONS ................................................................................. 16
8.4.4.3.2 LOW VISIBILITY TAXI ......................................................................................... 16
8.4.4.3.3 LOW VISIBILITY TAKEOFF ................................................................................. 16
8.4.4.3.4 LOW VISIBILITY TAKEOFF TRAINING ............................................................... 16

OPERATIONS MANUAL VOL. A Definitions
8.4 LOW VISIBILITY OPERATIONS
8.4.1 DEFINITIONS
ALL-WEATHER OPERATIONS include any surface movement, take-off, departure, approach, or

landing operations in conditions where visual reference is limited by weather conditions.
LOW VISIBILITY OPERATIONS only include Low-Visibility Take-Off (LVTO), and CAT II / CAT III
approach and landing operations.

CONTROLLING RVR - Controlling RVR means the reported values of one or more RVR reporting
locations (touchdown, mid-point and stop-end) used to determine whether operating minima are or are

not met. Where RVR is used, the controlling RVR is the touchdown RVR, unless otherwise specified
by State criteria.
LOW VISIBILITY PROCEDURES (LVP) - Specific procedures applied at an aerodrome for the
purpose of ensuring safe operations during Category II and III approaches and/or low visibility take-
offs.

CAT II Landing
8.4.2 CAT II LANDING OPERATIONS
8.4.2.1 GENERAL
A CAT II operation is a precision instrument approach and landing using ILS with:
- A RVR of not less than 350 m (1200 ft), and

- A Decision Height below 200 ft and not lower than 100 ft.
The B737NG and A320 are approved for CAT II precision approach and automatic landing with

all engines operative or one engine inoperative (A320 only), refer to Operational Procedures of this
chapter for restrictions. It incorporates a Fail Passive Autopilot system for B737 and Fail Operational

Autopilot system with rollout control for A320.
CAT II operations shall only be conducted at airports that are in the List of Approved CAT II Airports in
the OM-C (Company Special Information).
8.4.2.2 DEFINITIONS
8.4.2.2.1 Low Visibility Take-off.

A take-off when the Runway Visual Range (RVR) is less than 400m.
8.4.2.2.2 Fail Passive Auto-Pilot System.

A fight control system is Fail-Passive, i.e. CMD or CAT 3 SINGLE, if in the event of a failure, the
auto land system is no longer operational. There is no significant out-of trim condition or deviation of
flight path or attitude but the landing cannot be completed automatically.
8.4.2.2.3 Fail Operational Auto-Pilot System.

A flight control system is Fail-Operational, i.e. LAND 3 or CAT 3 DUAL, if in the event of a
failure below Alert Height, the auto land system is still operational and the approach, flare, landing
can still be completed automatically, but in a degraded mode.
8.4.2.2.4 Alert Height (AH).

Alert Height is the height above runway based on the characteristics of the aircraft and its Fail
Operational Automatic Landing System, above which a CAT III approach would be discontinued and a
missed approach initiated, if a failure occurred in one of the required redundant operational systems
in the airplane, or in the relevant ground equipment.
8.4.2.2.5 Decision Height (DH).
The wheel height above the runway elevation at which a go-around must be initiated unless adequate
visual reference is established and the aircraft position and approach path assessed as satisfactory
to continue the approach and land safely.
8.4.2.3 OPERATING LIMITATIONS.
8.4.2.3.1 Departure Minimas.

a. Take-off minimas are published in the Jeppesen Aiport Charts. Guidance on minimas
for the various chart types is provided in the OM-C.
b. Only pilots who have completed Low Visibility Operations training are permitted to
take-off when RVR is less than 400 meters.
c. Some airports require LVP to be in force for take-off when RVR is less than 400
meters.

CAT II Landing
8.4.2.3.2 Approach / Landing Minimas.

(a) Approach / Landing minimas are provided in the table below, and are subjected to any
higher runway minima or RVR requirement:
Decision
CAT States Minimum RVR
Height
All except USA RVR 300m/1000ft

DH 100 ft. Refer note 3.
II
USA RVR 1200ft

Refer note 3.

Note: 1. Approach lights are required for CAT II landings.
2. Runway centerline lights, TDZ lights, high intensify runway lights and all
weather runway markings are required for CAT II landings.
3. TDZ RVR is controlling. Rollout RVR is advisory. Mid RVR may be
substituted for Rollout RVR.
8.4.2.3.3 Failed or downgraded equipment have an effect on approach / landing minimas.
These effects are provided in the table below.

Failed or downgraded equipment Effect on CAT II Landing Minima.
Approach lights Not allowed
Runway edge lights Day only: Night not allowed
Day – RVR 300m

Centerline lights
Night – 550m
Day – RVR 300m
Touchdown zone lights
Night – 550m
Operations in Low Visibility are NOT permitted in windshear or turbulent conditions or when braking
action is reported to be “poor” for any part of the runway.
Crew is to note that in an event of a subsequent failure in Fail Passive Mode, manual landing is
prohibited under CAT II conditions.
It is the Company’s policy that all approaches and landings in actual CAT II conditions shall be
completed using Auto land.
In actual CAT II conditions, if the landing cannot be completed due to a malfunction of the auto land
system, a go-around is required.
8.4.2.3.4 MAXIMUM WIND COMPONENT FOR CAT II OPERATIONS.
The maximum surface wind components for CAT II automatic approach, landing and rollout are:
Aircraft Type Headwind Crosswind Tailwind

B737NG 15 kts 10 kts 5 kts
A320 15 kts 10 kts 5 kts
Note 1: The maximum landing crosswind component for CAT II operations in USA is 15 knots.
Note 2: Maximum 15 kts crosswind for Automatic Rollout or one engine inoperative on A320.

CAT II Landing
8.4.2.4 CERTIFICATION OF PILOTS.

8.4.2.4.1 CERTIFICATE OF COMPETENCE.
a) Pilots who have completed the Low Visibility Training programme will be issued with a
Certificate of Competence after completion of line training and when the following have
been achieved:
- 3 autolands on the airplane during base and line training (except that only 1
autoland is required on the airplane if the Low Visibility training is conducted in a
Level D Full Flight Simulator), and

- 6 manual landings on the airplane, of which at least 3 must be as PF (including
landings achieved during line training and line check) and;

- 50 hours or 20 sectors (including hours and sectors achieved during line training),
for pilots new to the aircraft type, or new to the Company.
Note: The above must be achieved within 6 months of completion of the Low Visibility
Training programme.
(b) Low visibility operating procedures must be used during these auto land operations.
8.4.2.4.2 Crew Regency Requirements.
(a) To ensure continued validity of the Certificate of Competence:
- A Captain must accomplish 2 Low Visibility Takeoffs and 6 CAT II auto lands, actual
or practice, in the airplane and/or the simulator within a 12 month period.
- A Co-pilot must accomplish 2 Low Visibility Takeoffs and 6 CAT II auto lands as
PM, actual or practice, in the airplane and/or the simulator within a 12 month period.
(b) If the validity of the Certificate of Competence expires, it can be regained by

accomplishing a practice CAT II auto land in the simulator or airplane.
(c) Practice CAT II auto lands accomplished for Recency requirements must be conducted
with the appropriate CAT II callouts. CAT I minimums shall apply with the MINS
selector set to BARO.
8.4.2.4.3 Operational Restrictions.
(a) Pilots who have been issued with the Certificate of Competence but who have not
been previously certificated for CAT II operations, or who are new to the Company,
shall add 100m to the applicable CAT II RVR minima, until a total of 100 hours or 40
sectors (including line training) have been achieved on the airplane type.
(b) A Captain may only operate as co-pilot in the RHS in actual CAT II conditions if he
has been trained for CAT II PM duties and has a of Competence.
8.4.2.5 RECURRENT TRAINING AND PROFICIENCY CHECKS.
8.4.2.5.1 RECURRENT TRAINING

Low Visibility take-off and landing exercises shall be conducted during Recurrent Training.
These shall comprise at least one take-off, one go-around and two auto lands.

CAT II Landing
8.4.2.5.2 PROFICIENCY CHECKS.
Pilots shall be checked for proficiency in Low Visibility procedures during each Base Check.
The following exercises shall be accomplished to proficiency:
- Take-off in low Visibility Conditions, and

- Two CAT II approaches and landings, and
- One CAT II approach, which shall result in go-around.
Note: A failure requiring appropriate crew actions shall be introduced on at least one of the
approaches.

8.4.2.6 AIRPLANE STATUS.
8.4.2.6.1 AIRPLANE RECENCY REQUIREMENTS.
A successful autoland must be accomplished at least once in the preceding 28 days for each airplane.
If not, the autopilot for the said airplane shall be deemed unsuitable for autoland in actual CAT II
conditions, until a successful autoland is accomplished in CAT I conditions or better.
Pilots are required to check the expiry date of the airplane autoland currency. Commanders operating
an airplane within 5 days of its autoland currency expiry date are required to accomplish an autoland,
unless circumstances such as handling recency or line check dictate manual landings.
When conducting an autoland to meet aircraft recency requirements in weather conditions better than
required for CAT II, CAT I minimums shall apply. The crew should be aware that fluctuations of the
LOC and/or GS might occur due to the fact that protection of ILS sensitive areas, which applies during
LVP, will not necessarily be in force. It is essential therefore, that the PF is prepared to take over
manually at any time during a practice approach and rollout, should the performance of the AP
become unsatisfactory.
Pilots shall annotate by way of a Technical Log written entry either "AUTOLAND SUCCESSFUL" or
"AUTOLAND FAILED", to clearly report the status of the autoland system whenever an autoland is
attempted.
If an "AUTOLAND SUCCESSFUL" is annotated, the date of this autoland shall be entered in the
"LAST SATIS AUTOLAND" box of the Technical Log. This is to facilitate the tracking of airplane
recency.
If an "AUTOLAND FAILED" is annotated, an appropriate entry, describing any malfunction, shall be

made in the Technical Log. After rectification, the airplane needs to be re-certified for CAT II
operations by accomplishing a satisfactory autoland in CAT I conditions or better.
An airplane that does not meet the minimum equipment requirement for CAT II operations shall be
placarded with an appropriate decal.
8.4.2.6.2 AUTOLAND MALFUNCTIONS.
(a) An appropriate entry, describing any malfunction, should be made in the Technical Log
whenever an attempted autoland is unsuccessful. After airplane needs
to be re- for CAT II operations by accomplishing a satisfactory autoland in CAT I
conditions or better.
(b) An airplane that does not meet the minimum equipment requirement for CAT II operations
shall be placarded with an appropriate decal.

CAT II Landing
8.4.2.7 AUTOMATIC SYSTEMS USAGE
8.4.2.7.1 AUTOPILOT
(a) Approach and landing in CAT II conditions shall be completed using autoland.
(b) Auto-coupled approaches shall be conducted such that localizer capture would occur no
later than the Final Approach Fix (FAF) and the airplane shall be fully configured for
landing by 1500 ft. a.a.l.
(c) The autopilot should normally be disengaged after landing on reaching a safe taxi speed
for A320, and on touchdown for B737.

8.4.2.7.2 AUTOTHROTTLE

Autothrottle is mandatory for CAT III operations. For all other Low Visibility landings, the
autothrottle, if available, shall be used.
8.4.2.7.3 AUTOBRAKES
For all low visibility landings, the autobrakes, if available, shall be used.
8.4.2.8 OPERATIONAL PROCEDURES
8.4.2.8.1 General
(a) The Captain shall be PF in low visibility conditions, or when Low Visibility
Procedures are in force.
(b) Some approach charts do not list CAT II DH. The Company minimums listed in
Company Airport Briefing shall apply.
(c) When approach charts list both DH and RA, the RA value must be used as the minimum
to be set in the DH display on the PFD.
(d) Annunciation.
The categories of approaches below can only be flown if the associated annunciations
are displayed.
Aircraft Type CAT II
B737NG CMD
CAT 2
A320 CAT 3 Single
CAT 3 Dual
Note: CAT II approaches are permitted with one engine inoperative for A320 only
8.4.2.8.2 CAT II Approach Preparation
In addition to the normal approach the Commander should include the following for CAT II
operations:
- Verify crew
- Review Technical Log and verify airplane recency.
- Verify Low Visibility Procedures in force.
- Check that the airport is in the List of Approved CAT II Airports in the OM-C (Company Special
Information Manual).
- Verify RVR for the runway is adequate for the approach.

CAT II Landing
- Verify braking action reported is not “Poor”.

- Verify status of facilities i.e. ILS, approach and runway lighting.
- Verify aircraft systems serviceability and check the applicable Required Equipment List (for
Commencement of Approach).
- For B737NG: Set DH on the PFD.
- For A320: Set DH, or RA value if available, in FMS.
- Review individual crew approach procedures.

- Review CAT II callouts.

- Review additional ATC calls.
- Review CAT II turn-offs and expected taxi route.
- Familiarize with Autopilot malfunctions and warnings.
- Set seat position for correct eye level reference.
8.4.2.8.3 CONTINUATION OF THE APPROACH.
- A CAT II approach shall not be continued passed the outer marker or equivalent position if the
reported RVR/VIS is less than the applicable minimum.
- The outer marker or equivalent position may be established by means of a DME distance, a
suitably located NDB, VOR or PAR fix where available.
- After pass the outer marker, irrespective of reported deterioration of RVR/VIS below the
required minimum, the approach may be continued down to the applicable DA.
8.4.2.8.4 CAT II APPROACH CREW DUTIES

The crew duties during CAT II approaches are shared as follows:
- The commander shall:
 Have one hand on the flight controls/sidestick and the other on the thrust levers
throughout the approach and landing (or go-around) and be ready to take
immediate manual control if the autopilot or auto throttle performance is
unsatisfactory.
 Monitor flight instruments.
 Progressively increase external scanning for visual references below 500 feet.
 Continue to monitor the flight path by flight instruments, whilst looking out for
Runway Centre Line lights and/or Touchdown Zone lights.
 At DH, continue to monitor the flight path and by visual references.
- The Co-Pilot shall:

 Monitor flight instruments throughout the approach and landing until rollout to safe
taxi speed.
 Call out any deviations, warnings or failures.
 Monitor Flight Mode and Autoland Status annunciations and make all required
call-outs.
 At 350 ft. RA, check correct runway course display on PFD (A320)
 At or above 200 ft, if no response is received from the Commander, announce and
initiate Go-Around.

CAT II Landing
8.4.2.8.5 CHANGE OF APPROACH CATEGORY

After commencement of a CAT II approach, the Commander may downgrade the
approach category to CAT I should the quality of any element of the approach
requirements be degraded, provided the following are performed before 1000 ft. a.a.l:
- Decision to downgrade the approach category to CAT I,
- Non-normal checklist or ECAM actions for the failure as required,
- RVR/VIS is to be at least equal to the CAT I minimas,
- DH/MDA is reset for CAT I minima.
8.4.2.8.6 GO-AROUND
(a) Initiate the go-around, below 1000ft. a.a.l. if:

- For B737NG:

 An engine failure occurs
 The FLARE armed is not annunciated by 400 ft.
 The AUTOPILOT DISC warning or the AUTOPILOT caution occurs.
 When the LOC or G/S scale turns amber and the pointer flashes.
Note: The above indication occurs approximately at,
LOC: ½ the expanded scale
GS: 1 Dot
- For A320:
 An engine failure occurs (recommended to continue if below AH in a Fail
Operational condition i.e. CAT 3 DUAL).
 LAND is NOT displayed on FMA or runway course checked incorrect at 350ft RA
 Autopilot disconnects, or loss of autopilot (cavalry change) occurs.
 The localizer deviation is greater than ¼ dot and the glide-slope deviation is
greater than 1 dot.
Note: In the event of unsatisfactory autopilot performance during the
approach, a go around must be executed. A manual landing from a CAT II
approach is not permitted.
- Crew incapacitation is evident (recommended to continue if below AH in a Fail

Operational condition i.e. CAT 3 DUAL on A320).
- Hydraulic system failure occurs (recommended to continue if below AH in a Fail
Operational condition i.e. CAT 3 DUAL on A320).
- Any equipment required for the approach category fails.
- The rate of descent exceeds 1000 ft/min.
- Speed deviation exceeds -5/+10 knots.
- There are insufficient visual references at DH to continue to a safe landing.
- Loss of visual references occurs after DH.
(b) Initiate the go-around, below 200ft. RA if:

- Illumination of the Master CAUTION lights with aural tone for:
a) AUTOPILOT DISC
b) AUTOTHROTTLE DISC
c) NO AUTOLAND
d) SPEEDBRAKE EXTENDED
- For A320: AUTOLAND warning occurs below 200ft. RA. At this altitude the PF is
looking out. The PM must monitor this warning and if necessary announce
“AUTOLAND WARNING-GO AROUND’.

CAT II Landing
(c) The table below lists the visual references required to continue the approach:
CAT Visual References Required
At least 3 consecutive lights of
- centerline of approach lights, or
- touchdown zone lights, or
CAT II - runway centre line lights, or
- runway edge lights, and
an approach light crossbar or the runway

threshold of the touchdown zone lighting.

Note: If visual reference is lost after touchdown, a go-around should not be attempted.
The roll-out should be continued with the autopilot in ROLLOUT mode, down to taxi
speed (A320).
After a go-around, if another approach is planned:

- Re-assess the status of the airplane i.e. refer to the Required Equipment List.
- Re-assess the weather and runway conditions.
- Consider another approach or resume a diversion to alternate airport.
8.4.2.9 AUTOLAND AND CAT II
The Radio Altimeter (RA) shall be used for all call-outs, when conducting approaches in Low Visibility.
Both Autopilot must be engaged (follow FCOM procedures).
The following call-outs are required for all autolands in addition to the Standard Call-outs.
For B737NG:
CONDITION CALL (PM) RESPONSE (PF)
Below 1500 ft. RA FLARE Armed CHECK
MINIMUM CONTINUE/
At DH
(If no AUTO CALL) GO-AROUND
50 ft. RA FLARE -
27 ft. RA RETARD -
AUTOPILOT OFF
At Touchdown (If Autopilot not manually -
disconnected)
For A320:
CONDITION CALL (PM) RESPONSE (PF)
400 ft. above CHECK / GO-
LAND / NO LAND
Elevation AROUND
MINIMUM CONTINUE / GO-
At DH
(If no AUTO CALL) AROUND
40 ft. RA FLARE _
20 ft. RA IDLE _
At Touchdown ROLLOUT _

CAT II Landing
As the Commander is looking out during CAT II approaches, the Standard Callouts “Visual” or “No
Contact” on reaching Decision Height are replaced by the callouts “Continiue” or “Go-Around” by the
Commander.
8.4.2.10 ATC Requirements
8.4.2.10.1 ATC Clearance
Low Visibility operations shall only be performed when Low Visibility Procedures (LVP) for
the runway are in force. LVP ensures that the sensitive areas are protected from incursion

by ground vehicles or other airplanes.

8.4.2.10.2 Additional ATC calls
The following additional ATC calls, as appropriate, should be made by the Co-pilot:
“ON GROUND” “GOING-AROUND”
“RUNWAY __________VACATED”
When clear of the ILS critical / sensitive area.
Note: Taxiway centre-line lights on an exit taxiway are alternate green and yellow from the
runway centre-line to the perimeter of the ILS critical / sensitive area, and thereafter will be
green.

CAT III Landing
8.4.3 CAT III LANDING OPERATIONS
BATIK AIR is NOT authorized to conduct CAT III landing operations.


OPERATIONS MANUAL VOL. A LVTO
8.4.4 LOW VISIBILITY TAKE-OFF (LVTO)
8.4.4.1 GENERAL
Takeoff with RVR less than 500m or ¼ SM constitutes a Low Visibility Take-Off (LVTO). This requires:
• Runway lighting and marking as normally prescribed for precision approach runway;
• Suitable runway protection measures (Low Visibility Procedures must be in force).

BATIK AIR is authorized to conduct low-visibility take-off down to RVR of not less than 250m

OPERATIONS MANUAL VOL. A LVTO
8.4.4.2 REQUIREMENTS FOR LOW VISIBILITY TAKE-OFF
3/4
½ SM
VIS ENG ¼ SM
2 ENG 1 SM

3/4 ≥750m TDZ RVR
≥350m
Requirements ↓ ENG (2400ft)

(1200ft)
≥500m ≥175m
RVR and
(1600ft) (600ft)
≥1500m R/O RVR
2 ENG
(5000ft) ≥300m
(1000ft)
High Intensity Runway Lighting (HIRL) √
√
Runway centerline marking √
(day only)
Runway centerline lighting √ √ √
PIC performs take-off √ √
90 m visual segment from cockpit at start

√
of take-off run
RWY is not contaminated √
Maximum cross-wind 10 kts √ √
RVR values not less than the required MIN 2(1) 2 or 3(2)
NOTES:
(1) 2 operative RVR reporting systems are used, both of which are required and controlling. A mid
RVR report may be substituted for either a touchdown zone RVR report if a touchdown report
is not available or a rollout RVR report if a rollout RVR report is not available.
(2) Operative touchdown zone and rollout RVR reporting system serving the runway to be used,
both of which are controlling, or 3 RVR reporting system are used, all of which are controlling.
However, if one of these three RVR reporting systems have failed, a takeoff is authorized,
provided the remaining two RVR values are at above the required minimum.

Low Visibility
8.4.4.3 PROCEDURE FOR LOW VISIBILITY TAXI AND TAKE OFF
8.4.4.3.1 Operating Limitations

• Take-off minima’s are published in the Jeppesen Airport charts.
• Refer to REQUIREMENT FOR LOW VISIBILITY TAKE OFF in § 8.4.4.2
• Only pilots who have completed Low Visibility Operations training are permitted to take-
off when the RVR is less than 400 meters.
• Some airports require LVP to be in force for take-off when RVR is less than 400 meters.
• The Captain shall be PF in low visibility conditions, or when Low Visibility Procedures

are in Force.
• The runway not contaminated

• Take Off alternate may be required.
8.4.4.3.2 Low Visibility Taxi

In Low Visibility conditions, specific runways may be designated for takeoff and landings.
Associated taxi routes to and from these runways, are to be used. All holding positions and
stop bar lights must be strictly complied with. Taxi with extreme caution, and in addition to
the normal taxi procedures, comply with the following:
• Monitor the taxi route closely, and call out all taxiway and runway signs to verify
position.
• Consider delaying checklist until the aircraft is stopped.
• Monitor ATC closely to be aware of the position of other aircraft.
• Observe CAT II holding positions.
• If uncertain of position, stop the aircraft immediately and inform ATC. Request for a
follow-me-car if necessary.
8.4.4.3.3 Low Visibility Takeoff

In Low Visibility conditions, ensure that the airplane is on the correct runway by positive
identification of the runway designation sign and runway designation marking. Check
correct airplane heading when lined up.
• Ensure that the aircraft is lined up with the runway centerline. This can be verified
by tuning the runway ILS. Check that the aircraft symbol is on the selected runway
on the ND.
• Full takeoff thrust or derated thrust settings, without assumed temperature, shall
be used.
• If the take-off has to be rejected, full use of the centerline lights /markings and
Yaw bar should be made to keep the aircraft on the runway centerline. As speed
reduces, directional control becomes more difficult.
• Ensure runway exits and taxiways are correctly identified.
Note: Centerline lights alternate red and white at the last 900m of the runway, and
changes to all reds at the last 300m.
8.4.4.3.4 Low Visibility Takeoff Training

• Pilots who have completed the Low Visibility Take Off Training Programme (refer
to OM-D) will be issued with a Certificate of Competence,
• To ensure continued validity of the Certificate of Competence, a Captain must
accomplish 2 Low Visibility Takeoffs, actual or practice, in the airplane and/or the
simulator within a 12 month period.
• Low Visibility take-off exercises shall be conducted during Recurrent Training.
These shall comprise: -Taxy and at least one rejected Take off with an engine
fails before V1, in low visibility condition.
• Pilots shall be checked for proficiency in Low Visibility Take Off procedures during
each Base Check. The following exercises shall be accomplished to proficiency:
- A Take-off and a rejected Take-off in Low Visibility conditions.
- Low visibility take-off training may be incorporated to CAT II training.

VOL. A
ETOPS
CHAPTER 8.5

OPERATIONS MANUAL

ETOPS Page : 1
CHAPTER 8.5: ETOPS
8.5 ETOPS ..................................................................................................................................... 3

8.5.1 GENERAL ....................................................................................................................... 3
8.5.2 DEFINITIONS ................................................................................................................. 4
8.5.2.1 ADEQUATE AIRPORT ................................................................................................. 4
8.5.2.2 SUITABLE AIRPORT .................................................................................................. 5

8.5.2.3 MAXIMUM DIVERSION TIME ..................................................................................... 5

8.5.2.4 MAXIMUM DIVERSION DISTANCE ........................................................................... 5
8.5.2.5 ETOPS ENTRY POINT (EEP) .................................................................................... 5
8.5.2.6 ETOPS SEGMENT ..................................................................................................... 5
8.5.2.7 ETOPS AREA OF OPERATION ................................................................................. 6
8.5.2.8 EQUAL TIME POINT (ETP) .......................................................................................... 6
8.5.2.9 ETOPS EXIT POINT (EXT). ....................................................................................... 6
8.5.2.10 CRITICAL POINT (CP). ........................................................................................... 6
8.5.3 CREW QUALIFICATION. ................................................................................................ 7
8.5.4 DISPATCH REQUIREMENTS. ....................................................................................... 8
8.5.4.1 MINIMUM EQUIPMENT LIST (MEL) .......................................................................... 8
8.5.4.2 FUEL POLICY............................................................................................................. 8
8.5.4.3 FLIGHT PLANNING .................................................................................................... 8
8.5.4.4 ALTERNATE NON-ETOPS ROUTES. ........................................................................ 9
8.5.4.5 CRITICAL FUEL SCENARIO STUDY. ...................................................................... 13
8.5.4.6 OPERATIONAL – NORMAL PROCEDURE ............................................................. 13
8.5.5 IN-FLIGHT REQUIREMENTS. ..................................................................................... 14
8.5.6 DIVERSION STRATEGY FOLLOWING ENGINE FAILURE ......................................... 15
8.5.7 LANDING AT THE NEAREST SUITABLE AIRPORT. .................................................. 16
8.5.8 ADEQUATE AIRPORTS LIST ...................................................................................... 17
8.5.9 DIVERSION STRATEGY FOLLOWING DEPRESSURIZATION .................................. 18
8.5.10 CHECKLIST .................................................................................................................. 20
8.5.10.1 DISPATCH ............................................................................................................ 20
8.5.10.2 COCKPIT PREPARATION ................................................................................... 20
8.5.11 PREFLIGHT CHECK AND FMS SETUP ...................................................................... 21
8.5.12 TAXIING ....................................................................................................................... 22
8.5.13 INFLIGHT PROCEDURES ........................................................................................... 23
8.5.13.1 FMS PROCEDURES ............................................................................................ 23
8.5.13.2 RE-NOMINATION OF EN-ROUTE ALTERNATES................................................ 23
8.5.13.3 MAINTAINING MAXIMUM DIVERSION DISTANCE ............................................ 23
8.5.13.4 WEATHER UPDATE ............................................................................................ 23
8.5.13.5 CREW PREPARATION AND BRIEFING. ............................................................. 24
8.5.13.6 FUEL MONITORING ............................................................................................ 24
8.5.14 IN-TRANSIT ETOPS SERVICE CHECK ...................................................................... 24

ETOPS Page : 2
8.5.15 NON-NORMAL PROCEDURES ................................................................................... 25

8.5.15.1 ETOPS DIVERSION DECISION MAKING ............................................................ 25
8.5.15.2 NAVIGATION EQUIPMENT FAILURE/LOSS OF RNP CAPABILITY ................... 26
8.5.15.3 DIVERSION AIRPORT BECOMES UNSUITABLE ............................................... 26
8.5.15.4 FAILURE CASES REQUIRING A DIVERSION TO THE NEAREST AIRPORT.... 26
8.5.15.5 SPECIAL CONSIDERATION TO SYSTEM FAILURES ........................................ 27
8.5.15.5.1 AFTER ENGINE START .................................................................................... 27

8.5.15.5.2 HYDRAULIC SYSTEM FAILURE ....................................................................... 27

8.5.15.5.3 ELECTRICAL SYSTEM FAILURE ..................................................................... 27
8.5.15.5.4 CARGO FIRE ..................................................................................................... 27
8.5.15.5.5 FAILURE CASES RESULTING IN AN OVER FUEL CONSUMPTION. ............. 27
8.5.15.6 GUIDELINES FOR DIVERSION PROCEDURE ................................................... 28
8.5.16 POST FLIGHT .............................................................................................................. 28
8.5.17 “FLIGHT FOLLOWING” ACROSS ETOPS SEGMENTS .............................................. 29
8.5.18 FLIGHT CREW TRAINING AND EVALUATION ........................................................... 30
8.5.18.1 GENERAL ............................................................................................................. 31
8.5.18.2 TRAINING CONTENTS AND POLICIES .............................................................. 31

ETOPS Page : 3
8.5 ETOPS
8.5.1 GENERAL
The policy contained in this chapter is in compliance with the Indonesian CASR chapter 121,
and shall be applied over and above the Standard Policy when operating any of the specified
ETOPS Routes.
1. ETOPS regulations as stated in this policy apply to the operation of the company’s

A320 and B737 aircraft over a route that contains a point further than one hour’s flying

time (under standard day conditions in still air and at the approved one-engine
inoperative speed) from an en-route alternate airport.
2. Batik Air is approved for 90 minutes Maximum Diversion Time for both the A320 and
B737 at the approved one-engine diversion speed.*
3. Batik Air is approved for ETOPS operations in Asia and Australia.
4. Specific aircraft operating procedures on EDTO/ETOPS are available in OM-B
(FCOM)
5. ETOPS matters pertaining to Engineering, on the other hand, are covered in a different
manual entitled “A320 / B737NG ETOPS Technical Manual”.
6. Refer to table below for B737NG and A320 approved one-engine diversion speed
schedule and Maximum Diversion Distance.
B737-800 B737-900ER A320

Reference Weight 75,000 KG 80,000 KG 70,000 KG
60 min ETOPS entry 411 NM 413 NM 409 NM
90 min Area of Operation 604 NM 610 NM 607 NM
Diversion speed 0.79 M / 310 KIAS 0.79 M / 310 KIAS MCT / 320 KIAS
NOTE: *Refer to Batik Air OPSPECS for DGCA ETOPS Approval.
Figure 1: ETOPS graphical representation for aeroplanes with 2 engines.

ETOPS Page : 4
8.5.2 DEFINITIONS
It is required that Flight Crew familiarizes themselves with these DEFINITIONS as reference
is continuously made to them when explaining ETOPS procedures. Understanding these
Definitions will assist the crew in practicing actual ETOPS.
8.5.2.1 ADEQUATE AIRPORT
An airport that is available for ETOPS, satisfies the aircraft performance requirement

applicable at the expected landing weight, acknowledged by DGCA of Indonesia and that:

a. has a runway of sufficient length and strength;
b. open to commercial traffic;
c. has over flying and landing authorization;
d. is equipped with the necessary ancillary services, such as ATC, sufficient lighting,
communications, weather reporting, navaids, and emergency services;
e. is equipped with navaids such as ILS, VOR or NDB, with at least one letdown aid
available for an instrument approach;
f. Has other criteria for consideration such as: technical assistance capability, ground
handling and catering supply capability, passenger accommodation etc.
Note: Rescue and Fire-fighting Services (RFSS) equivalent to ICAO Category 4 for aeroplanes
with maximum certificated take-off mass of over 27 000 kg (at least 30 minutes notice
will be given to the aerodrome operator prior to the arrival of the aeroplane) is required
when the adequate airport is nominated as an ETOPS en-route alternate aerodrome.
For those remote airports that has reduced or eliminated on-site RFFS capability, the
minimum stated RFFS standard could be met through the use of municipal fire
departments located off-airport. Civil Aviation Safety Authority {CASA} Australia have
notified ICAO through Chapter 9 of their AIP that RFFS that some Australian
international and international alternate airports (E.g. Learmonth and Alice Springs)
falls under this reduced or eliminated on-site RFFS capabilities. This is also reflected
in their Civil Aviation Order 20.7.1B.
For ETOPS operation in Australia, DGCA Indonesia has approved Batik Air’s operations
as per CASA regulations.

OPERATIONS MANUAL VOL. A Crew Qualification
ETOPS Page : 5
8.5.2.2 SUITABLE AIRPORT
Is an ADEQUATE airport considered SUITABLE for dispatch purposes when it’s latest weather
forecast satisfies the ETOPS dispatch weather requirements in terms of ceiling and visibility minima
within the PERIOD OF VALIDITY.
A SUITABLE aerodome must meet the planning (dispatch) minima as specified below:

Type of Approach Planning Minima (RVR / Visibility required & ceiling if applicable)
Airport with

at least 2 separate approach procedures
at least 2 separate approach procedures based on 2 separate aids serving 1 runway
based on 2 separate aids serving 2 - or -
separate runways at least 1 approach procedure based on 1 aid
serving 1 runway
Precision Approach
CAT II (ILS) Precision Approach CAT I Minima Non-Precision Approach Minima
Circling Minima or, if not available,
Precision Approach Non-Precision Approach Minima non-precision approach minima plus 200 ft /
CAT I (ILS) 1000m
Non-Precision The lower of non-precision approach The higher of circling minima or non-precision
Approach minima approach minima plus 200 ft / 1000m
Circling Approach plus 200 ft / 1000m or circling minima Circling Minima
8.5.2.3 MAXIMUM DIVERSION TIME

The maximum diversion time (90, 120, 150 or 180 minutes) is the maximum flying time
authorized from any point of the route to the nearest adequate airport for landing.
It is only used for determining the area of operation, and therefore is not an operational time
limitation for conducting a diversion, which has to cope with the prevailing weather conditions.
8.5.2.4 MAXIMUM DIVERSION DISTANCE
The distance covered in still air and ISA (or delta ISA) conditions within the maximum diversion
time at the selected one-engine-out diversion speed schedule and at the associated cruise
altitude (including the descent from the initial cruise altitude to the diversion cruise altitude). It
is used for dimensioning the area of operations.
8.5.2.5 ETOPS ENTRY POINT (EEP)
The point located on the aircraft’s outbound route at one hour’s flying time, at the selected on-
engine-our diversion speed schedule (in still air and ISA conditions), from the last en-route
alternate aerodrome prior to entering the ETOPS segment. It marks the beginning of the
ETOPS segment.
8.5.2.6 ETOPS SEGMENT
The segment starts (ENTRY POINT) when the route is more than 60 minutes flying time in still
air at the approved one-engine diversion speed from an en-route alternate aerodrome and
ends (EXIT POINT) when the route is back within 60 minutes from an en-route alternate
aerodrome. An ETOPS route can contain more than one ETOPS segment.

ETOPS Page : 6
8.5.2.7 ETOPS AREA OF OPERATION
The area in which it is authorized to conduct a flight under ETOPS regulations and is defined
by the maximum diversion distance from an en-route alternate aerodrome or set of en-route
alternate aerodromes. It is represented by circles centered on the en-route alternate
aerodrome, the radius which is the defined maximum diversion distance.
8.5.2.8 EQUAL TIME POINT (ETP)

A point on the intended route where the one-engine inoperative diversion times to two en-route

alternate aerodromes are equal. The ETP position can be determined using a computerized
flight plan, or graphically on a navigation or plotting chart.
8.5.2.9 ETOPS EXIT POINT (EXT).
The ETOPS Exit Point (EXP) is the point located on the aircraft’s route, where the aircraft has
been flying in an ETOPS segment, it enters an area of one hour flying time, at the selected
one engine out diversion speed schedule (in still air and ISA condition), to an Adequate airport.
It marks the end of that particular ETOPS segment.
8.5.2.10 CRITICAL POINT (CP).
One of the Equal Time Points (ETP) on the route, which is critical with regard to the ETOPS
fuel requirements if a diversion has to be initiated from that point. The CP is usually, but not
always (depending on the configuration of the area of operation and of the weather conditions),
the last ETP within the ETOPS segment. Therefore, the CP has to be carefully determined by
computation: the ETOPS fuel scenario must be applied to each ETP.

ETOPS Page : 7
8.5.3 CREW QUALIFICATION.

All crew on ETOPS flights shall undergo Company crew training program as detailed in the
OM-D.
Notwithstanding the requirement under OM-D, Qualification Requirements: all commanders

are required to operate as a member of the crew on an ETOPS flight or simulated ETOPS
flight with an Instructor prior to commanding an ETOPS flight.


Dispatch
ETOPS Page : 8
8.5.4 DISPATCH REQUIREMENTS.
8.5.4.1 MINIMUM EQUIPMENT LIST (MEL)
 There are items in the MEL that affects ETOPS. These items are clearly identified
accordingly (e.g. : “ER”).
 No dispatch authorization will be allowed.

8.5.4.2 FUEL POLICY

 Fuel will be planned as per company’s FUEL POLICY.
 If APU is required to be used in flight, the burn off to destination shall be increased to
cater for the APU usage.
 For the B737, the typical APU in-flight consumption rate is at 85kg / hr.
 For the A320, the typical APU in-flight consumption rate is at 80kg / hr.
8.5.4.3 FLIGHT PLANNING
 ETOPS routes shall be planned such that the airplane will, when in the ETOPS segment, be within
the Maximum Diversion Distance from any nominated ETOPS en-route alternate aerodrome
 Weather forecast for the nominated en-route alternate aerodrome must be available, prior to
departure, and must meet the criteria of ETOPS en-route alternate aerodrome for a period
commencing one hour before the established earliest time of landing, and ending one hour after the
established latest time of landing at the airport. In addition, the crosswind forecast (including gust)
must not exceed the operational limits.
 “TEMPO” conditions at an en-route alternate aerodrome may be forecast to be below the minima in
Section 8.5.2, para8.5. 2.2 but not be below the LANDING MINIMA. However, if the forecast
includes a “TEMPO” period or a “PROBABILITY” that the visibility may reduce below the minima in
Section 8.5.2, para. 8.5.2.2 due to FOG, MIST or HAZE or DUST / SAND STORM or CONTINUOUS
PRECIPITATION, then that airport cannot be nominated as an en-route alternate aerodrome.
 Weather requirement of Departure, Destination and Alternate airports will be as per Standard Policy
unless they are nominated as ETOPS en-route alternate aerodrome, in which case, their weather
forecast must meet the ETOPS en-route alternate aerodrome requirements in Section 8.5.2, para
8.5.2.2.
 NOTAMS must be checked to ensure that the runway, required facilities and navigational aids for
the en-route alternate aerodrome remain available during the relevant period.
 The CFP should be checked with the ETOPS Planning chart to ensure that it is correctly prepared
for ETOPS, and ETOPS en-route alternate aerodromes are correctly nominated and annotated in
the CFP.
 Ensure that the ATC flight plan indicates the flight is ETOPS and correctly reflects the nominated
en-route alternate aerodrome in the CFP.
 The Critical Fuel Scenario study need not be performed if the CFP is generated by SITA flight
planning system as SITA will automatically perform this calculation and if required, will show
additional ETOPS top-up fuel requirements in the Minimum Fuel requirement of the flight plan.
 Though not required for ETOPS flights, the SITA Flight Plan System does a weather check on all
en-route alternate aerodrome even though it is not a requirement for ETOPS flights. If the weather
is forecast to be below landing minima, the affected airports will not be utilized. Crew should, on a
real time basis, use the en-route alternate aerodrome if it is available.

Dispatch
ETOPS Page : 9
8.5.4.4 ALTERNATE NON-ETOPS ROUTES.
1. In the event that the approved ETOPS route cannot be flown due to MEL dispatch requirements or
en-route alternate aerodromes being unavailable, the following non ETOPS route may be planned
and filled:
SECTOR ROUTE
WMKK AGOS1N AGOSA A457 VPG B579 PUT L759 MABUR L301 VVZ

KUL - MAA A465 DOKET HYDOK VOMM

VOMM KOLCA DOKET A465 VVZ L301 MABUR L759 PUT B579 VPG W530
MAA- KUL VIH A464 DAKUS DAKU1V WMKK
WSSS MASB2A MASBO A457 VPG B579 PUT L759 MABUR L301 VVZ
SIN – MAA A465 DOKET HYDOK VOMM
VOMM KOLCA VATMO Q10 OLSOR L301 MABUR L759 PUT B579 VPG
MAA – SIN W530 VIH A464 ARAMA LELI3B WSSS
WIII CA1D CA W45 SBR W33 BLI G578 EGATU L514 REVOP Q38
CGK - PER JULIM JULI9A YPPH
YPPH GURAK5 GURAK Y35 MRW Q587 METUM R592 BLI M766 KIDET
PER - CGK IMU1A WIII
WADD MURA2B MURAI DCT LIPRA G578 EGATU L514 REVOP Q38 JULIM
DPS - PER JULI9A YPPH
PER - DPS YPPH GURAK5 GURAK Y35 MRW Q587 METUM R592 GIWOT
JALA2D WADD

Dispatch
ETOPS Page : 10
2. The information below is based on non ETOPS operation (routings are as per the above non ETOPS
routes, zero wind conditions and Zero Fuel Weight of 60 tons.)
GDIST FLT TIME BLOCK FUEL (KG)

SECTOR
(nm) A320 B738 B739 A320 B738 B739

KUL - MAA

1837 4:06 4:12 4:12 13499 14063 15089
MAA- KUL 1834 4:23 4:23 4:13 14592 14592 15467

Dispatch
ETOPS Page : 11

SECTOR
(nm) A320 B738 B739 A320 B738 B739
SIN – MAA 1990 4:31 4:31 4:31 14560 14799 15890

MAA – SIN 1952 4:31 4:30 4:28 13643 13861 14847
CGK - PER 1961 4:33 4:32 4:30 15815 17903 19043
PER - CGK 2010 4:39 4:36 4:34 15747 16083 17172

Dispatch
ETOPS Page : 12

SECTOR
(nm) A320 B738 B739 A320 B738 B739
DPS - PER 1461 3:26 3:24 3:24 14857 15217 16135

PER - DPS 1459 3:26 3:25 3:23 12573 12933 13761
3. It is important to check the NOTAM and weather for the en-route alternates to ensure that
the route is always within the 60 minutes circle from an AVAILABLE airport.

Dispatch
ETOPS Page : 13
8.5.4.5 CRITICAL FUEL SCENARIO STUDY.
a. Obtain planned weight and fuel required from a standard flight plan for the route;
b. Calculate ETOPS ETP for the route, by using plotting method or by calculation. Obtain the
Critical Point (CP), which is normally the last ETOPS ETP for the route;
c. Check the fuel remaining at the waypoint (say “Y” before the critical point);

d. Fuel remaining at the CP is equal to (Fuel at “Y”) – burn off from 3;

e. Gross weight at CP = Fuel remain at CP + ZFW;
f. From FCOM, obtain ETOPS critical fuel requirement by entering the direct distance from
CP to the alternate and the aircraft gross weight obtained from (e);
g. If the fuel remaining at the CP is less than the fuel required in (f), the difference will be
uplifted as an ETOPS top-up.
8.5.4.6 OPERATIONAL – NORMAL PROCEDURE
a. For the A320, FUEL X FEED valve must be checked for correct operation during cockpit
preparation before each ETOPS flight.
b. For the B737, FUEL X FEED valve must be checked for correct operation during the last
hour of cruise each ETOPS flight.

In-flight
ETOPS Page : 14
8.5.5 IN-FLIGHT REQUIREMENTS.
1. To maintain validity of ETOPS approval, the APU is required to be started in- flight
once every 3 months for each aircraft. This is to ensure that the APU maintains its in-
flight start capabilities.
2. When required, Engineering will schedule an APU In-flight Start to be carried out on a
CGK bound sector only. An APU In-flight start form will be provided.
3. Conditions permitting, the APU should be started with a maximum of 3 attempts before
TOD.

4. After a successful in-flight start, the APU should be shut down and restored after

landing as per SOP. An unsuccessful APU in-flight start does not render the APU
inoperative. It should still be started after landing as per SOP.
5. After the start attempt(s), annotate the required information in the Technical Log.
6. The dispatch minima in para 8.5.2.2 shall no longer apply once an ETOPS flight has
been dispatched. An en-route alternate aerodrome shall remain available if the forecast
weather conditions at the expected time of use are not below landing minima.
7. An ETOPS flights shall be deemed to have been dispatched if it has commenced its
takeoff. Reference to MEL is not required for any defect occurring in-flight, whether the
airplane is within the ETOPS segment or not.
8. In-flight, the pilot-in-command is not bound by the ETOPS rules for any specific course
of action. He must evaluate the situation and take the most appropriate action dictated
by the actual circumstances.
9. Updated weather forecasts of nominated en-route alternate aerodromes should be
obtained.
10. Before Entry Point, should the updated weather forecast for any en-route alternate falls
below landing minima, the commander should re- nominate other en-route alternate
aerodrome or re-route to ensure the flight remains within the Maximum Diversion Time
of an ETOPS en-route alternate aerodrome.
11. In-flight re-routing would require Critical Fuel Scenario Study to be done for the
remaining portion of the route. This can be done by the crew or by contacting Dispatch
(OCC). After Entry Point, there is no requirement to modify the normal course of the
flight.
12. The ETOPS segment of the route should be determined from the Jeppesen ETOPS
Planning Chart. The ETA of the ETOPS single or multiple ENTRY and EXIT Points
should be calculated and annotated in the correct order amongst the waypoints in the
CFP. These points may be displayed on the ND. They may be created as waypoints in
the CFP.
13. Considerations and recommendations for certain failures, which may require a
diversion, are published in the B737 QRH, Chapter CI, Section 2, Non-Normal
Checklists. For the A320, it is found in FCOM / PRO / SPO / Extended Range
Operations.

Diversion Strategy
OPERATIONS MANUAL VOL. A Following Engine
Failure
ETOPS Page : 15
8.5.6 DIVERSION STRATEGY FOLLOWING ENGINE FAILURE
1. Should an engine fail, or, is shutdown to prevent possible damage to the

engine, notify ATC and initiate drift-down procedure. Obtain area QNH and set
this in standby altimeter to check aircraft altitude remains at or above CFP MSA
(clears all terrain 20nm on either side of track by at least 2000ft) or grid MORA
(if off airways by more than 20nm) during the driftdown.

2. The pilot-in-command may adopt any of the following three strategies or any
other strategy he considers the most appropriate, based on the prevailing

operational constraints;
 Obstacle strategy should be used until clear of all obstacles. On clearing
obstacles, revert to standard strategy.
 Fixed speed strategy will give you the minimum possible diversion times at
the expense of fuel. For the A320, use 0.79M/320kts with MCT selected for
the thrust lever. For the B737, use 0.79M/320kts speed profile.
 Standard strategy gives you the best fuel burn-off but the maximum
diversion time required. Refer to QRH for the LRC speed schedule.
3. Decide on an alternate from the list of Adequate airports in this chapter or any
other airport considered suitable by the Commander under the prevailing
situation.
4. Check the fuel remaining is at least equal to the fuel for the diversion plus
reserve required. Use the In Cruise Quick Check charts in QRH.

Landing at The
OPERATIONS MANUAL VOL. A Nearest Suitable
Airport
ETOPS Page : 16
8.5.7 LANDING AT THE NEAREST SUITABLE AIRPORT.
1. For the B737, “Land at the Nearest Suitable Airport” is a phrase used in the QRH to indicate
the non-normal situations where “landing at the nearest suitable airport” at that point in time
is required.
For the A320, ‘LAND ASAP’ is a phrase used in the QRH and ECAM to indicate the non-
normal situations where “landing at the nearest suitable airport” is required. If an
emergency causes ‘LAND ASAP’ to appear in RED or ECAM, crew must land the aircraft

as soon as possible at the nearest suitable airport where a safe approach and landing can

be made. If an abnormal procedure causes ‘LAND ASAP’ to appear in AMBER on ECAM,
crew should consider landing the aircraft at the nearest suitable airport.
2. In selecting the nearest suitable airport, the pilot-in-command should consider the
suitability of nearby airports, in terms of facilities and weather and their proximity to the
airplane position. The pilot-in-command may determine, based on a number of possible
factors that the safest course of action is to divert to a more distant airport than the nearest
airport. For example, the pilot may feel it is safer to continue further to reach an airport with
better weather or additional runway length available to assist in stopping the airplane when
increased approach speeds may be required. Note that for persistent smoke or a fire,
which cannot positively be confirmed to be completely extinguished, requires the earliest
possible descent, landing and passenger evacuation. This may dictate landing at the
nearest airport, rather than the nearest suitable airport

Diversion Strategy
OPERATIONS MANUAL VOL. A Following
Depressurization.
ETOPS Page : 17
8.5.8 ADEQUATE AIRPORTS LIST
The airports listed here are Adequate at the date of printing. The list is not exhaustive and
pilots may consider other airports not in the list as long as they satisfy the Adequate Airport’s
definition. Airports, which are likely to be selected as ETOPS En-route Alternates, are in bold
AIRPORT IATA ICAO

Banda Aceh BTJ WITT

Bangalore BLR VOBG
Bangkok BKK VTBD
Broome BME YBRM
Chennai MAA VOMM
Chiang Mai CNX VTCC
Colombo CMB VCBI
Curtin DCN YCIN
Darwin DRW YPDN
Denpasar DPS WADD
Port Blair IXZ VOPB
Christmas Isl. XCH YPXM
Kuala Lumpur KUL WMKK
Kupang KOE WATT
Langkawi LGK WMKL
Lombok LOP WADL
Medan KNO WIMM
Penang PEN WMKP
Phuket HKT VTSP
Port Hedland PHE YPPD
Singapore SIN WSSS
Surabaya SUB WARR
Tindal KTR YPTN
Ujung Pandang UPG WAAA
Yangon RGN VYYY
Thiruvananthapuram TRV VOTV
Thiruchirappalli TRZ VOTR

Diversion Strategy
OPERATIONS MANUAL VOL. A Following
Depressurization.
ETOPS Page : 18
8.5.9 DIVERSION STRATEGY FOLLOWING DEPRESSURIZATION
The following procedures need to be coordinated with ATC after the declaration of an
emergency.
1) ALONG P756
 Before Critical Point (MDN/268°/90)

Turn 180° into wind, track along P756 towards MDN, descend to 14,000 ft. When

within 25MDN, descend to 10,000 ft and continue inbound to MDN VOR.
 After Critical Point

Continue along P756, descend to 14,000 ft. When at Point 1 (MABIX/088°/70),
track DCT to BAC W11 MDN, descend to 10,000 ft.
2) ALONG M300
 Before Critical Point (OKABU/288°/50)
Turn 180° into wind, track DCT MDN, descend to 14,000 ft. When within 25MDN,
descend to 10,000 ft and continue inbound to MDN VOR.
 After Critical Point

Continue along M300, descend to 14,000 ft. When at Point 1 (BULVA/108°/126),
track DCT to BAC W11 MDN, descend to 10,000 ft.

Preflight Check and
OPERATIONS MANUAL VOL. A FMS Setup
ETOPS Page : 19
3) ALONG P756 FROM MDN TO MABIX

4) ALONG M300 FROM OKABU TO BULVA

Preflight Check and
ETOPS Page : 20
8.5.10 CHECKLIST
8.5.10.1 DISPATCH
Note: A routine ETOPS flight may be downgraded to NON- ETOPS if the predicted
en-route alternate aerodrome are no longer available.
Check:

1) That nominated ETOPS en-route alternate aerodromes are annotated in the CFP

2) Flight is planned with Maximum ETOPS time of 90 minutes.
3) MEL / CDL status for dispatch deficiencies requiring:
a. Re-routing to a non-ETOPS route.
b. Route and / or approach limitations (NAV/COM items)
c. Fuel penalties and MTOW limitations
4). All en-route alternate aerodrome, departure alternate (if required) and destination
alternate for the following:
a. NOTAMs for all alternate airports. (hours of operation, availability of nav aids,
etc)
b. Planned landing minima required (Standard and ETOPS dispatch minima).If
not available in the SITA computer flight plan, derive en-route alternate
aerodrome minima from Section 8.5.2, Para 8.5.2.2 of this Chapter.
c. Weather forecast documents for all alternates (METAR / TAF) and period of
validity.
5). Fuel Planning:

a. Standard
b. Compute ETOPS critical fuel scenario if any en-route alternate aerodrome
other than those listed in Section 8.5.8 is used. Refer to Section 8.5.4, Para
8.5.4.5 of this section.
c. Fuel required for the flight.
6). Check QRH for one-engine net ceilings if en-route minimum safety altitude from the
CFP is more than FL 150.
8.5.10.2 COCKPIT PREPARATION
Check:
1) All approach and route charts required for the flight are on board.
2) AFML for no defect that affect the aircraft’s ETOPS status.
3) For correct operation of fuel cross feed valve at the appropriate phase.

Preflight Check and
ETOPS Page : 21
8.5.11 PREFLIGHT CHECK AND FMS SETUP
Continue with normal cockpit procedures. Time permitting on ground, check aircraft waypoint
on FLT PLAN. Ensure track and distance between waypoints are correct by crosschecking
charts and OFP.
Insert EEP (if applicable), ETP and EXP (if applicable) point in FLT PLAN using along track
displacement or abeam fix position method. Insert climb and cruise forecast wind on FLT PLAN
wind revision page. This will ensure ETOPS information regarding time predictions and

dependable fuel estimation will be available to the crew.

This requirement can also be done in-flight before ETOPS entry points. The schedule
departure time is the main priority on the ground. All FMS insertions are to be crosschecked
by the pilots.

OPERATIONS MANUAL VOL. A Taxiing
ETOPS Page : 22
8.5.12 TAXIING
The MEL may be consulted for any MASTER WARNING or CAUTION messages right up to
the moment of takeoff to check the aircraft’s status and possible procedure in-flight or it may
be used to help in decision making, but as like any other operations as soon as the aircraft is
moving under its own thrust, it is usually considered that the flight has commenced, which
means that MEL does not apply. However the decision to depart with a failure condition is left
to the Commander who may decide for operational or even economic reasons to rectify the
defect at the departure airport.

Crosscheck fuel on board before take-off.

OPERATIONS MANUAL VOL. A Inflight Procedures
ETOPS Page : 23
8.5.13 INFLIGHT PROCEDURES
1) After airborne and at a convenient time, the crew shall update the flight parameters and
send ETOPS message to operations of the following:
 Airborne time (UTC);
 Takeoff Fuel (x1000kgs );
 Takeoff Weight (x1000kgs);
 EEP, ETP, EXP and ETA time; and

 OPS NORMAL or other operational messages as required
2) Reference to MEL is not required for any defect occurring in-flight, whether airplane is

within the ETOPS segment or not.
3) Obtain updated weather for en-route / predicted alternates before ENTRY POINT. Note
that in-flight minima is based on landing minima for the expected runway in use.
8.5.13.1 FMS PROCEDURES
Follow FCOM procedures to display the EEP, ETP and EXP on the ND for available or
unavailable LAT/LONG coordinates.
8.5.13.2 RE-NOMINATION OF EN-ROUTE ALTERNATES.
The Commander may re-nominate other en-route alternates if required to continue ETOPS.
He shall inform Dispatch team in order to get necessary NOTAMs and weather update.
8.5.13.3 MAINTAINING MAXIMUM DIVERSION DISTANCE
The ETOPS flight shall always be within the approved maximum diversion distance from an en-
route alternate airport.
8.5.13.4 WEATHER UPDATE
Before ETOPS entry point:
With the support of Flight Watch or by their own means (VOLMET), the crew must make
every effort to obtain weather forecast or reports for ETOPS en-route alternates. Weather
forecast at the estimated time of arrival at the en-route
alternate airports must be higher than the normal operational minima.
Note: The ETOPS DISPATCH WEATHER MINIMA does not apply when airborne.
If weather forecast for nominated alternate is lower than the normal minima, nominate
other suitable alternate. Re-routing (if fuel and distance permitting) may be required or turn
back if re-routing is not possible.
After ETOPS entry point:
The crew should continue to update the weather forecast and reports for en-route alternates.
There is no requirement to modify the normal course of the flight if the weather degrades
below operational minima. As for a normal flight, the crew must make every effort to keep
themselves informed on the weather at the destination and the destination alternate.

OPERATIONS MANUAL VOL. A Inflight Procedures
ETOPS Page : 24
8.5.13.5 CREW PREPARATION AND BRIEFING.
Monitor aircraft status and ensure any failed systems have no effect on aircraft ETOPS status.
Check for indications of a fuel leak, the estimate fuel balance at critical point and compare to
the required critical fuel from the OFP.
Ensure adequate criteria are met and weather is equal or better than published approach
minima. If no updated information is available, the documents and weather from Dispatch at

reporting time will suffice.

Check and take note of closest adequate/suitable airport. Check applicable MORA, MOCA,
and MEA etc. along possible intended diversion route.
Prepare the performance data from FCOM in the event of diversion.
At this stage, the crew should have checked the aircraft’s ETOPS capability, diversion airport
availability, limiting terrain for diversion and the altitude capability for all ETOP strategies.
Decide on suitable strategies to be adopted.
Give a briefing highlighting all the points above. Continue monitoring weather and NOTAM and
brief any change of plan as required.
8.5.13.6 FUEL MONITORING
The procedures normally used as per airline policy are also applicable for ETOPS. This is
true even for flights where ETOPS fuel planning is the limiting factor. There is no requirement
in the ETOPS rules to reach the CP with the fuel on board (FOB) being at least equal
to the fuel required by critical diversion fuel scenario in OFP.
This means that CP should not be considered as a re-clearance point. Therefore, if during
the flight it appears that the estimated FOB at the CP will be lower than the fuel required
by the OFP critical fuel scenario, there is no requirement to make a diversion, provided the
estimate fuel at the destination is above the minimum required to divert to the destination
alternate. Normal company fuel policy applies. The crew must make every effort to minimize
fuel consumption for possible critical use. Minimum critical fuel (ETOPS critical fuel
reserve) required in flight (unlike the OFP plan fuel which only for dispatch planning)
should be based on actual prevailing conditions (weather, approach etc). Take note that
critical diversion fuel in OFP includes ‘icing condition’ reserve which may not be required
if no icing forecasted.
Nevertheless, it is recommended that if the CP is regularly over flown with a FOB lower
than the fuel required by critical fuel scenario, the appropriate corrective actions should
be taken in the way the required fuel is determined at dispatch.
(I.e. increased Performance Factor, Route Reserves, etc.)
8.5.14 IN-TRANSIT ETOPS SERVICE CHECK
ETOPS maintenance procedures request specific systems check before dispatching for
an ETOPS flight, which are described in the operator’s ETOPS service check manual.

In-Transit ETOPS
OPERATIONS MANUAL VOL. A Service Check
ETOPS Page : 25
For those ETOPS flight which are not dispatched from the operator main base, but from
an outstation following a first flight leg, all operational authorities agree on the fact that
the complete ETOPS service check should be performed at the operator’s main base and
a reduced ETOPS service check be done at the transit airport by the flight crew.
The reduced ETOPS service check would only include systems checks from the cockpit.

8.5.15 NON-NORMAL PROCEDURES
8.5.15.1 ETOPS DIVERSION DECISION MAKING

Non-Normal
ETOPS Page : 26
The recommendations and guidelines for in-flight re-routing or diversion decision-

making are published in the FCOM.
Close coordination with flight watch is required.
Refer to OM Part A, Chapter 8.3.21.1 for Batik Air’s diversion guidelines.
8.5.15.2 NAVIGATION EQUIPMENT FAILURE/LOSS OF RNP CAPABILITY

In most cases, ETOPS flights are conducted in area outside radio-navaid coverage. If

aircraft remains for long period of time in IRS ONLY NAVIGATION, then some specific
procedures, which are not directly linked to ETOPS, need to be considered.
Refer to OM-A 8.3.6.3 of this manual for RNP Airspace procedures.
8.5.15.3 DIVERSION AIRPORT BECOMES UNSUITABLE
Suitability of an airport in-flight shall not be understood strictly as described in

SUITABLE AIRPORTS definition (which is only applicable at dispatch). As a reminder,
ETOPS dispatch weather minima do not apply in-flight. An airport is considered
suitable (in-flight) if the weather (minimum of normal landing minima), approach
facilities and services at current time or estimated time of use support a safe landing.
En-route diversion airport is not limited to the nominated airports used in the OFP.
Loss of required facilities or deterioration of weather conditions below landing minima

at the alternate airport renders it unsuitable.
 If this situation occurs prior to entering the ETOPS segment:

- Another suitable airport must be found in order to continue the flight under
ETOPS rules.
- If this is not possible, If fuel on-board permitting, re-route to a point that will
allow a flight to be continued on a round-a-bout route to satisfy non-ETOPS
conditions.
- If this is still not possible, The aircraft will be diverted back to origin, or to a
suitable en route alternate for refueling.
 If this situation occurs after entering the ETOPS segment:
- There is no requirement to modify the normal course of flight if the weather
becomes below normal minima. The crew should continue to update weather
forecasts and reports for en-route alternates and destination.
- In the event of loss of required facilities or weather deteriorates, so that it is
unlikely that a successful landing could be achieved, the Commander must
make an operational decision as to whether to continue or to divert, after
considering the prevailing condition
8.5.15.4 FAILURE CASES REQUIRING A DIVERSION TO THE NEAREST AIRPORT.

Non-Normal
ETOPS Page : 27
In cases leading to a LAND ASAP or “Land at the Nearest Suitable Airport” message
on ECAM or QRH, the crew are to follow the procedures and land at the nearest
suitable airport.
LAND ASAP in RED requires greater urgency than LAND ASAP in AMBER (A320)
8.5.15.5 SPECIAL CONSIDERATION TO SYSTEM FAILURES
8.5.15.5.1 AFTER ENGINE START

After engine start, failures which were known at the time of flight preparation, are normally
already covered by MEL entries. Additional failures may occur which require the crew to
proceed as per company policy to dispatch the aircraft.
The decision to depart with a failure condition after the aircraft has moved under its own thrust
is left to the Commander who may decide for operational or even economical reasons to rectify
the defect at the departure airport.
8.5.15.5.2 HYDRAULIC SYSTEM FAILURE
For A320 if low level, low air pressure or overheat on blue hydraulic circuit, a diversion from
ETOPS route is required in case of:
- One IDG failure, or
- APU no start, or
- APU/APU GEN failure
Note: In case of Hydraulic Blue Low Level, Emergency Generator will be considered
unserviceable
8.5.15.5.3 ELECTRICAL SYSTEM FAILURE
Prior to ETOPS segment a sufficient number of reliable, independent and non- time - limited
electrical power sources must be available to ensure that basic aircraft functions including
communication, navigation and basic flight instrumentation (such as altitude, airspeed, attitude
and heading) remain available. Failure of standby generator prior to ETOPS segment
necessitates a diversion from ETOPS route.
For A320, if dispatched with Emergency Generator unserviceable, APU and APU GEN
requirements are subjected to MEL dispatch requirement.
For B737 NG, APU must be serviceable for ETOPS operations.
8.5.15.5.4 CARGO FIRE
In case of cargo Fire, diversion to the nearest suitable airport is mandatory, whatever is the
performance, in term of protection time of the fire extinguishing system.
Nevertheless, the final decision belongs to the crew who may choose a more distant airport
for operational reasons or for more appropriate airport safety equipment.
8.5.15.5.5 FAILURE CASES RESULTING IN AN OVER FUEL CONSUMPTION.
Fuel leak case is adequately covered in the QRH, where a LAND ASAP or Land at the Nearest
Suitable Airport is required.

Non-Normal
ETOPS Page : 28
Certain system failures may incur significantly higher than normal fuel consumption such as in
EMER ELEC configuration (due to engine anti ice valves remaining open), fuel system failure
cases leading to gravity feeding at lower altitudes, flaps/slats or landing gear extended or may
render part of fuel on board unusable. Fuel prediction of the FMS cannot be relied upon in
these cases. Fuel trends are to be monitored to ensure that at any time the minimum fuel to
destination or alternates is maintained.
Note: The crew must make every effort to minimize fuel consumption for possible critical use.
Minimum critical fuel required in flight (unlike the OFP plan fuel which only for dispatch
planning) must be enough to cover the diversion based on actual situation (weather, approach,

penalty etc) including the mandatory reserves as in company fuel policy.

Always check and update fuel predictions at destination and alternate for maximum
operational flexibility.
8.5.15.6 GUIDELINES FOR DIVERSION PROCEDURE
Conducting a Diversion
 Complete the related failure procedure;
 Inform ATC;
 Initiate the descent if required;
 Determine which en-route alternate is most suitable;
 Divert to chosen alternate; and
 Comply with preplanned diversion strategy and speed schedule or adjust the speed as
dictated by the evaluation of the actual situation.
During the diversion, the flight crew is expected to use the planned speed schedule.
However, based on the evaluation of the actual situation, the Commander has the authority to
deviate from this planned one-engine-inoperative speed and is free to adopt the most
appropriate strategy.
Nevertheless, each time a time-dependent situation occurs, the crew should conduct the
diversion at the maximum speed possible.
If a failure occurs that does not permit the aircraft to maintain current altitude, while waiting for
ATC clearance endeavor to clear the airway centerline by a reasonable margin before
descending through the next lower Flight Level. Once ATC notified of intentions continue on
adopted routing and strategy.
If failure requires re-routing away from original airway be aware of the proximity of
danger/restricted area (co-ordinate with ATC). Use TCAS where appropriate to avoid traffic.
Broadcast on present frequency and 121.5 of your intentions, position and altitude.
Keep a good look out and use all available lights.
8.5.16 POST FLIGHT
Ensure that all documents are properly filled up and stored in the flight documents envelope .

OPERATIONS MANUAL VOL. A Post Flight
ETOPS Page : 29

8.5.17 “FLIGHT FOLLOWING” ACROSS ETOPS SEGMENTS

Flight Following
OPERATIONS MANUAL VOL. A Across ETOPS
Segments
ETOPS Page : 30
1. “Flight following” involves the continuous monitoring of the availability of airports

nominated in the ETOPS flight plan.
2. The airports nominated are:-
a. Suitable airports nominated in the flight plan.
b. The last adequate airport before entering and the first adequate airport that ends the
ETOPS segment of the route.
3. Flight Dispatcher Procedures:
Flight dispatch will monitor the flight continuously, commencing at 60min before a flight

departs and till the aircraft touches down by utilizing Flight Radar. If the weather and / or

NOTAM render the flight plan invalid due to changes in the applicable airport status, the
flight will be replanned. This may include a renomination of the ETOPS enroute alternate
or the uplinking of a new flight plan with upper level winds (if applicable), to the crew.
Flight dispatch will communicate with the aircraft via ACARS (if installed) or voice
communication when required.
Note: When in-flight, the ETOPS Suitable airports weather checks will be against
landing minima instead of ETOPS minima.
4. Operational Control & Flight Dispatch:-

Operational control & flight dispatch are established through OCC. Two-way
communications between any flight and the control center is are available via VHF, HF,
ACARS (if installed), and SATCOM (if installed).
8.5.18 FLIGHT CREW TRAINING AND EVALUATION

Flight Crew Training
OPERATIONS MANUAL VOL. A and Evaluation.
ETOPS Page : 31
8.5.18.1 GENERAL
Batik Air is and will continue to ensure that all flight crew involved in ETOPS operation
will have achieved high levels of familiarity with relevant aspects of ETOPS.
From the flight crews viewpoint, the main difference between ETOPS and 3 or 4 engine
long range airplanes lie in the additional pre-flight preparations, both in terms of flight
planning and assessment of technical acceptability of the aircraft and the need for

heightened awareness of weather conditions at diversion airfields during the progress
of the flight. Flight crew will become ETOPS qualified, having demonstrated their

appreciation of the ETOPS requirements through ground training.
Batik Air will provide initial and recurrent training followed by an evaluation and
proficiency check.
8.5.18.2 TRAINING CONTENTS AND POLICIES
Refer to OM Part-D.

Flight Crew Training
OPERATIONS MANUAL VOL. A and Evaluation.
ETOPS Page : 32


VOL. A
CHAPTER 8.6
USE OF MEL / CDL

OPERATIONS MANUAL

USE OF MEL / CDL Page : 1
CHAPTER 8.6: USE OF MEL / CDL
8.6 USE OF MINIUM EQUIPMENT LIST / CONFIGURATION DEVIATIONS LIST .................... 3

8.6.1 GENERAL....................................................................................................................... 3
8.6.2 MEL AUTHORIZATION BY DGCA ................................................................................. 4
8.6.3 RECTIFICATION INTERVALS / REPAIR CATEGORIES ............................................... 5
8.6.4 RECTIFICATION INTERVAL EXTENSION (RIE) ........................................................... 6

8.6.5 RELEASE OF AN AIRCRAFT WITH INOPERATIVE ITEMS ......................................... 7

8.6.6 FLIGHT PREPARATION ................................................................................................ 8
8.6.7 DMI NOTIFICATION TO CREW ..................................................................................... 9
8.6.8 ACCEPTANCE BY THE PIC ........................................................................................ 10
8.6.9 MEL APPLICABILITY ................................................................................................... 11



8.6 USE OF MINIUM EQUIPMENT LIST / CONFIGURATION DEVIATIONS LIST
8.6.1 GENERAL
As its name implies, the Minimum Equipment List (MEL) lists all the safety-related items for which
revenue or training flights are permitted, even if the items are inoperative before the commencement
of the flight.

The MEL specifies the dispatch conditions be fulfilled and the procedures to be performed in order to
permit the revenue flights to be flown with the inoperative / missing item for a limited period of time

(e.g. transfer of the function to another operating component, operational limitations, performance
penalties, reference to other instrument providing the required information, etc.).
The MEL is a document developed by BATIK AIR through its MEL Review Board which consists of
representative from Operation Engineering, Operation Safety Pilot, Operation Standard, and
Maintenance & Engineering Department, on the basis of the aircraft manufacturer’s Master MEL
(MMEL) and, for airframe/engine structural components, the approved Configuration Deviation List
(CDL, part of the Aircraft Flight Manual). It is customized to take into account BATIK AIR own
operational policies, CASR regulatory requirements, as well as the minimum equipment required in
some particular airspaces and areas where BATIK AIR conduct operations.
The following instruments and equipment may not be included in the MEL:
• Instruments and equipment that are either specifically or otherwise required by the
airworthiness requirements under which the airplane is type certificated and which are
essential for safe operations under all operating conditions;
• Instrument and equipment that are not included in the aircraft manufacturer’s MMEL (MEL
cannot be less restrictive than manufacturer MEL);
• Instruments and equipment required by an airworthiness directive to be in operable condition
unless the airworthiness directive provides otherwise.
• Instruments and equipment required for specific operations under CASR 91 / 121.

Rectification
OPERATIONS MANUAL VOL. A Intervals / repair
Categories
8.6.2 MEL AUTHORIZATION BY DGCA
Use of MEL by BATIK AIR for an individual aircraft MEL is subject to prior authorization by DGCA after
being reviewed and evaluated by their representative from Operations and Maintenance department.
The list of aircraft for which BATIK AIR is authorized by DGCA to use MEL is indicated in BATIK AIR’s
Operation Specifications.

BATIK AIR authorized to use MEL for all its aircraft.

Rectification
OPERATIONS MANUAL VOL. A Intervals / repair
Categories
8.6.3 RECTIFICATION INTERVALS / REPAIR CATEGORIES
For each item included in the MEL, the Rectification Interval (or Repair Category) defines the
maximum allowable timeframe during which the aircraft may be dispatch with the item being
inoperative provided all provisions, procedures and limitations of the MEL are complied with.
The following rectification intervals are defined:

RECTIFICATION INTERVALS / REPAIR CATEGORIES
For items in this category, no standard interval is specified.

A However, items in this category must be rectified in accordance with the
conditions stated in the remarks or exceptions column of the MEL.
Items in this category must be repaired within three (3) consecutive
calendar days (72 hours) excluding the day the malfunction was recorded
B in the aircraft technical logbook.
For example, if it were recorded at 10 a.m. on January 26th, the three day
interval would begin at midnight the 26th and end at midnight the 29th
Items in this category must be repaired within ten (10) consecutive
calendar days (240 hours) excluding the day the malfunction was
C recorded in the aircraft technical logbook.
For example, if it were recorded at 10 a.m. on January 26th, the 10 day
interval would begin at midnight the 26th and end at midnight February 5th.
Items in this category must be repaired within one hundred and twenty
D (120) consecutive calendar days (2880 hours), excluding the day the
malfunction was recorded in the aircraft technical logbook.
However, 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.
It is BATIK AIR policy that every effort is made to maintain 100 % serviceability with rectification being
initiated at the first practical opportunity.

Rectification
OPERATIONS MANUAL VOL. A Intervals
Extension (RIE)
8.6.4 RECTIFICATION INTERVAL EXTENSION (RIE)
Aircraft dispatch is not permitted if the rectification interval has expired. However, BATIK AIR may
apply a one-time extension only for ‘B’ and ‘C’ rectification intervals. Line Maintenance personnel who
extend the DMI on ‘B’ or ‘C’ rectification intervals on the first time (B1 or C1) must seek an approval
through MCC from the Engineering Quality Manager.
In exceptional circumstances, BATIK AIR may directly negotiate with DGCA for a second extension

of the Rectification Interval (B2 or C2). This permission can only be granted by DGCA.

Release of An
OPERATIONS MANUAL VOL. A Aircraft With
Inoperative Items
8.6.5 RELEASE OF AN AIRCRAFT WITH INOPERATIVE ITEMS
An item must be considered as “inoperative”, when it does not satisfactorily fulfill its intended function,
regardless of the reason:
• It does not work at all, or

• It does not ensure all functions for which it was designed, or
• It does not consistently work within its designed operating limits or tolerances, or

• It is requested to be considered inoperative by the dispatch conditions, or

• It is not available as the result of a primary failure.
Whenever an aircraft is released by maintenance for dispatch with equipment inoperative, the
following rules apply:
• The flight dispatch must be advised in the sooner delays such as items that have an impact on
aircraft performance could be taken into account;
• The Aircraft Flight and Maintenance Log (AFML) aboard the aircraft must contain a detailed
description of the inoperative equipment including the repair interval category from the MEL,
the MEL reference, the time of sign-off, special advise to the flight crew, and if necessary,
information about corrective action taken;
• When they are accessible to the crew in flight, the control(s) and/or indicator(s) related to
inoperative equipment must be clearly placarded, according to provisions of the MEL;
• If inadvertent operation could produce a hazard, such equipment must be rendered
inoperative (physically), according to provisions of the MEL.

OPERATIONS MANUAL VOL. A Flight Preparation
8.6.6 FLIGHT PREPARATION
It is responsibility of the maintenance department to advise FOO as soon as possible before schedule
flight departure, or any known MEL items, missing or unserviceable equipment that may affect the
operations of the flight.
It is responsibility of the FOO to ascertain the restrictions the MEL item will impose on the flight, based
on current weather and runway condition expected on the flight’s planned route, and ensuring the MEL
item is noted in the Flight Crew’s pre-flight briefing, along with any operational procedure and any

special monitoring or report that may be requested by maintenance. If the PIC refuses to accept the
aircraft with the MEL item for any reason, the FOO will immediately advise the Flight Operations

Services for direction.
The PIC is responsible for ensuring that the MEL items included in his pre-flight briefing have not
changed. If any change has occurred in the maintenance status of the aircraft, the PIC must notify the
FOO, as this change may require an amended operational flight plan.

DMI Notification to
OPERATIONS MANUAL VOL. A Crew
8.6.7 DMI NOTIFICATION TO CREW
DMI are notified to flight crew in three ways:
• Flight crews can view DMI through the Crewlink website (under the title ‘information’) using
their private computer / connected device any time before they arrive at the FLOPS.
• In FLOPS desk, any DMI reported by MCC for a particular aircraft and for the day, are
presented in A4 papers clipped and bundled so it can be viewed for pilot FLOPS preflight
briefing.

• Any applicable DMI is also directly reported by MCC in the cockpit for pilot preflight briefing.

Acceptance By
OPERATIONS MANUAL VOL. A PIC
8.6.8 ACCEPTANCE BY THE PIC
The Pilot in Command has full authority to have allowable inoperative items corrected prior to flight will
take precedence over the provisions contained in MEL, whenever in his judgment such added
equipment is essential to the safety of a particular flight under the special conditions prevailing at the
time.
Still, all equipment related to the airworthiness and operation of the aircraft NOT listed on the
BATIK AIR MEL for the specific aircraft to be flown must be operative.
The pilot in command shall ensure that all mechanical irregularities occurring during flight time are

entered in the maintenance log of the airplane at the end of that flight time. Before each flight the pilot

in command shall ascertain the status of each irregularity entered in the log at the end of the
preceding flight.
The Pilot in Command may preclude a flight from departing until any defect affecting airworthiness is
processed in accordance with the MEL/CDL.
Discrepancies occurring during line operations of airplanes shall be recorded in the Batik Air Airplane
Log Book System. The Log Book System consists of 3 (three) basic bound volumes carried on board
all Batik Air airplanes, they are:
1. Aircraft Flight Maintenance Log (AFML) BA-TF-02-04;
2. Cabin Maintenance Log (CML) BA-TF-02-33;
3. Maintenance Deferred Items (DMI) BA-TF-03-01.
In addition, when dispatching an aircraft with multiple MEL items inoperative, it must be checked that
any interface or interrelationship between inoperative items will not result in degradation in the level of
safety and/or an undue increase in crew workload. It is particularly in this area of multiple
discrepancies and especially discrepancies in related systems that good judgment, based on the
circumstances of the case including climatic and en-route conditions must be used.
In case there is unsolved problem between PIC and maintenance regarding MEL interpretation, PIC
must contact Mission Control (MC) to coordinate with Chief Pilot and Quality Assurance Department.
MC then informed the final conclusion to PIC as soon as possible.

OPERATIONS MANUAL VOL. A MEL Applicability
8.6.9 MEL APPLICABILITY
The provisions of the MEL are applicable until the aircraft commences the flight (i.e. when the aircraft
begins to move under its own power for the purpose of preparing for take-off).
Failures occurring between “Off Blocks” and “Brake Release” require accomplishment of the
appropriate abnormal procedure by the crew. Upon completion of the procedure, once the failure has
been clearly identified and confirmed, and prior to take-off, the MEL must however be consulted:

• If the item is NO GO or if the MEL requires the completion of a maintenance procedure, the
PIC must return to the blocks;

• If the item is “GO” or “GO IF” in the MEL, any decision to continue the flight must be subject to
PIC judgment and good airmanship taking into account all other relevant factors, performance
penalties and operational restrictions related to the intended flight.
The MEL may also be consulted in flight to decide on an in-flight turn back depending on the “GO”/”NO
GO” status of the failed function and the possibility to repair the failure at the destination.

OPERATIONS MANUAL VOL. A MEL Applicability


VOL. A
FLIGHT
CHAPTER 8.7

OPERATIONS MANUAL
SPECIAL AND NON-REVENUE

SPECIAL AND NON-REVENUE FLIGHTS Page : 1
CHAPTER 8.7: SPECIAL AND NON-REVENUE FLIGHTS
8.7 SPECIAL AND NON-REVENUE FLIGHTS............................................................................ 3

8.7.1 CHARTER / NON-SCHEDULED FLIGHTS .................................................................... 3
8.7.1.1 GENERAL................................................................................................................... 3
8.7.1.2 APPROVAL BY DGCA ............................................................................................... 4
8.7.1.3 CREW REQUIREMENTS ........................................................................................... 4

8.7.1.4 PROCEDURES AND RESTRICTIONS ...................................................................... 4

8.7.1.5 PIC INTERFACING WITH PASSENGERS GROUP LEADER ................................... 5
8.7.2 MAINTENANCE TEST FLIGHTS. .................................................................................. 6
8.7.2.1 GENERAL................................................................................................................... 6
8.7.2.2 MAINTENANCE TEST FLIGHT CATEGORIES ......................................................... 6
8.7.2.4 PROGRAM ................................................................................................................. 7
8.7.3 BASE TRAINING FLIGHTS ............................................................................................ 8
8.7.3.1 GENERAL................................................................................................................... 8
8.7.3.2 CREW QUALIFICATION REQUIREMENTS ............................................................... 8
8.7.4 AIRCRAFT POSITIONING FLIGHTS ............................................................................. 9
8.7.4.1 GENERAL................................................................................................................... 9
8.7.4.2 APPROVAL FROM DGCA .......................................................................................... 9
8.7.5 FERRY FLIGHTS ......................................................................................................... 10
8.7.5.1 GENERAL................................................................................................................. 10
8.7.5.2 APPROVAL BY DGCA ............................................................................................. 10
8.7.5.3 CREW REQUIREMENTS ......................................................................................... 10
8.7.5.4 PROCEDURES AND RESTRICTIONS .................................................................... 10
8.7.6 DELIVERY/RE-DELIVERY FLIGHTS ........................................................................... 11
8.7.6.1 GENERAL................................................................................................................. 11
8.7.6.2 APPROVAL BY DGCA ............................................................................................. 11
8.7.6.3 CREW REQUIREMENT ........................................................................................... 11
8.7.6.4 PROCEDURES AND RESTRICTION ....................................................................... 11



Charter / Non
OPERATIONS MANUAL VOL. A Schedule Flights
8.7 SPECIAL AND NON-REVENUE FLIGHTS
BATIK AIR as air Carrier is authorized to conduct special flights. The over-flying and landing permits
necessary for the execution of those flights will be applied for and on behalf of BATIK AIR.
Special flights may consist of:
• Charter/non-scheduled flights;
• Maintenance test flights;
Training flights;

•
Positioning flights;

•
• Ferry flights;
• Delivery/Re-Delivery flights.
8.7.1 CHARTER / NON-SCHEDULED FLIGHTS
8.7.1.1 GENERAL
A charter flight is a commercial flight whereby a private company, an organization (Indonesian

government, non-governmental or international organizations) or even an individual pays for all the
aircraft seats to be occupied by passengers of their choice.
This is subject to the establishment of contract signed by both parties (BATIKAIR and the chartering
company/organization/individual) laying down their respective rights and obligations.
Requests for charter/non-scheduled flights are usually addressed to Operations Directorate by

Commercial Directorate. This request could be relative to:
• Supplemental flights between airports from/to which BATIK AIR is already approved to operated
(as indicated in the OpSpecs);
• Charter flight to/from destination(s) not included in BATIK AIR OpSpecs.
Upon reception of a request for charter/non-scheduled flights between airports that are not included in
BATIK AIR OpSpecs, a specific route study is carried out by Operations Directorate. This includes study
and identification of:
• Appropriate routing;
• Performance and limitations;
• Airport compatibility;
• Identification by reference to local AIP of any additional operational requirements linked to the
route or area of operations and of any additional requirements that may be imposed by local
civil aviation authorities;
• Identification of allowable payload, etc.
Upon completion of the route study, outcomes are communicated:
• To Commercial Directorate, for commercial decision regarding the considered flight(s).

• To Safety & Security Directorate, such as a specific risk assessment regarding the intended
operation is performed. This risk assessment allows to identify any particular risk linked to that
operation and to set up appropriate mitigations/procedures if necessary.

Charter / Non
8.7.1.2 APPROVAL BY DGCA
Operations between airports listed in OpSpecs:
BATIK AIR is approved to conducted charter/non-scheduled operations without further approval from
DGCA between airports specified in its OpSpecs.
Operations between airports NOT listed in OpSpecs
For charter/non-scheduled operations between airports not included in the OpSpecs, BATIK AIR must
look for a Non objection letter / acknowledgement / approval from DGCA before operating the flight(s).

For this purpose, BATIK AIR provides the Authority with all pertinent information and outcomes from the
route study and of the risk assessment for the authority to determine if the intended flight(s) can be
conduct safely in compliance with the pertinent requirements of appropriate regulations.
In case further discussions with or approval from local civil aviation authorities are necessary (e.g.
country from/to where flights will be operated), Commercial Directorate is in charge to interface with
authority representatives.
8.7.1.3 CREW REQUIREMENTS
For charter/non-scheduled flights, minimum crew qualifications requirements described in OM Part A,

Chapter 4 - “Crew Composition” apply.
For charter/non-scheduled flights between airports NOT included in the OpSpecs, Chief pilot and Head
of In-flight services remain ultimately responsible for designating the most appropriate crew according
to the outcomes of the route study and risk assessment.
8.7.1.4 PROCEDURES AND RESTRICTIONS
Operations between airports listed in OpSpecs
All rules and procedures described in the Operations Manual Parts A/B/C must be complied with.
Operations between airports NOT listed in OpSpecs
Due to the varying nature of routes / areas of operations / destinations that may flown for the purpose
of charter/non-scheduled flights, a specific route briefing is provided by Chief Pilot and Flight Standards
Department to all designated pilots and Flight Operations Officers.
This briefing highlights the main outcomes of the study and emphases on:
• Airports / Route particularities,

• Particular risks identified during the risk assessment,
• Any specific operational procedures set up for operating the route.

Charter / Non
This same information will also be made available to slip crews or station personnel at en-route or
terminal stations.
All deviations from rules and procedures described in the Operations Manual Parts A/B/C and additional
operational limitations or restrictions must be specified in written by the Operations Director, and has
received approval from DGCA.
8.7.1.5 PIC INTERFACING WITH PASSENGERS GROUP LEADER

If the chartering company/organization/individual has designated a group leader for the group of people
being transported, the PIC is requested to contact him either through the ground staff or the flight

attendants for the purpose of establishing liaison, such as all potential problems related to that particular
group during flight could be managed through the group leader. If practicable, this should be done before
the flight otherwise at an early stage of the flight.

Maintenance test
OPERATIONS MANUAL VOL. A Flights
8.7.2 MAINTENANCE TEST FLIGHTS.
8.7.2.1 GENERAL
Where an aircraft has undergone a modification or repair which may have appreciably changed its flight
characteristics or substantially affected its operation in flight, such aircraft must not be returned to
service until a licensed pilot, appropriately rated and authorized for the purpose, has tested the aircraft
and certified that its performance and flight characteristics are satisfactory.

The conditions under which maintenance test flights are mandatory to meet airworthiness requirements

are outlined in the maintenance manuals for each aircraft type. Request for technical flights are
addressed to Operations Directorate by Maintenance and Engineering Directorate.
8.7.2.2 MAINTENANCE TEST FLIGHT CATEGORIES
Category A maintenance test flights include technical flights performed:
• After a major overhaul check;

• For aircraft performance test;
• If more than one engine reinstallation;
• After replacement or removal/reinstallation of vertical stabilizer, horizontal stabilizer;
Category B maintenance test flights include all technical flights not included in Category A, i.e.:
• Vibration or other conditions affecting airworthiness, which its causes not revealed through test
on the ground;
• Trouble affecting airworthiness has been eliminated but result of action taken can’t be checked
without a test flight;
• On request or any special cases, i.e. aircraft systems check, airborne equipment check, etc.
For maintenance test flights, flight crew must be composed of:
• Pilot-in Command: Flight Instructor (Airplane);

• Second-in-Command/co-pilot: Regular First Officer (F/O), with ample experience on the aircraft
type concerned.

Maintenance test
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:
• Limited to the minimum;

• Recorded in the journey log as additional crew members.
The Operations Director or the Chief pilot must assign the crew and validate the presence of the other

people on board.

8.7.2.4 PROGRAM
A maintenance test flights must be performed according to a program issued by the Maintenance &
Engineering Directorate and agreed by the Operations Directorate.
The designated flight crew must be brief on:

• The reason for the technical flight;
• The maintenance test flights program;
• How the preceding work may influence the flight characteristics of the aircraft.
Proper release from the Maintenance & Engineering Directorate, specifying the purpose of the
maintenance test flight is required prior to test flight.
• A satisfactory ground functional test is required prior to the test flight, and must be performed
by the assigned engineer in presence of the PIC designated for that flight.
• Maintenance test flights normally terminate at the departing station, but if due to operational
reasons, it may end up at other than the departing station.
• Maintenance test flights are to be carried out during daylight hours, VMC and over open water
or not in congested area.
• The test items sequence must follow an established Technical flight Report Form published by
the Maintenance & Engineering Directorate.
• Engine shut down must not be carried out below 13,000 feet except in case of emergency.
• Apart from flight crew, only official observer directly concerned with the execution of test flight
may be onboard.
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
In all other aspects, maintenance test flights must follow the rules and procedures laid down in the
Operations Manual Parts A/B/C unless specific tests program request otherwise.

Base Training
8.7.3 BASE TRAINING FLIGHTS
8.7.3.1 GENERAL
BASE Training flights are non-revenue (no passenger, no cargo) flights conducted with the purpose of:
• Commander / pilot qualification / requalification;

• Training the abilities of pilots under normal and abnormal conditions;

• In-flight proficiency check (even if those checks are normally conducted on simulators).

They are conducted under the responsibility of the Training Manager, but the final decision to carry out
the actual training flight and the responsibility for adherence to Company rules, procedures and syllabi
described in the Operations Manual (in general and Part D in particular), remains with the designated
Pilot in Command.
These flights may be supervised by a DGCA inspector.
8.7.3.2 CREW QUALIFICATION REQUIREMENTS
For training flights, flight crew must be composed of:
• Pilot-in Command: Qualified PIC holding a Flight Instructor (Airplane) for the type;
• Pilot under training: Must at least hold a CPL with Instrument Rating and have successfully
passed a simulator check.
The flight instructor must act as a safety pilot and must seat on left or right hand seat to be able to take
over control at any time if necessary. He/ must have adequate vision forward and to each side of the
aircraft.
The flight instructor/check pilot must ensure that all base training/check flights are conducted in VMC
and to ensure all maneuver can be conducted with a high degree of safety.
The Flight Instructor / check pilot must NOT simulate any non-normal situations listed below:
• High speed rejected take off;

• Windshear avoidance and recovery maneuvers;
• GPWS/ EGPWS response to alert, warning and recovery maneuver;
• Avoidance maneuver for CFIT;
• Engine failure by fuel control lever/switch;
• Jet upset maneuver;
• TCAS response maneuver (RA);
• Pulling of any circuit breaker to fail aircraft systems;
• Aircraft stall.

Aircraft Positioning
8.7.4 AIRCRAFT POSITIONING FLIGHTS
8.7.4.1 GENERAL
A positioning flight is a non-revenue flight (no passenger, no cargo) to position an aircraft to an

aerodrome from where commercial operations are to be conducted. BATIK AIR crew members (flight
crews and/or flight attendants) may also be transported on the way to or from flight duty.

8.7.4.2 APPROVAL FROM DGCA

Positioning flights require prior approval from DGCA.
The crew could be limited to the minimum flight crew described in OM Part A, Chapter 4 - “Crew
Composition”.
Other crews (Flight Crews and/or Flights attendants) on their way to/or from flying duty are considered
extra crew.
In the event there is no Flight Attendant among extra crew, the Pilot in Command must nominate one
crew member to be responsible for cabin safety checks and duties.
Except for specific procedures regarding cabin safety due to the potential absence of flight attendants
(see above), all rules and procedures described in the Operations Manual Parts A/B/C must be complied
with. A specific briefing must be provided by Chief Pilot and, where applicable, by the Head of In-flight
services all designated crews.

OPERATIONS MANUAL VOL. A Ferry Flights
8.7.5 FERRY FLIGHTS
8.7.5.1 GENERAL
Ferry flight are those non-revenue flights (no passenger, no cargo) operated with unserviceable
equipment or systems (beyond MEL tolerances) to a maintenance base when repairs or replacements
cannot be made at the initial location of the aircraft (e.g. operating an aircraft unpressurized, or with the
gear extended, or in the case of a four-engine aircraft with one engine inoperative).


These flights require internal approval by BATIK AIR Maintenance & Engineering and by Operations
Directors.
An application in view of obtaining an approval must also be submitted to DGCA. The application must
contain all pertinent information for the authority to be able to determine the ferry flight can be conduct
safely in compliance with the pertinent requirements of appropriate regulations.
The crew must be limited to the minimum flight crew described in OM Part A, Chapter 4 - “Crew
Composition”.
For ferry flight, the designated PIC must been trained and must have demonstrated his competence to
handle the aircraft in all maneuvers associated with a flight of this type.
It must be the responsibility of PIC of the aircraft to be ferry to ensure that the following restrictions are
observed in respect of such flight:
• The aircraft must be airworthy in every respect with the exception of the faulty system and/or its
accessories;
• All limitations in the AFM and Operations Manual Parts A/B/C must be complied with;
• Any additional specific procedures or limitation required by the Authority must be complied with.

Delivery/Re-
OPERATIONS MANUAL VOL. A Delivery Flights
8.7.6 DELIVERY/RE-DELIVERY FLIGHTS
8.7.6.1 GENERAL
Delivery flights are flights where an aircraft is flown from the seller’s or lessor’s facility to Batik Air or vice
versa.

These flights require approval from DGCA.

An application in view of obtaining an approval must be submitted to DGCA. The application must
contain all pertinent information for the authority to be able to determine the flight can be conduct safely
in compliance with the pertinent requirements of appropriate regulations.
8.7.6.3 CREW REQUIREMENT

The crew must be limited to the minimum flight crew described in OM Part A, Chapter 4 - “Crew
Composition”.
The designated PIC must been trained and must have demonstrated his competence to handle the
aircraft in all maneuvers associated with a flight of this type.
If icing conditions are expected the flight crew must be trained on icing and de-icing procedures
8.7.6.4 PROCEDURES AND RESTRICTION

It must be the responsibility of PIC of the aircraft to be deliver/re-deliver to ensure that the following
procedures and restrictions are observed in respect of such flight:
 The aircraft must be airworthy in every respect with the exception of the faulty system and/or its
accessories which is/are acceptable in accordance to the aircraft MMEL;
 All limitations in the AFM and Operations Manual Parts A/B/C must be complied with;
 Any additional specific procedures or limitation required by the Authority must be complied with;
 An aircraft that is RVSM compliant on delivery may operate in RVSM airspace provided
that the crew is trained on RVSM policies and procedures applicable in the airspace. The DGCA
will issue the operator a letter of authorization approving the operation.
The notification to the RVSM monitoring authority should be in the form of
a letter, e-mail or facsimile, documenting the one-time flight. The planned date of the
flight, flight identification, registration number and aircraft type/series should be
included;
 Provided all normal requirements are fulfilled, non-revenue passengers (supernumeraries) may
be carried if this not excluded on the Certificate of Airworthiness and Certificate of Registration.
Full insurance coverage must be assured. For some delivery flights, the DCA might only issue
a “Ferry Permit” in lieu of the Certificate of Airworthiness and the Certificate of Registration. This
Ferry Permit may exclude the carriage of persons other than flight crew and engineers.
 If onboard additional qualified flight crew and/or Engineer(s) which are SEP trained and current,
then there is no requirement for the carriage of Flight attendant
 Aircraft Pre-Delivery & Entry Into Service Check List (Form No: BA-OPS-0070) must be duly
completed as necessary. Refer to appendix 8.K

Delivery/Re-
OPERATIONS MANUAL VOL. A Delivery Flights


VOL. A
CHAPTER 8.8

OPERATIONS MANUAL
OXYGEN REQUIREMENTS
OPERATION MANUAL VOL.A Table of Content
OXYGEN REQUIREMENTS Page : 1
CHAPTER 8.8: OXYGEN REQUIREMENTS
8.8 OXYGEN REQUIREMENTS ................................................................................................3

8.8.1 GENERAL ...................................................................................................................3
8.8.2 REQUIREMENTS FOR CREWMEMBERS AND PASSENGERS .................................4
8.8.2.1 SUPPLEMENTAL OXYGEN.....................................................................................4

8.8.2.2 FIRST AID OXYGEN................................................................................................5
8.8.3 PROTECTIVE BREATHING EQUIPMENT (PBE) .........................................................6

8.8.3.1 FLIGHT CREW QUICK DONNING MASKS ..............................................................7
8.8.3.2 PORTABLE PROTECTIVE BREATHING EQUIPMENT ............................................7
8.8.3.3 PBE CHECK BEFORE FLIGHT................................................................................7
8.8.4 GENERAL PRECAUTIONS WHILE USING OXYGEN ..................................................8
8.8.5 PASSENGERS BRIEFING ...........................................................................................9

OPERATION MANUAL VOL.A Table of Content


OPERATION MANUAL VOL.A General
8.8 OXYGEN REQUIREMENTS
8.8.1 GENERAL
Adequate breathing oxygen must be provided to the crew and passengers for sustenance in case of
depressurization, smoke or toxic gas emission.
The Pilot in Command must ensure that oxygen is provided for and continuously used by:

• Each flight crew on flight deck duty whenever cabin pressure altitude exceeds 10,000ft.

• Each crewmember whenever cabin pressure altitude exceeds 10,000 ft for a duration of more
than 30 minutes
• Each crewmember whenever cabin altitude exceeds 12,000 ft.
Refer to the respective aircraft type FCOM as well as to SEP manual for detailed description of the
oxygen system and of its operation.

Requirements For
OPERATION MANUAL VOL.A Crew Members
and Passengers
8.8.2 REQUIREMENTS FOR CREWMEMBERS AND PASSENGERS
8.8.2.1 SUPPLEMENTAL OXYGEN
To operate a pressurized aircraft above 10,000 ft, the quantity of supplemental oxygen to be available
on board for sustenance purpose must be established based on 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.

After the failure, the aircraft must be considered descending to a flight altitude that will allow
successful termination of the flight.in accordance with the emergency procedures specified in the
Airplane Flight Manual, without exceeding its operating limitations.
The cabin pressure altitude being considered the same as the aircraft altitude following a cabin
depressurization, the quantity of supplemental oxygen must be determined as required by the
following table:
(See next page)

Requirements For
OPERATION MANUAL VOL.A Crew Members
and Passengers
SUPPLY FOR DURATION AND CABIN PRESSURE ALTITUDE
Flight crews Entire flight time when the cabin pressure altitude exceeds 10,000 ft,
on flight deck duty but in no case less than 2 (two) hours supply(1)
Entire flight time when cabin pressure altitude exceeds 12.000 ft and
Crewmembers other than entire flight time when cabin pressure altitude is greater than 10,000
flight crews on flight deck duty ft., but does not exceed 12,000 ft, after the first 30 minutes at these

altitudes.

Entire flight time when the cabin pressure altitude exceeds 15.000 ft,
100% of passengers
but in no case less than 10 minutes
Entire flight time when the cabin pressure altitude exceeds 14.000 ft.
30% of passengers
but does not exceed 15.000 ft.
Entire flight time when the cabin pressure altitude exceeds 10.000 ft.
10% of passengers but does not exceed 14.000 ft. after the first 30 minutes at these
altitudes.
NOTE: (1) 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 feet in ten (10) minutes and followed by
110 minutes at 10.000 ft.
8.8.2.2 FIRST AID OXYGEN
Additional "first aid oxygen" is required for treatment of those passengers who, for physiological
reasons, and after having been provided with the supplemental oxygen during emergency descent
initiated due to a depressurization, still need to breathe undiluted oxygen when the amount of
supplemental oxygen has been exhausted.
A supply of “first aid oxygen” must be provided for two percent of the occupants for the entire flight
after cabin depressurization at cabin pressure altitudes above 8,000 feet, but in no case to less than
one person.
This quantity of oxygen, required as first aid oxygen, is independent to and must be added to the
required “supplemental oxygen” quantity for the case of emergency descent.
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.

Protective
OPERATION MANUAL VOL.A Breathing
Equipment (PBE)
8.8.3 PROTECTIVE BREATHING EQUIPMENT (PBE)
Protective Breathing Equipment (PBE) items are designed to protect the flight crew from the effects of
smoke, carbon dioxide or other harmful gases or an oxygen deficient environment caused by other
than an airplane depressurization while on flight deck duty and protect other crewmembers from the
above effects while combating fires on board the airplane.
Two types of equipment are found on board:

• Quick donning masks at flight crew duty stations;
• Portable PBE.

Protective
OPERATION MANUAL VOL.A Breathing
Equipment (PBE)
8.8.3.1 FLIGHT CREW QUICK DONNING MASKS
Each flight crew member station is equipped with easily accessible and quick donning type protective
device equipment. They are used both as flight crew duty station protective breathing equipment and
as supplemental oxygen dispensing unit.
Refer to respective aircraft type FCOM for detailed description and operation of quick donning masks.

8.8.3.2 PORTABLE PROTECTIVE BREATHING EQUIPMENT

In addition to flight crew duty station PBE, portable PBE units designed to provide breathing gas for 15
minutes at pressure altitude of 8,000 ft are provided.
The locations of PBE are as follows:
• One (1) PBE is required for each hand fire extinguisher located for use in a galley;
• One (1) on the flight deck;
• In each passenger compartment, one (1) for each hand fire extinguisher, to be located within
three (3) feet of each required hand fire extinguisher;
• One (1) for use in each Class A, B, and E cargo compartment.
NOTE: the oxygen required for breathing protection can be included in the supplemental oxygen for
the purpose of meeting minimum supplemental oxygen requirement for a crewmember.
Refer to respective aircraft type FCOM as well as to SEP manual for detailed description and
operation of portable PBE.
8.8.3.3 PBE CHECK BEFORE FLIGHT
Before each flight, each item of PBE at flight crew member duty stations must be checked by the flight
crew member who will use the equipment and each item of PBE located at other than a flight crew
member duty station must be checked by a designated crew member.
The crewmember must ensure that the PBE is properly stowed and serviceable.
Refer to respective aircraft type FCOM as well as to SEP manual for detailed description of the check
procedure

General
OPERATION MANUAL VOL.A Precautions While
Using Oxygen
8.8.4 GENERAL PRECAUTIONS WHILE USING OXYGEN
When oxygen is used from any source for any reason, the following precautions are to be observed:
• Oxygen must not be used near a spark, flame, or lighted tobacco;

• When the passenger oxygen system is in use, smoking is not permitted on the flight deck;
• While anyone is using oxygen on the flight deck, smoking is not permitted on the flight deck;

• Mineral-based oils (used in common cosmetics and lip balms) must not come in contact with

or near oxygen equipment.
When portable oxygen or the aircraft passenger oxygen system is no longer used, the oxygen supply
valve(s) is to be closed to preserve the remaining oxygen supply and reduce the hazard of fire.

Passengers
OPERATION MANUAL VOL.A Briefing
8.8.5 PASSENGERS BRIEFING
Before each flight, a briefing on the necessity to use oxygen in the event of a cabin depressurization
and instructions regarding the use of the oxygen dispensing equipment is provided to passengers.
Refer to OM Part A, Chapter 8.3.20.6 - “Passenger Briefing Procedures”.


Passengers
OPERATION MANUAL VOL.A Briefing


VOL. A
WEAPONS
CHAPTER 9

OPERATIONS MANUAL
DANGEROUS GOODS AND

DANGEROUS GOODS AND WEAPONS Page : 1
CHAPTER 09: DANGEROUS GOODS AND WEAPONS
9.1 TRANSPORT OF DANGEROUS GOODS ................................................................................. 3

9.1.1 GENERAL .......................................................................................................................... 3
9.1.2 BATIK AIR AUTHORIZATION ........................................................................................... 3
9.1.3 DEFINITIONS ..................................................................................................................... 4

9.1.3.1 CONTRACTED SERVICES ............................................................................................ 4

9.1.3.2 RECORD KEEPING ....................................................................................................... 4
9.2 CLASSIFICATION AND LABELING OF DANGEROUS GOODS ............................................. 5
9.2.1.1 CLASS 1 – EXPLOSIVES............................................................................................... 5
9.2.1.2 CLASS 2 – GASES ......................................................................................................... 6
9.2.1.3 CLASS 3 - FLAMMABLE LIQUIDS ................................................................................. 6
9.2.1.4 CLASS 4 – FLAMMABLE SOLIDS ................................................................................. 7
9.2.1.5 CLASS 5 – OXIDIZING MATERIAL AND ORGANIC PEROXIDE .................................. 7
9.2.1.6 CLASS 6 – TOXIC AND INFECTIOUS SUBSTANCES .................................................. 8
9.2.1.7 CLASS 7 - RADIOACTIVE MATERIALS ........................................................................ 8
9.2.1.8 CLASS 8 – CORROSIVES ............................................................................................. 8
9.2.1.9 CLASS 9 - MISCELLANEOUS DANGEROUS GOODS ................................................. 9
9.3 LIMITATION OF DANGEROUS GOODS ON BATIK AIR AIRCRAFT .................................... 10
CIRCUMSTANCE ............................................................................................................................ 10
9.3.2 EXCEPTION FOR DANGEROUS GOODS OF THE OPERATOR ................................... 10
9.3.3 DANGEROUS GOODS CONTAINED IN COMPANY MATERIAL (COMAT) .................. 10
9.3.4 EXCEPTION FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW ... 11
9.4 PACKING, LABELLING AND MARKING OF COMPANY CONSIGNMENTS ....................... 14
9.5 ACCEPTANCE, HANDLING AND STOWAGE OF DANGEROUS GOODS ........................... 15
9.5.1 ACCEPTANCE OF GOODS............................................................................................. 15
9.5.2 STORAGE WITHIN COMPANY’S FACILITY................................................................... 15
9.5.3 DISPLAY OF DANGEROUS GOODS NOTICES ............................................................. 15
9.5.4 PASSENGER HANDLING ............................................................................................... 15
9.5.5 BAGAGE HANDLING ...................................................................................................... 15
9.5.6 SECURITY SCREENING ................................................................................................. 16
9.5.7 NOTIFICATION TO THE PIC ........................................................................................... 16
9.6 RESPONSE TO EMERGENCIES INVOLVING DANGEROUS GOODS ................................. 17
9.6.1 IN-FLIGHT EMERGENCY WITH APPEARS TO BE DANGEROUS GOODS ................. 17
9.6.2 EMERGENCY INVOLVING DANGEROUS GOODS ....................................................... 17
9.6.3 DANGEROUS GOODS EMERGENCY AND INFORMATION CONTACTS .................... 17

9.6.4 EMERGENCY COURSE OF ACTIONS ........................................................................... 18

9.6.5 DANGEROUS GOODS INCIDENT PROCEDURES FOR CREW.................................... 18
9.6.5.1 PROCEDURE FOR FLIGHT CREW ............................................................................. 18
9.6.5.2 PROCEDURE FOR FLIGHT ATTENDANTS ................................................................ 20
9.6.6 AIRCRAFT EMERGENCY RESPONSE DRILLS............................................................. 23
9.7 REPORTING ............................................................................................................................ 25

9.7.1 REPORTING UNDECLARED OR MISDECALRED DANGEROUS GOODS .................. 25

9.7.2 REPORTING DANGEROUS GOODS IN PASSENGER BAGGAGE .............................. 25
9.7.3 LOST, STOLEN, OR MISPLACED DANGEROUS GOODS ............................................ 25
9.7.4 REPORTING DANGEROUS GOODS OCCURRENCE ................................................... 25
9.8 CARRIAGE OF FIREARMS AND WEAPONS......................................................................... 26
9.8.1 SECURITY ITEMS............................................................................................................ 26
9.8.2 CARRIAGE OF WEAPONS ............................................................................................. 26

Transport of
OPERATIONS MANUAL VOL. A Dangerous Goods
9.1 TRANSPORT OF DANGEROUS GOODS
9.1.1 GENERAL
Certain articles or materials are defined as dangerous goods that are articles or substances capable of
posing a significant risk to health, safety or property when transported by air. The carriage of such
articles is regulated.

It is the case for cargo but also for many everyday items and substances transported by passengers or

crew, which may leak or break during a flight due to the variations in temperature and pressure
generating toxic fumes or possibly starting a fire.
Rules concerning the safe transport of dangerous goods are defined in ICAO Annex 18 and in the ICAO
Document 9284 “Technical Instructions for the safe transport of dangerous goods by air” (here after
referred to as ICAO Technical Instructions). ICAO standards regarding the Transport of Dangerous
Goods are reflected in Indonesian DGCA CASR Part 92.
In addition IATA has established the Dangerous Goods Regulation manual in respect with the ICAO
rules and has also defined procedures and instructions for the transport of dangerous goods.
The ICAO technical Instructions and IATA Dangerous Goods Regulation specify:
• What may be / may not be carried,

• Responsibility of the shipper and the carrier,
• Under which conditions shipment must be conducted.
9.1.2 BATIK AIR AUTHORIZATION
BATIK AIR is NOT authorized to carry Dangerous Goods

Transport of
OPERATIONS MANUAL VOL. A Dangerous Goods
9.1.3 DEFINITIONS
DANGEROUS GOODS - Articles or substances which are capable of posing a risk to health, safety,
property or the environment and which are shown in the list of dangerous goods in these Instructions,
or which are classified according to these Instructions.
CONSIGNMENT - One or more packages of dangerous goods accepted by an operator from one
shipper at one time and at one address, receipted for in one lot and moving to one consignee at one

destination address.

UN NUMBER - The four-digit number assigned by the United Nations Committee of Experts on the
Transport of Dangerous Goods to identify a substance or a particular group of substances.
DANGEROUS GOODS ACCIDENT - An occurrence associated with and related to the transport of
dangerous goods by air which results in fatal or serious injury to a person or major property damage.
DANGEROUS GOODS INCIDENT - An occurrence other than a dangerous goods accident associated
with and related to the transport of dangerous goods by air, not necessarily occurring on board an
aircraft, which results in injury to a person, property damage, fire, breakage, spillage, leakage of fluid or
radiation or other evidence that the integrity of the packaging has not been maintained. Any occurrence
relating to the transport of dangerous goods which seriously jeopardizes an aircraft or its occupants is
also deemed to be a dangerous goods incident.
9.1.3.1 CONTRACTED SERVICES
All contracted service with the Company must comply with all regulatory requirements for handling,
offering for transport or transporting Dangerous Goods and the applicable procedures set out in this
manual.
9.1.3.2 RECORD KEEPING
Copies of the shipping and related documents shall be retained for six months.

Classification and
OPERATIONS MANUAL VOL. A Labeling of
Dangerous Goods
9.2 CLASSIFICATION AND LABELING OF DANGEROUS GOODS

Dangerous Goods are divided to nine hazard classes and some hazard classes are further subdivided
into hazard divisions due to the wide scope of the class. The nine hazard classes and their divisions are
listed below. The order in which they are numbered is for convenience and does not imply a relative
degree of danger.

9.2.1.1 CLASS 1 – EXPLOSIVES

Explosives with a mass explosion hazard such as
Class 1.1
TNT, Gunpowder, Gelignite, etc.
Explosives which are a projectile or fragmentation

Class 1.2 hazard, but not a significant mass explosion
hazard e.g. Grenades, ammunition, etc.
Explosives which are a fire and minor blast

hazard, with minor projectile or minor
Class 1.3 fragmentation hazards,
Explosives which are not significant mass

Class 1.4 explosion hazards e.g. flares, fireworks, safety
cartridges, etc.
Explosives with a mass explosion hazard, very

Class 1.5
insensitive substances

Classification and
Dangerous Goods
Substances which are a minor explosion hazard,

Class 1.6
very insensitive substances.

9.2.1.2 CLASS 2 – GASES

Gases that can ignite in air on contact with a source
Class 2.1
of ignition.
Gases that are not flammable but may cause

Class 2.2 asphyxiation and/or represent stored energy hazard.
Gases likely to cause death or serious injury to

Class 2.3
human health if exposed or by skin contact.
9.2.1.3 CLASS 3 - FLAMMABLE LIQUIDS
Liquids, the vapors’ of which can ignite in air on

Class 3.1
contact with a source of ignition.

Classification and
Dangerous Goods
9.2.1.4 CLASS 4 – FLAMMABLE SOLIDS
Solids easily ignition e.g. by sparks or flames, or

Class 4.1
liable to cause fire through friction.

Substances liable to spontaneously heat up and
Class 4.2
ignite.
Substances which emits flammable or toxic gases

Class 4.3
when wet.
9.2.1.5 CLASS 5 – OXIDIZING MATERIAL AND ORGANIC PEROXIDE
Substances which, in themselves are not

necessarily combustible, but may generally cause
Class 5.1
or contribute to the combustion of other material
by yielding oxygen.
Organic peroxides, either in liquid or solid form

Class 5.2 (benzoyl peroxides, cumene hydro peroxide).

Classification and
Dangerous Goods
9.2.1.6 CLASS 6 – TOXIC AND INFECTIOUS SUBSTANCES
Substances which are liable to cause death or

Class 6.1 injury or to harm human health if swallowed,
inhaled, or contacted by the skin.

Substances which are infectious to humans
and/or animals, genetically modified micro-
Class 6.2 organisms and organisms, biological products,
diagnostic specimens and clinical and medical
waste.
9.2.1.7 CLASS 7 - RADIOACTIVE MATERIALS
Radioactive materials are articles or substances

which spontaneously and continuously emit
Class 7 ionizing radiation which can be harmful to the
health of humans and animals and can affect
photographic or X-Ray film.
9.2.1.8 CLASS 8 – CORROSIVES
Substances which, in the event of leakage, can

cause severe damage by chemical action when in
Class 8
contact with living tissue or can materially
damage other freight or the means of transport.

Classification and
Dangerous Goods
9.2.1.9 CLASS 9 - MISCELLANEOUS DANGEROUS GOODS
Articles and substances which during air transport

present a danger not covered by other classes.
Class 9 Included in this class are: Aviation regulated
solids or liquids, magnetized material and

miscellaneous articles and substances.

Examples of handling labels that may be associated to miscellaneous dangerous goods:
Limited Quantity Mark
Excepted Quantity Mark

Limitation of
OPERATIONS MANUAL VOL. A Dangerous Goods on
Batik Air Aircraft
9.3 LIMITATION OF DANGEROUS GOODS ON BATIK AIR AIRCRAFT

CIRCUMSTANCE
Any 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

vapors under conditions normally encountered in transport must not be carried on BATIK AIR aircraft
under any circumstance.

NOTE 1: Certain dangerous goods known to meet the description above have been included in the
Dangerous Goods List (ICAO Doc 9284, Technical Insructions, Table 3-1) with the word "FORBIDDEN".
It must be noted, however, that it would be impossible to list all dangerous goods, which are forbidden
for transport by air under any circumstance. Therefore, it is essential that appropriate care be exercised
to ensure that no goods meeting the above description are offered for transport.
NOTE 2: This therefore applies to articles being returned to the manufacturer for safety reasons, to
Company Material (COMAT), as well as spare parts and supplies.
9.3.2 EXCEPTION FOR DANGEROUS GOODS OF THE OPERATOR
The provisions contained in the Technical Instructions do NOT apply to the following, and could therefore
be onboard BATIK AIR aircraft:
(a) Articles and substances which would otherwise be classified as dangerous goods but which are
required to be aboard the aircraft in accordance with the pertinent airworthiness requirements
and operating regulations or that are authorized by DGCA to meet special requirements;
(b) Aerosols, alcoholic beverages, perfumes, colognes, safety matches and liquefied gas lighters
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) Dry ice intended for use in food and beverage service aboard the aircraft.
NOTE 1: Articles and substances intended as replacements for those referred in point (a) here above,
or articles and substances in point (a) here above which have been removed for replacement, must be
transported in accordance with the provisions of the Technical Instructions, except that when consigned
by operators, they may be carried in containers specially designed for their transport, provided such
containers are capable of meeting at least the requirements for the packaging specified in these
instructions for the items packed in the containers.
NOTE 2: Articles and substances intended as replacements for those referred to as in points (b) and (c)
here above must be transported in accordance with the provisions of the Technical Instructions.
9.3.3 DANGEROUS GOODS CONTAINED IN COMPANY MATERIAL (COMAT)
As reminded in paragraph §9.1.2 of this Chapter, BATIK AIR is authorized to transport dangerous goods
that could be contained in Company Material (COMAT), as well spare parts and supplies, provided the
transport is intended to support BATIK AIR own operational needs. In all cases, the transportation of
such items must be performed in accordance with the provisions of the ICAO Technical Instructions.
The following table provides a non-comprehensive and non-exhaustive list of typical types of dangerous
goods that may be contained in COMAT. This table is provided for information/awareness only while
complete and exhaustive information is to be found in ICAO Technical Instructions.

Limitation of
Batik Air Aircraft

9.3.4 EXCEPTION FOR DANGEROUS GOODS CARRIED BY PASSENGERS OR CREW
The ICAO Technical Instructions exclude some dangerous goods from the requirements normally
applicable to them when they are carried by passengers or crew members or in baggage, transported
by the Company, that has been separtated from its owner during transit (e.g. lost baggage or improperly
routed baggage),subject to certain conditions:
• Concerning the type of dangerous goods that a person may carry onboard an aircraft;
• As to whether the dangerous goods may be carried in the person’s carry-on baggage or in
checked baggage; or
• Limiting the quantity of such goods that may be carried on the aircraft, or in checked or carry-
on baggage; or
• Requiring the Company’s approval before the goods are carried.
When meeting these conditions, such goods may therefore be carried on BATIK AIR aircraft. These
conditions are summarized in IATA Dangerous Goods Regulation Table 2.3.A, in accordance with the
content of the ICAO Technical Instructions and are reproduced here below.
Note: For updated IATA Dangerous Goods Regulation Table 2.3.A refer to OM-A Appendix 21

Limitation of
Batik Air Aircraft


Limitation of
Batik Air Aircraft


Packing, labelling and
OPERATIONS MANUAL VOL. A Making of Company
Consignments
9.4 PACKING, LABELLING AND MARKING OF COMPANY CONSIGNMENTS

When BATIK AIR is the shipper of any consignment either for road or air transport and whether it is
intended to be transported onboard a BATIK AIR aircraft as part of BATIK AIR’s authorization to
transport Company Material (COMAT), spare parts and supplies classified as Dangerous Goods, or by
a third-party suitably approved transporter, BATIK AIR personnel, when preparing the consignment,
must comply with all applicable provisions contained in the ICAO Technical Instructions / IATA
Dangerous Goods Regulation. In particular, BTIK AIR is responsible for:

 The proper classification, packing, labeling and marking of the consignment;
 The accurate filling and signing of the Dangerous Goods Transport Document / Shipper’s
Declaration form.
A sample of the Dangerous Goods Transport Document / Shipper’s declaration form filled by BATIK AIR
when shipping Dangerous Goods is provided in OM, Part A, Appendix 9.A.

Acceptance, Handling
OPERATIONS MANUAL VOL. A and Stowage of
Dangerous Goods
9.5 ACCEPTANCE, HANDLING AND STOWAGE OF DANGEROUS GOODS
9.5.1 ACCEPTANCE OF GOODS
When transporting COMAT, spare parts and supplies, or those on behalf of the LION GROUP on BATIK
AIR aircraft, all Dangerous Goods consignments and accompanying documentation offered for transport
must be checked for compliance with the applicable regulatory requirements utilizing the Dangerous
Goods acceptance checklists provided in OM, Part A, Appendices 9.B and 9.C. Damaged shipments

will not be accepted.

When a Dangerous Goods consignment does not meet the requirements, it shall be refused for
transport. A copy of the completed company Dangerous Goods acceptance checklist outlining the
reason(s) for refusal shall be given to the person offering the consignment and the original retained by
the Company. When it is suspicious that the contents of a consignment may contain Dangerous
Goods, cargo acceptance employees shall seek confirmation from the shipper that the consignment
does not contain Dangerous Goods.
9.5.2 STORAGE WITHIN COMPANY’S FACILITY
Under no circumstances will the Company store explosives at, or in any Company facility.
9.5.3 DISPLAY OF DANGEROUS GOODS NOTICES
The Company ensures that notices giving information about the transportation of Dangerous Goods are
prominently displayed in sufficient numbers as a minimum, in the following areas as applicable:
• Passenger baggage checks in and ticket issuance areas;

• Passenger screening areas;
• Aircraft boarding areas;
• Baggage claim areas;
• Cargo acceptance areas.
9.5.4 PASSENGER HANDLING
To assist in identifying prohibited Dangerous Goods in passenger baggage and responding to

Dangerous Goods inquiries from passengers, all passengers handling staff are trained persons. This
also applies to non-company personnel contracted to provide passenger-handling services.
The approved exceptions for Dangerous Goods carried by passenger must be in accordance with the
IATA Dangerous Goods Regulation table 2.3.A, reproduced in paragraph §9.3.4 of this Chapter. There
are currently no other exceptions for Dangerous Goods carried by passengers. Passenger check-in staff
must obtain confirmation from the passenger about the contents of any item where reasonable suspicion
occurs that it may contain Dangerous Goods.
9.5.5 BAGAGE HANDLING
To assist in identifying prohibited Dangerous Goods in passenger baggage and responding to leakage
or spillage of Dangerous Goods in passenger baggage, all baggage handling staff are trained persons
including non-company personnel contracted to provide baggage-handling services.

Acceptance, Handling
OPERATIONS MANUAL VOL. A and Stowage of
Dangerous Goods
Procedures for handling Dangerous Goods detected in passenger baggage, emergency procedures for
leakage or spillage of Dangerous Goods in passenger baggage and reporting procedures for such
occurrences are in accordance with the IATA Dangerous Goods Regulation.
A current copy must be available for reference by the Company and/or contract personnel at each
station, from/to which BATIK AIR aircraft are operated.
9.5.6 SECURITY SCREENING

All persons engaged in the security screening of passengers, crews and their baggage are trained

persons and are capable of identifying prohibited Dangerous Goods in passenger and crew carried
baggage. This also applies to non-company personnel contracted to provide security-screening
services.
9.5.7 NOTIFICATION TO THE PIC
The Pilot in Command of the aircraft on which dangerous goods are to be carried must be informed of
the presence of those dangerous goods. This information must be in a dedicated form, which ensures
that the pilot is aware of the dangerous goods that he is carrying, where they are located on the aircraft
and the emergency response actions to be taken in the event of an emergency.
To this end, a Notification to Captain form must be used. A sample of the Notification to Captain
(NOTOC) form used by BATIK AIR personnel is provided in OM, Part A, Appendix 8.E.
NOTE: similar information must also be included in the Load Sheet.

Response to
OPERATIONS MANUAL VOL. A Emergencies Involving
Dangerous Goods
9.6 RESPONSE TO EMERGENCIES INVOLVING DANGEROUS GOODS
9.6.1 IN-FLIGHT EMERGENCY WITH APPEARS TO BE DANGEROUS GOODS
Where an in-flight emergency occurs on board an aircraft transporting Dangerous Goods, the PIC shall
where possible, notify an air traffic control unit or a flight service station of the identification, quantity and
location of the Dangerous Goods onboard.

9.6.2 EMERGENCY INVOLVING DANGEROUS GOODS
Where a package of appears to be Dangerous Goods loaded on board an aircraft damaged or leaking,
the person in charge must have the package removed from the aircraft and arrange for its safe disposal.
In the case of a package that appears to be leaking, the person in charge must inspect to ensure the
remainder of the consignment is in proper condition for air transport and that no other package has been
contaminated. The position where the Dangerous Goods or unit load device was stowed on board the
aircraft must be inspected for damage or contamination and any hazardous contamination must be
removed.
9.6.3 DANGEROUS GOODS EMERGENCY AND INFORMATION CONTACTS
• Competent authorities responsible for Dangerous Goods in general:
Directorate General of Civil Aviation (DGCA)

Gedung Karsa Lt.5 Jl Medan Merdeka Barat No. 8 Jakarta Pusat
Tel: 062 21 3505133/7
Fax: 062 21 3505139
• Competent Authorities responsible for approvals and authorizations in respect of the transport
of radioactive material:
National Atomic Energy Agency (BATAN)

Jl. K.H. Abdul Rokhim
Kuningan Barat, Mampang Prapatan Jakarta – 12710
P.O. Box 4390 – Jakarta 12043
Tel: 062 21 525 1109
Fax: 062 21 525 1110
Telex: 62354
Cable: BATAN Jakarta

Response to
Dangerous Goods
9.6.4 EMERGENCY COURSE OF ACTIONS
STEP 1 – Evacuate and secure the area where the damaged or leaking of Dangerous Goods was
found.
STEP 2 – Identify the Dangerous Goods, quantity and, if possible, the name of the consignor.
STEP 3 – Notify immediate supervisor and if practicable the Company Aviation Security Manager.

STEP 4 – In the case of injury, call the nearest ambulance.
STEP 5 – Call the nearest Fire or Police Department who will assist you in contacting the nearest
source of expert assistance. Make sure you clearly identify your location, the package consignor and
the extent of any injury or damage.
STEP 6 – As appropriate, call DGCA or BATAN for emergency information.
STEP 7 – Have a person standby for any telephone reply and to give direction to the responding fire,
police, and ambulance services.
9.6.5 DANGEROUS GOODS INCIDENT PROCEDURES FOR CREW
9.6.5.1 PROCEDURE FOR FLIGHT CREW
• Follow the appropriate aircraft emergency procedures for fire or smoke removal
(Self explanatory).
• Verify NO SMOKING sign on

A smoking ban should be introduced when fumes or vapors are present and be continued for
the remainder of the flight.
• Consider landing as soon as possible

Because of the difficulties and possibly disastrous consequences of any dangerous incident,
consideration should be given to landing as soon as possible. The decision to land at the nearest
suitable aerodrome should be made early rather than late, when an incident may have
developed to a very critical point, severely restricting operational flexibility.
• Consider turning off non-essential electrical power

As the incident may be caused by electrical problems or as electrical systems may be affected
by any incident, and particularly as fire fighting activities, etc., may damaged electric systems,
turn off all non-essential electrical items. Retain power only to those instruments, systems and
controls necessary for the continued safety of the aircraft. Do not restore power until it is
positively state to do so.
• Determine source of smoke/fire/fumes

The source of any smoke/fire/fumes may be difficult to determine. Effective fire fighting or
containment procedures can be best accomplished when the source of the incident is identified.

Response to
Dangerous Goods
• In case of Dangerous Goods incidents in the cabin, refer to FA Checklist

Incidents in the passenger cabin should be dealt with the FA using the appropriate checklist and
procedures. It is essential that the FA and the Flight Crew co-ordinate their actions and that
each be kept fully informed of the others actions and intentions.
• Determine emergency response drill code

When the items have been identified, the corresponding entry on the PIC Dangerous Goods

notification form should be found. The applicable emergency response drill code may be given
on the notification form, or if not given, can be found by noting the proper shipping name or the

UN number on the notification form and using the alphabetical or numerical list of Dangerous
Goods. If the item causing the incident is not listed on the notification form, an attempt should
be made to determine the name or the nature of the substance by using the alphabetical list.
• Use guidance from aircraft emergency response drill chart to help deal with incident
The drill code assigned to an item of Dangerous Goods consists of a number from 1 to 10, plus
a single letter. Referring to the chart of emergency response drills, each drill number
corresponds to a line of information concerning the risk posed by that substance and guidance
on the preferable action that should be taken. The drill letter is shown separately on the drill
chart; it indicates other possible hazards of the substance. In some cases, the guidance given
by the drill number may be further refined by the information given by the drill letter.
• If time available, notify ATC of at least UN number of any Dangerous Goods being carried
If an in-flight emergency occurs, the PIC should inform the appropriate air traffic services unit,
for information of aerodrome authorities, of any Dangerous Goods onboard. If the situation
permits, the information should include the proper shopping names, class and subsidiary risks
for which labels are required, the compatibility group for class 1 and the quantity and location
aboard the aircraft of the Dangerous Goods. If a lengthy message is impossible, identify the
Dangerous Goods on board by transmitting the UN numbers.
AFTER LANDING:
• Disembark passenger and crewmember before opening any cargo compartment doors
Even if it has not been necessary to complete an emergency evacuation after landing,
passenger and Crewmember should disembark before any attempt is made to open the cargo
compartment doors and before any further action is taken to deal with a Dangerous Goods
incident. The cargo compartment doors should be opened with the emergency services in
attendance.
• Inform ground personnel/emergency services of nature of item and where stowed

Upon arrival, take the necessary steps to identify to the ground staff where the item is stowed.
Pass on by the quickest available means all information about the item including, when
appropriate, a copy of the notification to PIC.
• Make appropriate entry in the Aircraft Flight and Maintenance Log (AFML)
An entry should be made in the maintenance log that a check needs to be carried out to ensure
that any leakage or spillage of Dangerous Goods has not damaged the aircraft structure or
systems and that some aircraft equipment (e.g. fire extinguisher, emergency response kit, etc.)
may need replenishing or replacing.

Response to
Dangerous Goods
9.6.5.2 PROCEDURE FOR FLIGHT ATTENDANTS
INITIAL ACTION
• Notify captain
Notify the PIC immediately that there has been an incident concerning appears to be Dangerous
Goods and keep him informed of all actions taken and of their effect. It is essential that the FA

and the Flight Crew co-ordinate their actions and that each can be fully informed of the each
other’s actions and intentions.

• 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, refer to the appropriate emergency
response drill.
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 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 extinguishers.
IN CASE OF SPILLAGE OR LEAKAGE
• Collect emergency response kit or other useful items

Collect emergency response kit, if provided, or collect for use in dealing with the spillage or
leakage:
− A supply of paper towels or newspapers or other absorbent paper or absorbent fabric (e.g.
seat cushion covers, head rest protectors);
− Oven gloves or fire resistant gloves, if available;
− At least two large polyethylene waste bin bags;
− At least three smaller polyethylene bags, such as those used for duty free or bar sales or,
if none available, airsickness bags.
• Don rubber gloves and smoke hood or smoke mask–portable oxygen
The hands should always be protected before touching suspicious packages or items. Fire
resistant gloves covered by polyethylene bags are likely to give suitable protection. Gas fight
breathing equipment should always be worn when attending to an incident involving fire, fumes,
or smoke.
• Move passengers away from area and distribute wet towels or cloths
The use of therapeutic masks with portable oxygen bottles or the passenger drop out oxygen
system to assist passenger 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. A more effective aid to passenger in a smoke or fume filled environment would be
the use of a wet towel or cloth held over the mouth and nose. A wet towel or cloth aids in filtering
and is more effective at doing this than a dry towel or cloth

Response to
Dangerous Goods
FA should take prompt action if smoke or fumes develop and move passengers away from the
area involved and, if necessary, provide wet towels or cloths and give instructions to breathe
trough them.
• Place Dangerous Goods item in polyethylene bags

With emergency response kit
If it is certain that the item will not create a problem, the decision may be made not to move it.

In most circumstances, however, it will be better to move the item and this should be done as
suggested below. Place the item in a polyethylene bag as follows:

− Prepare two bags by rolling up the sides and placing them on the floor;
− Place the item inside the first bag with the closure of the item, or the point from which it is
leaking from its container, at the top;
− Take off the rubber gloves whilst avoiding skin contact with any contamination on them;
− Place the rubber gloves in the second bag;
− Close the first bag whilst squeezing out the excess air;
− 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 the pressure equalization cannot take place;
− 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.
With no emergency response kit
Pick up the item and place it in the polyethylene bag. Ensure the receptacle containing the
Dangerous Goods is kept upright or the area of leakage is at the top. Using paper towels,
newspaper, etc., mop up the spillage, after having ascertained there will be no reaction between
what is to be used to mop up and the Dangerous Goods. Place the soiled towels, etc., in another
polyethylene bag. Place the gloves and bags used to protect the hands either in a separate
small polyethylene bag or with the soiled towels. If extra bags are not available, place the towels,
gloves, etc., in the same bag item. Expel excess air from the bags and close tightly to be secure
but not so tight that pressure equalization cannot take place.
• Stow polyethylene bags

If there is a catering or bar box on board, empty any contents and place the box on the floors,
with the door upward. Place the bag(s) containing the item and any soiled towels, etc., in the
box and close the door. Take the box or, if there is no box, the bag(s) to position as far away as
possible from the flight deck and passengers. If a galley or toilet is fitted, consider taking the box
or bag(s) there, unless it is close to the flight deck. Use a rear galley or toilet wherever possible,
but do not place the box or bag(s) against the pressure bulkhead or fuselage wall. If a galley is
used, the box or bag(s) can be stowed in an empty waste container. The toilet door should be
locked from outside. In a pressurized aircraft, if a toilet is used, any fumes will be vented away
from the passengers. However, if the aircraft is unpressurized there may not be positive
pressure in a toilet to prevent fumes from entering the passenger cabin.
Ensure when moving a box that the opening is kept upward or when moving a bag that either
receptacle containing the Dangerous Goods is kept upright or the area of leakage is kept at the
top. Wherever the box or bag(s) have been located, wedge them firmly in place to prevent them
from moving and to keep the item upright. Ensure that the position of the box or bags will not
impede disembarkation from the aircraft.

Response to
Dangerous Goods
• Treat affected seat cushions/covers in the same manner as Dangerous Goods item
Seat cushions seat backs or other furnishings, which have been contaminated by a spillage,
should be removed from their fixtures and placed in a large bin bag or other polyethylene bag
together with any bags used initially to cover them. They should be stowed away in the same
manner as the Dangerous Goods item causing the incident.
• Cover spillage on carpet/floor
Cover any spillage on the carpet or furnishings with waste bags, if available. If not, use

airsickness bags opened out so that the plastic side covers the spillage or use the plastic
covered emergency information cards. Carpet which has been contaminated by a spillage and

which is still causing fumes despite being covered, should be rolled up, if possible and placed
in a large bin bag or other polyethylene bag. It should be placed in a waste bin and stowed,
when possible, either in the rear toilet or rear galley. If the carpet cannot be removed it should
remain covered by a large bin bag or polyethylene bags, etc., and additional bags should be
used to reduce the fumes.
• Regularly inspect items stowed away/contaminated furnishings
Any Dangerous Goods contaminated furnishings or equipment, which have been removed and
stowed away or covered for safety should be subject to regular inspection.
AFTER LANDING
• 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 on all about the item.
• Make appropriate entry in the cabin maintenance log and ensure an entry is made by
flight crew in the AFML.

Response to
Dangerous Goods
9.6.6 AIRCRAFT EMERGENCY RESPONSE DRILLS
FIRE
DRILL RISK TO RISK TO SPILL OR LEAK ADDITIONAL
INHERENT RISK FIGHTING
No. AIRCRAFT OCCUPANTS PROCEDURE CONSIDERATIONS
PROCEDURE
1 Explosion may Fire and/or As indicated by Use 100% All agents Possible abrupt
cause structural explosion the Drill Letter Oxygen; No according to loss of
failure Smoking availability. pressurization
Use standard

fire
procedure

2 Gas, non- Minimal As indicated by Use 100 % All agents Possible abrupt
flammable, the Drill Letter Oxygen: according to loss of
pressure may Establish and availability: pressurizations
create hazard in maintain use standard
fire maximum fire
ventilation for procedure
“A”, “I” or “P” Drill
Letter
3 Flammable liquid or Fire and/or Smoke, fume Use 100 % All agents Possible abrupt
solid explosion and heat, and Oxygen: according to loss of
as indicated by Establish and availability; pressurization
the Drill Letter maintain No water on
maximum “W” Drill
ventilation; No Letter
smoking;
Minimum
electrics
4 Spontaneous Fire and/or Smoke, fume Use 100 % All agents Possible abrupt
combustible or explosion and heat, and Oxygen: according to loss of
pyrophoric when as indicated by Establish and availability; pressurization
exposed to water the Drill Letter maintain No water on
maximum “W” Drill
ventilation Letter
5 Oxidizer may ignite Fire and/or Eye, nose and Use 100 % All agents Possible abrupt
other materials, explosion, throat irritation. Oxygen: according to loss of
may explode in possible Skin damage on Establish and availability pressurization
heat of a fire corrosion contact maintain
damage maximum
ventilation
6 Toxic*, may be fatal Contamination Acute toxicity, Use 100 % All agents Possible abrupt
if inhaled, ingested with toxic* effect may be Oxygen: according to loss of
or absorbed by skin liquid or solid delayed Establish and availability; pressurization;
maintain No water on Minimum electrics
maximum “W” Drill if “F” or “H”
ventilation; Do Letter
not touch without
gloves
7 Radiation from Contaminatio Exposure to Do not move All agents Call for a
broken/unshielde n with spilled radiation, and packages, according qualified person
d packages radioactive personnel Avoid contact to to meet the
material contamination availability aircraft
Source: ICAO Document 9481 - Emergency Response Guidance for Aircraft Incidents Involving DG 2015 – 2016 Edition.

Response to
Dangerous Goods
FIRE
DRILL RISK TO RISK TO SPILL OR LEAK ADDITIONAL
INHERENT RISK FIGHTING
No. AIRCRAFT OCCUPANTS PROCEDURE CONSIDERATIONS
PROCEDURE
8 Corrosive, fumes Possible Eye, nose and Use 100 % All agents Possible abrupt
disabling if corrosion throat irritation; Oxygen: according to loss of
inhaled or in damage skin damage on Establish and availability; No pressurization;
contact with skin contact maintain water on “W” Minimum electrics
maximum Drill Letter if “F” or “H” Drill
ventilation; Do Letter
not touch without
gloves

9 No general As indicated by As indicated in Use 100 % All agents If “Z” drill letter,

inherent risk the Drill Letter Drill Letter Oxygen: according to consider landing
Establish and availability- immediately;
maintain Use water if otherwise, none.
maximum available on
ventilation if “A” “Z” drill letter;
Drill Letter no water on
“W” drill letter
10 Gas, flammable, Fire and/or Smoke, fumes Use 100 % All agents Possible abrupt
high fire risk if explosion and heat, and Oxygen: according to loss of
any ignition as indicated by Establish and availability pressurization
source present the Drill Letter maintain
maximum
ventilation; No
smoking;
Minimum
Electrics
11 Infectious Contamination Delayed Do not touch. All agents Call for a qualified
substances may with infectious infection to Minimum re- according to person to meet
affect humans or substances. humans or circulation and availability. No the aircraft.
animals if animals ventilation in water on “Y”
inhaled, ingested affected area. drill letter.
or absorbed
through the
mucous
membrane or an
open wound
Source: ICAO Document 9481 - Emergency Response Guidance for Aircraft Incidents Involving DG 2015 – 2016 Edition..
DRILL DRILL
ADDITIONAL RISK ADDITIONAL RISK
LETTER LETTER
A Anesthetics M Magnetic
C Corrosive N Noxious
E Explosive P Poison
F Flammable S Spontaneously combustible or pyrophoric
H Highly ignitable W If wet gives off poisonous or flammable gas
I Irritant/tear producing X Oxidizer
L Other risk low or none

OPERATIONS MANUAL VOL. A Reporting
9.7 REPORTING
9.7.1 REPORTING UNDECLARED OR MISDECALRED DANGEROUS GOODS
When undeclared or misdeclared Dangerous Goods are discovered in cargo, a report must be made
immediately to the Company Aviation Security and DGCA or the National Authority of the Country, if not
in Indonesia.

9.7.2 REPORTING DANGEROUS GOODS IN PASSENGER BAGGAGE

When Dangerous Goods not permitted for carriage by passenger or crew carried baggage are
discovered, a report must be made to the Company Aviation Security and DGCA or the National
Authority of the Country, if not in Indonesia.
9.7.3 LOST, STOLEN, OR MISPLACED DANGEROUS GOODS
When any part of an appears to be Dangerous Goods consignment is discovered as being lost, stolen
or misplaced, the discovery shall be immediately reported to the company security, airport authority or
local police.
9.7.4 REPORTING DANGEROUS GOODS OCCURRENCE
A dangerous occurrence is a transportation or handling occurrence where:
• There is a release of Dangerous Goods that represents a danger to health, life, property or the
environment;
• A bulk containment of Dangerous Goods is damaged;
• There is an explosion of fire involving Dangerous Goods.
For air transport, there is minimum quantity of Dangerous Goods required to qualify as a dangerous
occurrence.
A Dangerous Goods accident means, an occurrence other that a Dangerous Goods accident associated
with and related to the transport of Dangerous Goods on board an aircraft, which result in injury to a
person, property damage, fire, breakage, spillage, leakage of fluid or radiation or other evidence that
the integrity of the packaging has not be maintained. An occurrence relating to the transport of
Dangerous Goods that seriously jeopardize an aircraft or its occupants is also deemed as a Dangerous
Goods incident.
The finding of undeclared or mis-declared dangerous goods in cargo, mail or baggage must also be
reported.
At the time of a dangerous occurrence, any Company employee, or any person acting on behalf of the
Company, who has the charge, management or control of the involved Dangerous Goods must
immediately report to the Company. Refer to OM Part A, Chapter 11.

Carriage of
OPERATIONS MANUAL VOL. A Firearms and
Weapons
9.8 CARRIAGE OF FIREARMS AND WEAPONS

Company’s policy is that Company’s aircraft must remain a peace, neutral and non-violence area.
Everything that may be inducing violence, such as firearms and weapons, is therefore strictly NOT
allowed to be carried in the cabin of the aircraft.
9.8.1 SECURITY ITEMS

Security Items consist of:

• Any kind of firearm, handgun, etc.
• Knives, hatches, sword, arrow, etc.
• Toys or replica which similar to firearm or weapons, etc.
• Anything that may be used as weapons (screwdrivers, scissors, etc.)
9.8.2 CARRIAGE OF WEAPONS

The procedures for the carriage of firearms and weapons are detailed in the BATIK AIR Aircraft Operator
Security Program (AOSP) manual.
The carriage of weapons by passengers on any aircraft is restricted as follows:
• BATIK AIR prohibits the carriage of firearms, ammunitions and other weapons in the cabin of
any of its aircraft under any circumstances;
• Firearms, ammunition and other weapons when carried are to be stowed in a place which is
inaccessible to passengers or any unauthorized person during flight. Firearms must only be
carried unloaded, free of ammunitions and suitable packed for such carriage. An authorized and
duly qualified person must determine the weapon is not loaded;
• Unless otherwise approved, weapons must be surrendered by the passengers upon check-in
and tagged as “Security Items”;
• Items will be placed in the security box located in the cargo compartment. That security box is
sealed by Security Seal and locked;
• "Serah Terima Senjata atau Senjata Api" form (BA-SSQF-03-005, Appendix 18) must be duly
completed.
• The security box is taken by the ground staff upon arrival.
In one BATIK AIR flight only permitted:
• Maximum 12 bullets of one passenger

• Maximum 100 bullets total onboard
• Maximum calibers is 9 mm
• Long barrel and short barrel is not regulated.
With the consent of BATIK AIR, ammunition may be accepted for carriage as checked baggage or as
checked cargo provided the ammunition is for sporting purposes only and the quantities should not
exceed 5kgs (11lbs) in gross weight per passenger. It must be securely boxed and sealed for personal
use. The item should exclude ammunition with explosive or incendiary projectiles. Passengers should
be warned that it is their responsibility to comply with all export and import licenses required by
Government authorities for the carriage.

Carriage of
Weapons
Properly identified law enforcement officer (Police Officers, Prison Guard, members of Armed Forces or
Diplomatic Courier) when performing a duty onboard must surrender his firearms and ammunition to
BATIK AIR Security/Airport Security and will be tagged as “Security items”. They are not allowed to bring
firearms and ammunitions in the cabin of the aircraft.
More detailed and exemptions information regarding the carriage of firearms and weapons is provided
in BATIK AIR’s AOSP manual, Chapter 5.8. PROCEDURES FOR CARRIAGE OF FIREARMS AND
WEAPONS “Procedures for carriage of firearms and weapons”.


Carriage of
Weapons


VOL. A
SECURITY
CHAPTER 10

OPERATIONS MANUAL

SECURITY Page : 1
CHAPTER 10: SECURITY

10.1 SECURITY POLICY ................................................................................................................... 3
10.2 AIRCRAFT OPERATOR SECURITY PROGRAM (AOSP) ........................................................ 4
10.3 GUIDANCE TO CREW IN CASE OF ACT OF UNLAWFUL INTERFERENCE ......................... 5
10.3.1 BOMB TREAT .................................................................................................................... 5
10.3.1.1 ON THE GROUND ..................................................................................................... 5
10.3.1.2 IN THE AIR ................................................................................................................. 5

10.3.2 HIJACK .............................................................................................................................. 6

10.3.2.1 HIJACK THREAT REPORT ........................................................................................ 6
10.3.2.2 HIJACK (CONFIRMED) .............................................................................................. 6
10.3.3 PASSENGER MISCONDUCT / DISORDERLY PASSENGER .......................................... 9
10.4 SEARCHES AND CHECKS OF AIRCRAFT ............................................................................ 10
10.4.1 GENERAL ........................................................................................................................ 10
10.4.2 STANDARD OF SEARCHES AND CHECKS .................................................................. 10

SECURITY Page : 2


Aviation Security
OPERATIONS MANUAL VOL. A Policy
SECURITY Page : 3
10.1 SECURITY POLICY


Aircraft Operator
OPERATIONS MANUAL VOL. A Security Program
(AOSP)
SECURITY Page : 4
10.2 AIRCRAFT OPERATOR SECURITY PROGRAM (AOSP)
BATIK AIR has established a security program fully documented in the Aircraft Operator Security
Program (AOSP) manual. This manual is developed and regularly revised by SSQ Directorate.
The latter manual details BATIK AIR organization and procedures with regard to security
management:
• International obligations and organization with regard to security;

• National obligations and organization with regard to security;

• Security policy and organization;
• Security of passengers and cabin baggage;
• Security of hold baggage;
• Security of crew, cabin and hold baggage;
• Passenger and hold baggage reconciliation;
• Security of aircraft;
• Security of airline catering, stores and supplies;
• Security of aircraft cleaning operations;
• Security of cargo, courier, express parcel and mail;
• Recruitment of staff;
• Contingency planning.

Guidance to Crew
in Case of ACT of
OPERATIONS MANUAL VOL. A Unlawful
Interference
SECURITY Page : 5
10.3 GUIDANCE TO CREW IN CASE OF ACT OF UNLAWFUL INTERFERENCE
All information contained in this chapter is “privilege to know” information and must be treated as
such for security reasons.
10.3.1 BOMB TREAT
Every report of sabotage/bomb threat must always be considered seriously:

10.3.1.1 ON THE GROUND
• Keep calm and remain seated;

• Inform ATC and/or the Company via Company channel(s);
• Follow the instructions from the ground;
• Evacuate passenger immediately and orderly to designated places;
• Assemble passengers at one place, up wind and at least 100 meters from the aircraft, and
keep them under control;
• Leave the implementation of “Search Procedures” to the Authorized Officers.
10.3.1.2 IN THE AIR
• Keep calm and do not panic;

• Put Fasten Seatbelt “ON” and avoid turbulence (seat backs to upright and trays folded) ;
• Inform ATC and/or Company via company channel(s);
• Reduce cabin differential by:
 Lowering the aircraft altitude (to MORA);
 Maintaining cabin altitude;
 Maintain the cabin temperature at the same level;
 Reduce the aircraft speed down to the minimum safe speed;
 Land the aircraft at the nearest and suitable airport;
 After landing, follow guidelines provided in the previous paragraph (on the ground).
NOTE: Facilitating Technical Factors:
• If the location and conditions of the explosive are not known:

 Do not touch anything especially at places that can be used for hiding something (e.g.
lavatory, pantry, etc.)
• If location and conditions of the explosive are known:
 Move passengers away from the area of the location;
 Soak blankets and cushions, place them around the said explosive in order to reduce the
power of explosion and fire);
 Switch off (if possible) electric circuits to the place;

Guidance to Crew
in Case of ACT of
Interference
SECURITY Page : 6
 Do not touch the said explosive device, put away any thoughts of moving the explosive
device;
 If applicable and ensure that the bomb is safe to be moved, follow procedure “how to
handle a bomb” and place the bomb to “the bomb least risk area”.
10.3.2 HIJACK

10.3.2.1 HIJACK THREAT REPORT

If known by the Flight Crew or such a report on hijack threat was receive from Flight Attendant, please
follow the guidelines:
10.3.2.1.1 ON THE GROUND
• Keep calms and do not panic;

• Inform ATC and/or the Company via company channel(s);
• Return to apron/ to the place designated by ATC;
• Announcement to passengers is “technical reasons”;
• Follow instruction given by ground officials (if possible);
• Maintain a normal/ routine atmosphere in the cabin.
10.3.2.1.2 IN THE AIR

• Inform ATC and/or the Company via company channel(s);
• Avoid any action that might invite or trigger premature action from prospective hijacker such
as sudden assembly of the crewmembers whispering, pointing toward passengers, carrying
passengers manifest, etc.;
• Intensify alertness and vigilance on passengers, while maintaining a normal and routine
atmosphere in the cabin;
• No one may enter the cockpit without prior permission.
10.3.2.2 HIJACK (CONFIRMED)
PIC is responsible and has full authority to take any appropriate action for safety of passengers,
crewmember and aircraft.
Follow the instructions given by hijacker within performance capabilities of the aircraft and the
crewmember in terms of performance, etc.
10.3.2.2.1 ON THE GROUND

• Avoid making any sudden movements;
• Inform properly before making any movement;
• If possible, transmit as much information as possible via company frequency in current use;

Guidance to Crew
in Case of ACT of
Interference
SECURITY Page : 7
• Use as many technical and/or operational reasons as possible in order to delay departure.
10.3.2.2.2 IN THE AIR

• Inform ATC and/or Company via company channel(s);
• Avoid any action that might invite or trigger premature action from the prospective hijacker
(such as sudden assembly of the crewmembers, whispering, pointing toward passengers,

carrying manifest, etc.);

• Intensify alertness and vigilance on passengers while maintaining a normal and routines
atmosphere in the cabin;
• No one may enter the cockpit without permission;
• Use the nearest interphone to get such permission.
NOTE: If condition permit, do as follows:

• Turn off loudspeakers, HF and SELCAL;
• Cockpit Voice Recorder, keep on “ON”;
• Squawk A 7500;
• Squawk A 7700, if the danger is imminent and immediate assistance is required;
• Apply personnel approach to hijacker in order to:
 Deter his intention;
 Calm him down;
 Release/disembark passengers (children, sick passengers, aging persons, and women).

Guidance to Crew
in Case of ACT of
Interference
SECURITY Page : 8
HIJACKING – SUGGESTED ACTION (CONTINUED)
SITUATION TRANSPONDER PILOT

1) Aircraft is hijacked: Squawk A 7500 Describe event and developments
i. No restriction on air- ground in clear language
communications
ii. No restrictions on cockpit

procedures

2) Aircraft is hijacked: Squawk A 7500 i. Include word “TRIP” in call
i. Hijacker is in the cockpit i. If situation allows this to be sign for all transmissions to
done covertly indicate hijack and restricted
ii. Pilot’s ability to communicate
by voice is restricted communication capability.
ii. Even if aircraft is outside
iii. Aircraft is within radar radar coverage. ii. Suggested phraseology
coverage BATIK AIR TRIP…
iii. Include wording “SEVEN FIVE
ZERO ZERO” in transmission
if possible.
3) Procedure for determining false Squawk A 7500
Mode A 7500 indication on i. Due to inadvertent activation
ATS radar
ii. Due to equipment
i. No other indications that
malfunction
hijack in progress
ii. ATS Clarification of situation
required
4) Aircraft is hijacked Squawk A 7500 i. Include word “TRIP” in call
i. Pilots ability to communicate i. If situation allows this to be sign for all transmissions to
by voice is restricted done covertly indicate hijack and restricted
ii. Outside area of SSR communications capability
ii. Even aircraft is outside radar
Coverage coverage. ii. Include wording “SEVEN FIVE
iii. Aircraft transponder not ZERO ZERO” in transmission
available. if possible.

5) Situation has deteriorated while Squawk A 7700 i. Include words ”SEVEN
in flight SEVEN ZERO ZERO” in
i. Placing aircraft in grave or transmission.
imminent danger
ii. Immediate assistance
required, due to an in-flight
emergency in addition to the
condition of unlawful
interference.
6) Aircraft is hijacked and is on Squawk A 7700 i. Include words ”SEVEN
the ground Note: Transponder will not be SEVEN ZERO ZERO’ in
i. Situation grave, immediate effective when aircraft on the transmission.
assistance required through ground, other signals or voice ii. Leave flaps down or lower
direct intervention. transmission should be attempted. flaps to full down after
landing.

Guidance to Crew
in Case of ACT of
Interference
SECURITY Page : 9
REMARK 1: Pilot who decide to change from squawk 7500 to squawk 7700 should remain on code
7500 until three minutes have elapsed or until an acknowledgement of code 7500 has
been received from the controller, whichever is sooner, before changing to code 7700.
REMARK 2: Pilot who retract flaps after having squawked 7700 should return to squawk 7500 and
remain on squawk 7500 for the next leg of the hijacked flight unless the situation

changes again. The Pilot may transmit “(aircraft call sign) BACK ON SEVEN FIVE
ZERO ZERO” to emphasize the fact that intervention is no longer desired.

REMARK 3: Aircraft squawking 7700 and not in radio contact with the ground will be considered by
ATC to have an in-flight emergency (in addition to hijacking) and the emergency
procedures designated shall be followed. In these cases, notification of other
concerned authorities shall include information that the aircraft was observed to have
displayed the hijack code as well as emergency code
REMARK 4: SELCAL PROCEDURES; No SELCAL shall be originated by a ground station to an

aircraft in know hijack condition unless the pilot instructs the ground station or his
appropriate company ground personnel that SELCAL may be used to contact the
flight. This applies to all Communications Centers. It is most important that this
SELCAL restriction be adhered to. With the deranged hijacker on the flight deck, the
light and bell alarms which accompany ground originated SELCAL tones could trigger
the individual (and nearly did so in one case) into violent action, with potentially
disastrous results.
10.3.3 PASSENGER MISCONDUCT / DISORDERLY PASSENGER
Refer to OM Part A, Chapter 8.2.2.10 – “Disorderly Passenger”.

Searches and
OPERATIONS MANUAL VOL. A Checks of Aircraft
SECURITY Page : 10
10.4 SEARCHES AND CHECKS OF AIRCRAFT
10.4.1 GENERAL
Routine Requirement - Checks - Occasions on which an aircraft is to be checked are:
• Before loading of baggage, cargo or passengers begins for the first flight at the beginning of
each day;

• Immediately following passenger disembarkation from the last flight at the end of the day.

Additional Requirements - Searches - There are occasions of non-routine circumstances on which it
will be necessary to carry out a detailed search of an aircraft and they are:
• Following receipt of a credible bomb threat to the aircraft;

• When an unauthorized person is found on board an aircraft that has already been searched;
• Immediately after passengers have disembarked at a transit stop(1);
• Where a passenger boards the aircraft intending to fly but then leaves it and does not re-board
(e.g. voluntary off-load or deported) in these circumstances the search is to be limited to the
areas to which the passenger in question had access.
(1)
NOTE: The relevant airport manager will be notified by the Security Department when such
searches are required.
Timing - Where it is conducted as a separate operation, cleaning should precede searching. The
boarding of any passengers or baggage should not begin until searches are completed.
10.4.2 STANDARD OF SEARCHES AND CHECKS
A pre-departure security check must be carried out by the Flight Crew and Cabin Crew of the
aircraft before the departure of the first flight of the day, in order to ascertain if any weapons,
explosives or incendiary devices have been concealed within the cabin of the aircraft or in apertures
on the surface of the aircraft.
• A physical examination of the flight deck, galleys, cabins, toilets, seats, seat pockets,
overhead and other lockers, storage areas and holds;
• An examination of on board equipment to ensure none has been tampered with or substituted;
• An examination of the exterior of the aircraft to include hatches and inspection panels, under-
carriage wells and areas under control surfaces.
Trained and competent security personnel, aircraft crew members or other qualified personnel typically
conduct searches and checks of aircraft.
In addition to an aircraft security check prior to the commencement of each international flight, a
regular search of an aircraft for suspected explosive devices and/or weapons is conducted when an
aircraft is put into service following maintenance or after an overnight stop.
Post disembarkation checks by Cabin Crew - The aim of post disembarkation checks being carried
out by the cabin crew is to ensure that passengers who have left the aircraft and are not booked to
rejoin it have left nothing behind that might endanger the flight. Only those areas of the aircraft to
which passengers have access are to be checked.

Searches and
SECURITY Page : 11
At Transit Stop – Flight Attendants shall make an announcement informing all of the passengers shall
take along all of their personal belongings during transit.
Searches at Transit Stations - When it is necessary to conduct a search at a transit station under the
terms of this paragraph, the area of check is to be limited to those parts of the aircraft cabin to which
disembarking passengers had access.
Searches of Aircraft Subject to Specific Threats - Aircraft Security Search Checklists for each
aircraft type are provided in OM Part A, Appendix 10.A.


Searches and
SECURITY Page : 12


VOL. A
REPORTING
CHAPTER 11

OPERATIONS MANUAL
ACCIDENTS AND OCCURRENCE

ACCIDENTS AND SAFETY OCCURRENCES Page : 1
CHAPTER 11: ACCIDENTS AND OCCURRENCE REPORTING
11.1 DEFINITIONS ............................................................................................................................ 3

11.1.1 ACCIDENT .......................................................................................................................... 3
11.1.2 INCIDENT ........................................................................................................................... 3
11.1.3 SERIOUS INCIDENT .......................................................................................................... 3
11.1.4 SERIOUS INJURIES ........................................................................................................... 4

11.2 COMPANY EMERGENCY PHASES ......................................................................................... 5

11.2.1 COMPANY UNCERTAINTY PHASE .................................................................................. 5
11.2.2 COMPANY ALERT PHASE ................................................................................................ 5
11.2.3 COMPANY DISTRESS PHASE .......................................................................................... 6
11.2.4 TERMINATION OF AN EMERGENCY PHASE .................................................................. 6
11.3 PROCEDURES IN CASE OF ACCIDENT, SERIOUS INCIDENT OR OVERDUE AIRCRAFT
REPORT .................................................................................................................................... 7
11.3.1 INITIAL / IMMEDIATE NOTIFICATION TO THE COMPANY .............................................. 7
11.3.2 PILOT IN COMMAND / CREW POST ACCIDENT PROCEDURES .................................. 7
11.3.3 PRESERVATION, PRODUCTION AND USE OF FDR AND CVR ...................................... 8
11.3.4 COMMUNICATION WITH THE PRESS AND MEDIA ......................................................... 8
11.4 REPORTABLE EVENTS ........................................................................................................... 9
11.4.1 NOTIFICATION AND REPORTING OF ACCIDENTS AND SERIOUS INCIDENTS ........... 9
11.4.2 DEVIATION FROM RULES TO THE EXTENT REQUIRED IN CASE OF EMERGENCY .. 9
11.4.3 UNLAWFUL INTERFERENCE / SECURITY....................................................................... 9
11.4.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS .................................................... 9
11.4.5 ATC INCIDENTS – AIRPROX - TCAS RESOLUTION ADVISORY .................................. 10
11.4.6 BIRD HAZARDS / STRIKE ............................................................................................... 10
11.4.7 WAKE VORTEX ENCOUNTER ........................................................................................ 10
11.4.8 POTENTIAL HAZARDOUS CONDITIONS ENCOUNTER ................................................ 10
11.4.9 NON-EXHAUSTIVE LIST OF EVENTS TO BE REPORTED TO THE COMPANY ........... 11
11.4.9.1 AIRCRAFT HANDLING DIFFICULTIES ................................................................... 11
11.4.9.2 WARNING SYSTEM AND AIR NAVIGATION SERVICES EVENT .......................... 11
AIRCRAFT, THE TERRAIN, OR OBJECT/OBSTACLES ......................................... 12
11.4.9.4 DIVERSION - AIRCRAFT DOES NOT LAND AT ITS PLANNED DESTINATION .... 12
11.4.9.5 OPERATIONAL OCCURRENCES ........................................................................... 12
11.4.9.6 AIRPORT, RUNWAY, TAXIWAY, APRON, NAVIGATION AID ................................ 13
11.4.9.7 WEATHER RELATED OCCURRENCES ................................................................. 13
11.4.9.8 SECURITY ................................................................................................................ 13
11.4.9.9 OTHERS ................................................................................................................... 14

11.5 SAFETY HAZARDS AND OCCURRENCES REPORTING PROCEDURE ............................. 14

11.5.1 GENERAL ......................................................................................................................... 15
11.5.2 REPORTING METHODS AND FORMATS ....................................................................... 15
11.5.2.1 EMAIL BASED REPORTING (PRIMARY) ................................................................ 15
11.5.2.2 FACSIMILE BASED REPORTING (ALTERNATE) ................................................... 16
11.5.2.3 SHORT MESSAGE (SMS) BASED REPORTING (ALTERNATE) ............................ 16
11.5.3 HANDLING OF OCCURRENCE REPORTS ..................................................................... 16


11.1 DEFINITIONS
11.1.1 ACCIDENT
An accident is an occurrence associated with the operation of an aircraft which:
• 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
• person is fatally or seriously injured as a result of:

- being in the aircraft;
- direct contact with any part of the aircraft, including parts which have become detached
from the aircraft; or,
- 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.
• The aircraft is missing or is completely inaccessible.
11.1.2 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.
11.1.3 SERIOUS INCIDENT
A serious incident is an incident involving circumstances indicating that there was a high probability of
an accident and associated with the operation of an aircraft which:
• Malfunction of failure if the flight control system;

• Possession of body damage;
• For large multi-engine aircraft (more than 12,500 pounds of MTOW), which:
- Failed to fly because of the aircraft electrical system failure
- Failed to fly because of the aircraft hydraulic system failure
- Loss of power or thrust force generated by two or more aircraft engines
- An evacuation of an aircraft in which an emergency egress system is utilized
• Near collisions requiring an avoidance maneuver to avoid a collision or an unsafe situation or
when an avoidance action would have been appropriate.
• Flight into mountainous areas where the distance does not allow the aircraft to perform
avoidance;

• Aborted take-offs on a closed or engaged runway, on a taxiway or unassigned runway;

• Take-offs from a closed or engaged runway, from a taxiway or unassigned runway;
• Landings or attempted landings on a closed or engaged runway, on a taxiway or unassigned
runway;
• Gross failures to achieve predicted performance during take-off or initial climb;
• Fires and/or smoke in the cockpit, in the passenger compartment, in cargo compartments or
engine fires, even though such fires were extinguished by the use of extinguishing agents;

• Events requiring the emergency use of oxygen by the flight crew;

• Aircraft structural failures or engine disintegrations, including uncontained turbine engine
failures, not classified as an accident;
• Multiple malfunctions of one or more aircraft systems seriously affecting the operation of the
aircraft;
• Flight crew incapacitation in flight;
• Fuel quantity level or distribution situations requiring the declaration of an emergency by the
pilot, such as insufficient fuel,
• Runway incursions;
• Take-off or landing incidents. Incidents such as under-shooting, overrunning or running off the
side of runways;
• System failures, weather phenomena, operations outside the approved flight envelope or other
occurrences which caused or could have caused difficulties controlling the aircraft;
• Failures of more than one system in a redundancy system mandatory for flight guidance and
navigation.
11.1.4 SERIOUS INJURIES
A serious injury is an injury which is sustained by a person in an accident and which:
• Requires hospitalization for more than 48 hours, commencing within seven days from the date
the injury was received; or
• Results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
• Involves lacerations which cause severe hemorrhage, nerve, muscle or tendon damage; or
• Involves injury to any internal organ; or
• Involves second or third degree burns, or any burns affecting more than 5 per cent of the body
surface; or
• Involves verified exposure to infectious substances or injurious radiation.

Company
Phases
11.2 COMPANY EMERGENCY PHASES
As part of the alerting service, three (3) emergency phases are distinguished by ICAO.
Theses phases have been established for the notification of Rescue Coordination Centers, by air traffic
service units, as soon as an aircraft is considered to be in a state of emergency.
Without prejudice to the prerogatives of the air traffic services or search and rescue services, the

following Company emergency phases must be declared in the circumstances detailed hereafter.

11.2.1 COMPANY UNCERTAINTY PHASE
Except when reasonable certainty exists as to the safety of the aircraft and its occupants, a Company
uncertainty phase must be declared immediately:
• When no communication has been received from the aircraft within a period of 30 minutes after
the time a scheduled report should have been received; or
• When the aircraft fails to arrive within 30 minutes of the estimated time of arrival last reported
or calculated by the Flight Operations Officer, whichever is the later; or,
• If for any other reason uncertainty exists with regard to the safety of the aircraft.
As soon as a Company UNCERTAINTY phase is declared, SSQ Directorate will trigger and follow
procedures described in the Company Emergency Response Manual (ERM), and will ensure that:
• ATC units, communication stations, and Rescue Coordination Centers (RCC) are notified of the
declared uncertainty phase;
• By blind or normal transmission, the aircraft is notified of the declared uncertainty phase and is
provided with pertinent advice and information regarding weather, rerouting, actions to be taken
etc.;
• The present and next positions of the aircraft and the fuel endurance limit are determined;
• Liaison with all agencies which may render assistance, is maintained;
• All concerned parties are notified when the uncertainty phase is cancelled or that the Company
ALERT PHASE is declared in case the emergency continues.
11.2.2 COMPANY ALERT PHASE
Except when reasonable indications exist that would allay apprehension as to the safety of the aircraft
and it occupants a Company alert phase must be declared immediately:
• When following the Company uncertainty phase subsequent communication checks have failed
to reveal any news of the aircraft; or,
• When the aircraft has been cleared to land and fails to land within 5 minutes of the estimated
time of landing and communication has not been re-established with the aircraft; or,
• When a departing the aircraft fails to report within 10 minutes after take-off and communication
has not been re-established with the aircraft; or,
• If Information has been received which indicates that the operating efficiency of the aircraft has
been impaired, but not to the extent that a forced landing is likely.

Company
Phases
As soon as a Company ALERT phase is declared, SSQ Directorate will trigger or continue to follow
• ATC, communications stations, and Rescue Coordination Centers are informed of the changed
situation;
• ATC and Rescue Coordination Centers have the following information at their disposal:
- Flight plan;
- Particulars of last position report;
- Endurance of time at last position;

- Number of persons on board;

- Any other pertinent information;
• By blind or normal transmission, the aircraft is notified of the declared alert phase and is provided
with pertinent advice and information regarding weather, rerouting, actions to be taken etc.;
• Liaison with all agencies which may render assistance, is maintained;
• All concerned parties are notified when the ALERT phase is cancelled or that the Company
DISTRESS phase is declared if circumstances so require.
11.2.3 COMPANY DISTRESS PHASE

Except when there is certainty that the aircraft and its occupants are not threatened by grave and
imminent danger, and do not require immediate assistance, a Company distress phase must be
declared immediately:
• When following the Company alert phase, the absence of news from widespread
communication checks under the circumstances points to the probability that the aircraft is in
distress; or,
• When the fuel on board is considered to be exhausted, or to be insufficient to enable the aircraft
to make a safe landing; or,
• When information is received which indicates, that the operating efficiency of aircraft has been
impaired to the extent that a forced landing is likely; or;
• Information is received or it is reasonably certain, that aircraft is about to make or has made a
forced landing.
As soon as a Company DSITRESS phase is declared, SSQ Directorate will trigger or continue to follow
• ATC, communications stations, and Rescue Coordination Centers are informed of the changed
situation;
• Possible assistance of other aircraft in the vicinity is required;
• Where applicable, arrangements for crash equipment to standby at the airport where the aircraft
is expected to land are made;
• All emergency activities continue to be coordinated;
• All concerned parties are notified when the DISTRESS phase is cancelled.
11.2.4 TERMINATION OF AN EMERGENCY PHASE

The emergency phase must be cancelled when the emergency no longer exists.
The person directing Company activities during the emergency will advise all appropriate management
staff, operations personnel, and other persons or agencies which were advised of or involved with the
emergency, of the cancellation.

Procedures in
OPERATIONS MANUAL VOL. A Case of Accident
11.3 PROCEDURES IN CASE OF ACCIDENT, SERIOUS INCIDENT OR

OVERDUE AIRCRAFT REPORT
11.3.1 INITIAL / IMMEDIATE NOTIFICATION TO THE COMPANY
In the event of an accident or a serious incident, either airborne or on the ground, the Pilot in Command
or a crew member, if physically able, or any other person will advise OCC by the quickest available
means, that will in turn advise SSQ Directorate.

OCC: (021) 29031436 / VHF: 131.525 MHz, HF: 13422.500 KHz (Primary) and 8047.500

(Secondary)
In the case the OCC is aware of a BATIK AIR aircraft accident or a serious incident or, has reasons to
believe a BATIK AIR aircraft has been involved in an accident, or in the case of an overdue aircraft
report, the OCC will immediately advise BATIK AIR SSQ Directorate by the quickest available means.
SSQ DIRECTOR: +62 82125944442
If SSQ Director is not available, the OCC should contact Head of Safety and Security.
HEAD OF SAFETY AND SECURITY: +62 81802070737
SSQ OFFICE: (021) 2988 1000 EXT 50239
As soon as it is advised of the situation, SSQ Directorate will declare the corresponding emergency
phase and manage the situation in accordance with procedures detailed in the BATIK AIR Emergency
Response Manual (ERM).
11.3.2 PILOT IN COMMAND / CREW POST ACCIDENT PROCEDURES
Immediately after an accident and following the evacuation of any passengers from the aircraft the Pilot
in Command, a crewmember or a delegated person must carry out the following duties subject to safety
considerations and the prevailing situation:
• The aircraft must be secured in a condition as safely as possible;

• A headcount must be made to account for all persons on board the aircraft;
• The needs of any injured persons must be attended to;
• The remains of any deceased persons should be decently set apart and covered;
• The distress beacon must be activated and pyrotechnics, if available, prepared for immediate
use;
• 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 unauthorized persons must not be allowed access
to it. An authorized person is any person nominated by the accident investigation authority or regulatory
authority, and usually includes police, fire and rescue and other emergency services.

Procedures in
OPERATIONS MANUAL VOL. A Case of Accident
11.3.3 PRESERVATION, PRODUCTION AND USE OF FDR AND CVR
Following an accident or a serious incident, the Company must attempt to preserve all FDR and CVR
data and make it available to the investigating authority. In addition, BATIK AIR will ensure all operational
manuals and documents in force at the time of the accident / serious incident are collected and
preserved.
PIC shall secure the CVR after experiencing serious incidents or accidents by pulling the CVR CB(s) on
the ground after engine shutdown procedures completed and in coordination with maintenance
personnel.

The CVR CB(s) location are as follows:

AIRBUS A320
PART NAME PANEL FIN LOCATION
FDR 12IVU 75U K16
CVR 49VU 23RK & 26RK E14 & E13
BOEING B737 NG/ER

ROW COL NUMBER NAME
MLI 042-084, VOICE
6 C 01948
101-999D RCRD/RIPS
VOICE
MLI 031-041D 6 C 01948
RCDR/RIPS
MLI 001-041D 7 C 00107 VOICE RCDR
Events required pilot to secure the CVR CB(s)
I. ACCIDENTS
a. Weather occurrences causing serious injury or fatality for person onboard the aircraft.
II. SERIOUS INCIDENTS

a. Collisions not classified as accidents.
b. Events requiring the emergency use of oxygen by the flight crew
c. Aircraft structural failures or engine disintegrations, including uncontained turbine engine
failures, not classified as an accident.
d. Multiple malfunctions of one or more aircraft systems seriously affecting the operation of the
aircraft.
e. Flight crew incapacitation in flight
f. Fuel quantity level or distribution situations requiring the declaration of an emergency by the
pilot, such as insufficient fuel, fuel exhaustion, fuel starvation, or inability to use all useable fuel
on board
g. Runway incursion in which a collision is narrowly avoided.
11.3.4 COMMUNICATION WITH THE PRESS AND MEDIA
No BATIK AIR Operations Directorate employee is allowed to communicate with the press or other
media, unless expressly authorized to do so by President Director and/or General Affair Director.

OPERATIONS MANUAL VOL. A Reportable Events
11.4 REPORTABLE EVENTS
11.4.1 NOTIFICATION AND REPORTING OF ACCIDENTS AND SERIOUS INCIDENTS
As soon as it is advised of an accident or serious incident (refer to paragraph §11.3.1 “INITIAL

NOTIFICATION” of this Chapter, the Company (SSQ Directorate) must, in turn, immediately, and by the
most suitable and quickest means available, report to the Indonesian National Transportation Safety
Committee (NTSC) and the DGCA, as well as to the Authority of the State of occurrence.

This immediate occurrence report must in all cases, be submitted within 24 hours following the accident

or serious incident.
In addition to the mandatory occurrence report, the Company must submit a further written occurrence
report to NTSC and DGCA using form 830 within 72 hours after the accident or serious incident. BATIK
AIR SSQ Directorate is in charge of transmitting this report, but will involve all adequate personnel in
the preparation of the report, including, where possible and applicable, the PIC and/or crewmembers.
When an aircraft is believed to have been involved in an accident or serious incident, the requirement
of immediate occurrence report to NTSC and DGCA also applies. Communications flow for occurrences
report refer to SMSM Chapter 3.7
11.4.2 DEVIATION FROM RULES TO THE EXTENT REQUIRED IN CASE OF

EMERGENCY
The Pilot in Command who has deviated from any applicable rule, for the purpose of facing an
emergency situation, must submit a report to local appropriate local authority without delay, in addition
to that the PIC will report to the Company (SSQ directorate) that will in turn address a report to the
DGCA and to the competent authority of the Sate of occurrence, if this occurred outside Indonesia.
For this purpose, the Pilot In Command must fill an Air-Operations Safety Hazard and Occurrence report
(A-SHOR), according to the procedure described in paragraph §11.5 of this Chapter.
11.4.3 UNLAWFUL INTERFERENCE / SECURITY
Following an act of unlawful interference, the Pilot in Command must submit, without delay, a report of
such an act to the Company (SSQ directorate) that will in turn, report to the local competent authority.
For this purpose, the Pilot In Command must fill out an Air-Operations Safety Hazard and Occurrence
Report (A-SHOR), according to the procedure described in paragraph §11.5 of this Chapter.
11.4.4 DANGEROUS GOODS INCIDENTS AND ACCIDENTS
The Pilot in Command must immediately report any accident or incident involving Dangerous Goods to
the Company, irrespective of whether the dangerous goods are contained in cargo, mail, passengers’
baggage or crew baggage. The finding of undeclared or mis-declared dangerous goods in cargo, mail
or baggage must also be reported.
After the flight, the PIC must fill an Air-Operations Safety Hazard and Occurrence report (A-SHOR),
according to the procedure described in paragraph §11.5 of this Chapter.
The Company (SSQ directorate) will in turn manage the transmission of the report, in the appropriate
format, to the competent authority of the State of occurrence and to DGCA.

11.4.5 ATC INCIDENTS – AIRPROX - TCAS RESOLUTION ADVISORY

Any occurrence specifically related to the provision of air traffic services, such as:
• Aircraft proximity (AIRPROX);

• Maneuvers in response to a TCAS Resolution Advisory (RA);
• Serious difficulty caused by faulty procedures or lack of compliance with applicable procedures;
• Maneuvers in response to a breakout alert during PRM approach;

• Serious difficulty caused by failure of ground equipment / facilities, and

• Operational error and deviation,
Must be immediately reported by the Pilot in Command to the ATS unit (the one with which the aircraft
was in contact at the time of the incident), using appropriate air-ground frequency, particularly if it
involves other aircraft, so as to permit the facts to be ascertained immediately. The Pilot in Command
must also inform the concerned ATC unit of his intention to submit an air traffic incident report after the
flight.
Upon reception of the PIC’s report, the Company will in turn manage the transmission of the report, in
the appropriate format, to the concerned ATS unit and/or local competent authority designated in the
Aeronautical Information Publication of the State of occurrence.
11.4.6 BIRD HAZARDS / STRIKE
The Pilot in Command must immediately inform the local ATS unit whenever a potential bird hazard is
observed.
If a bird strike resulting in significant damage to the aircraft or the loss or malfunction of any essential
service has occurred, the PIC must, after the flight, fill an Air-Operations Safety Hazard and Occurrence
report (A-SHOR), according to the procedure described in paragraph §11.5 of this Chapter.
Upon reception of the PIC report, the Company will, in turn, manage the transmission of the report in
the appropriate / specific format to the local competent local authority designated in the Aeronautical
Information Publication of the State of occurrence.
11.4.7 WAKE VORTEX ENCOUNTER

The Pilot in Command must immediately inform the local ATS unit whenever encountering Wake Vortex.
Upon reception of the PIC report, and in application to the ICAO wake vortex reporting scheme, the
Company (SSQ directorate), will manage the transmission of the report to the regulator of the State of
occurrence. (http://cfapp.icao.int/fsix/wakevortex.cfm).
11.4.8 POTENTIAL HAZARDOUS CONDITIONS ENCOUNTER

The Pilot in Command must notify the appropriate air traffic services unit by transmitting a special AIREP
as soon as practicable whenever a potentially hazardous condition such as a meteorological
phenomenon or a volcanic ash cloud is encountered or observed during flight. This includes:
• Moderate or severe turbulence;

• Moderate or severe icing;
• Severe mountain waves;
• Thunderstorms, with or without hails that are obscured, embedded, widespread or in squall

lines;

• Heavy dust storm or heavy sandstorm;
• Volcanic ash cloud;
• Volcanic eruption or pre-eruption volcanic activity (increasing volcanic activity which could
presage a volcanic eruption).
For the purpose of compiling and transmitting air-reports by voice communications, flight crews must
rely on the AIREP form and comply with the detailed instructions, formats of messages and the
phraseologies. Refer to OM, Part A, Appendix 8.F.
Upon reception of the PIC report, if dealing with observation of volcanic activity, the Company (SSQ
Directorate) will in turn manage the transmission of the report, in the appropriate format, to the local
competent authority designated in the Aeronautical Information Publication of the State of observation.
11.4.9 NON-EXHAUSTIVE LIST OF EVENTS TO BE REPORTED TO THE COMPANY
Beyond the regulatory requirements regarding the reporting of specific occurrences as detailed in the
previous paragraphs, BATIK AIR encourages all operational personnel to report any event listed
hereafter (non-exhaustive list):
11.4.9.1 AIRCRAFT HANDLING DIFFICULTIES
• Flying too close to ground, ground hit during landing or takeoff, including tail strike/over rotation
and pod or wing strike, aircraft not obtaining/maintaining the assigned altitude;
• Abrupt maneuver, excessive pitch attitude, aircraft trim problems, un-commanded roll, or un-
commanded turn;
• Dragged wing, rotor, pod or float during take-off or landing;
• Flight crew does not understand/not follow/not expect what the aircraft systems are doing;
• Ground loop on takeoff-landing for avoid obstacles or as a result of losing directional control;
• Landing and take-off events which could affect safety, including overrun, long landing, off center-
line, and hard landing, undershoot, un-stabilized approach.
11.4.9.2 WARNING SYSTEM AND AIR NAVIGATION SERVICES EVENT

• Warning or alert, including flight control warnings, door warnings, stall warning (stick-shaker),
fire/smoke/fumes warning;
• Ground proximity warning;
• Configuration warning system triggered;
• Traffic Alert and Collision Avoidance System (TCAS) alerts:
• Reduced Vertical Separation Minima (RVSM) airspace incident;
• Unintentional and significant loss of airspeed or deviation from intended track or altitude;

• Stall or stall warning;

• Inaccurate information in Notification to Airmen (NOTAM);
• Known or suspected separation breakdown or near collision with another aircraft, a vehicle, or
balloon/kite/model aero-plane;
• ATS deficiency involving takeoff or landing without clearance, ATS coordination deficiency, ATS
flight Information deficiency, ATS clearance/instruction deficiency, and ATS flight planning
system deficiency;
• Failure to comply with clearances involving Standard Terminal Arrival Route (STAR), Standard
Instrument Departure (SID), instructions, or violation of controlled airspace procedures.

AIRCRAFT, THE TERRAIN, OR OBJECT/OBSTACLES
This includes but is not limited to:
• Bird-strike (including bats);

• Near bird-strike or near animal strike;
• Engine ingestion of bird, water, ice, or other items.
11.4.9.4 DIVERSION - AIRCRAFT DOES NOT LAND AT ITS PLANNED DESTINATION
This includes but is not limited to:
• Airport closure (including curfew);

• Medical emergency;
• Unavailable forecast weather;
• An aircraft does not land at its planned destination due to a technical deficiency (including fuel
shortage) or for other reasons;
• An approach is discontinued from below decision height including any missed approach caused
by wind speed, ATC requirement, obstructed runway, wind-shear, or wake turbulence;
• Emergency equipment or procedures are used (intentionally or inadvertently), or when an
emergency is declared;
• Ground facilities or services fail, are not available or are inadequate, including coverage or range
problems, calibration deficiency, readability deficiency, or interference causing substantial
degradation of operating standards (including navaids, aerodromes, met facilities, etc.).
11.4.9.5 OPERATIONAL OCCURRENCES

• Incorrect flight preparation such as aircraft charts or operational documents incorrect or out-of-
date, incorrect loading, take-off in violation of the minimum equipment requirements, take-off
overweight/incorrect center of gravity, or take-off with previous damage;
• Any fuel related safety occurrence including when fuel quantity does not comply with fuel policy,
fuel is contaminated, incorrect fuel quantity loaded, or low fuel quantity;
• A crew member becomes incapacitated for any reason, injuries to persons whether cause from
turbulence, abrupt maneuver, strike by an aircraft or other sources during flight;
• Material, a panel, an identified or unidentified component falling off the aircraft or arrival of an

aircraft with an open service panel;

• Rejected takeoff or air-turn back caused by any reason;
• Deviation from intended flight path/attitude including spin, spiral dive, stall, loss of pitch, tracking
deviation;
• Suspected electronic interference;
• All Ground Proximity Warning System (GPWS) warnings and alerts;
• Human performance deficiencies such as incorrect or inadvertent operation of controls or
systems or non-compliance with ATC instructions, etc.;
• Exceed of an operational limitation including those applicable to the airframe, flaps and engines.
11.4.9.6 AIRPORT, RUNWAY, TAXIWAY, APRON, NAVIGATION AID
• Aircraft departed from the intended movement area, can be runway excursion, taxiway
excursion, apron excursion, or the aircraft ran off the end of the runway;
• Runway incursion, which is any occurrence at an aerodrome involving the incorrect presence of
an aircraft, vehicle or person on the protected area of a surface designated for the landing and
takeoff of aircraft;
• Center-line infringement - parallel runway operations;
• Irregularity in a ground or navigational facility, which considered essential to the safety of other
flights.
11.4.9.7 WEATHER RELATED OCCURRENCES
• Severe clear air turbulence or turbulence in cloud encounter; but not limited to vortex/wake
turbulence caused by wing-tip vortices, rotor-tip, jet blast, rotor downwash, or prop wash.
• Volcanic ash cloud is observed or encountered.
• Severe wind-shear encounter;
• Encounter crosswind, tailwind, loss of visual reference
• Forecast deficiency including unavailability of forecasted weather, inaccurate forecasts, and
Automatic Terminal Information Service (ATIS) deficiencies.
• Diversion - aircraft does not land at its planned destination due to un-forecasted weather;
• Lightning strike.
11.4.9.8 SECURITY
• Bomb warning/scare;

• Hijacking;
• Sabotage;
• Military intervention;
• Interference with crewmember(s);
• Disruptive / unruly passenger;
11.4.9.9 OTHERS

• Issues related to flight crew working environment;
• Flight Time Limitations exceedance;
• Expired Licenses;
• Crew no show;
• Communication difficulties between crew members;
• CRM;
• Occupational Health and Safety incidents, etc.
11.5 SAFETY HAZARDS AND OCCURRENCES REPORTING PROCEDURE

Safety Hazards
and Occurrences
Procedure
11.5.1 GENERAL
BATIK AIR has implemented and maintains an operational reporting system, which:
• Ensures mandatory reporting in accordance with applicable regulations;

• Encourages and facilitates flight operations personnel to submit reports that identify safety
hazards, expose safety deficiencies and raise safety concerns;

• Supports analysis and flight operations management action as necessary to address safety
issues identified through the reporting system.

A Safety Hazard and Occurrence Report:
• MUST be filled for each safety-related occurrence for which there is a requirement for mandatory
reporting, as detailed in paragraphs §11.4 of this Chapter;
• SHOULD be completed, in the sole interest of overall safety improvement, to report a safety-
related occurrence or hazard for which there is no requirement for reporting, and which may
have a direct or indirect, immediate or future impact on the safety or security of BATIK AIR
operations. This voluntary report scheme is strictly confidential and non-punitive.
NOTE: non-safety or non-security related flight/service irregularities should not be reported as SHOR,
but must be brought to the attention of the BATIK AIR Operations Directorate as part of the Voyage
Report to be filled out by the PIC after completion of the flight. Adherence to these best practices ensures
efficient in-service events management by the appropriate directorate, departments, and categories of
personnel.
11.5.2 REPORTING METHODS AND FORMATS
The following reports mediums are available:
Primary Reporting tool

E-mail: ssq.report@batikair.com
Other Reporting tools (alternate)

Facsimile to: (reserved)
SMS text to: +62 811 844 0754
11.5.2.1 EMAIL BASED REPORTING (PRIMARY)
(1) In the “TITLE” field indicate “A-SHOR” (standing for Air operations SHOR) + subject to which
the report is related;
(2) In the core text of the email, indicate whether the report should be kept confidential - Note that
report for which there is a mandatory reporting requirement cannot be kept confidential.
(3) Make sure to include at least the same level of details, as applicable to the type of reported
event, as in the corresponding paper-based A-SHOR form (refer to OM Part A, Appendix 11.A)
in the core text of the email or attach a picture/scan of the A-SHOR hand-filled paper form;
(4) Provide any further details deemed valuable for the purpose of describing the event;
(5) Send the email (with attachments) to: ssq.report@batikair.com

Safety Hazards
and Occurrences
Procedure
11.5.2.2 FACSIMILE BASED REPORTING (ALTERNATE)
(1) Handwrite / fill in the A-SHOR paper form (refer to OM Part A, Appendix 11.A);
(2) Fax the A-SHOR form to: Reserved (SSQ Directorate)
11.5.2.3 SHORT MESSAGE (SMS) BASED REPORTING (ALTERNATE)

Due to limitations of SMS based communications, reporting via SMS must only be used to immediately

report an occurrence to SSQ Directorate when no other means is available. In all cases, it does not
relieve for the need to report complete and consistent information via one of the other means (OSMS,
email, Facsimile) at the earliest opportunity, when dealing with an occurrence for which there is
requirement for mandatory reporting.
11.5.3 HANDLING OF OCCURRENCE REPORTS
(1) The originator must report the occurrence as soon as practicable. If the report is raised by a
flight crewmember and affecting an aircraft system or a component, the crewmember must
make an entry in the AFML;
(2) Occurrence reports are assessed by Safety officers to determine or confirm whether the
reported occurrence must be reported to specific competent authorities or agencies (e.g. DGCA,
NTSC, State of occurrence, concerned ATS units, etc.);
(3) In the case the reported incident is a mandatory reportable incident, SSQ Directorate manages
the transmission to, as applicable, DGCA, NTSC, and/or additional competent local agencies or
organizations (State of occurrence, ATS units, etc.) and must advise the reporter of the
transmission;
(4) All reported safety hazards and occurrences are then managed in accordance with BATIK
AIR’s Safety Management System procedures (Refer to BATIK AIR’s SMS Manual).

VOL. A
CHAPTER 12
RULES OF THE AIR

OPERATIONS MANUAL

RULES OF THE AIR Page : 1
CHAPTER 12 – RULES OF THE AIR
12.1 OPERATIONS IN A FOREIGN COUNTRY ..........................................................................3

12.2 RULES OF THE AIR ...........................................................................................................4
12.2.1 USE OF JEPPESEN TEXT SUPPLEMENT ..................................................................4

12.2.2 APPLICABILITY OF THE RULES OF THE AIR ............................................................4

12.2.3 INSTRUMENT FLIGHT RULES ...................................................................................4
12.2.4 VISUAL FLIGHT RULES ..............................................................................................5
12.2.5 TIME USED IN OPERATIONS .....................................................................................5
12.2.6 COMMUNICATION PROCEDURES ............................................................................5
12.2.7 ATC CLERANCE, ADHERENCE TO FLIGHT PLAN AND POSITION REPORTS .........5
12.2.8 SIGNALS .....................................................................................................................6
12.2.9 INTERCEPTION OF CIVIL AIRCRAFT ........................................................................6
12.2.10 DISTRESS AND EMERGENCY ...............................................................................6



Operations in a
OPERATIONS MANUAL VOL. A Foreign Country
12.1 OPERATIONS IN A FOREIGN COUNTRY

All BATIK AIR flight crew, while operating an airplane within a foreign country, must comply with the air
traffic rules of the country concerned and the local airport rules, except where any rule contained in
this manual is more restrictive and may be followed without violating the rules of that country.


OPERATIONS MANUAL VOL. A Rules of The Air
12.2 RULES OF THE AIR
12.2.1 USE OF JEPPESEN TEXT SUPPLEMENT
Except for information that is specific to BATIK AIR own operations, BATIK AIR relies on Jeppesen
Airways Manual, which is kept current by subscription to revision services, for the following areas:
PACIFIC BASIN.

•

In addition to charts published as part of the Jeppesen Airway Manual to which it subscribes, BATIK
AIR makes available to all flight crews the Jeppesen Airway Manual text supplements, both on the
ground (electronic distribution via CrewNet) and on-board the aircraft (hard copies).
These Jeppesen Text Supplements are designed to provide pilots with International Civil Aviation
Organization (ICAO) Standards, Recommended Practices and Procedures (SARPs) for international
operations.
In addition, on a State-by-State basis, flight procedures unique to each state, or different from the
published ICAO rules and procedures, are included.
All BATIK AIR pilots are therefore to be familiar with the contents of sections of the Jeppesen
Text Supplements relative to their area of operations to enable them to be in compliance with
the legislation and flight procedures of the States in which they may operate.
The following paragraphs provide a non-exhaustive insight of main information that is to be found in
Jeppesen Airway Manual relative to Rules of the Air and ICAO SARPs.
12.2.2 APPLICABILITY OF THE RULES OF THE AIR
Principles regarding the applicability of the Rules of the Air defined in ICAO Annex 2, the responsibility
of the Pilot-in as well as any national differences that may apply are to be found in Jeppesen Airway
Manual.
Refer to:
(1) Jeppesen Airway Manual, ATC section, ICAO Rules of the Air - Annex 2, Chapter 2
12.2.3 INSTRUMENT FLIGHT RULES
Instrument and visual flight rules as defined in ICAO Annex 2, as well as any national differences that
may apply are to be found in Jeppesen Airway Manual. Refer to:
Also refer to OM Part A, Chapter 8.3.1.1 “VFR/IFR POLICY”.

12.2.4 VISUAL FLIGHT RULES
Instrument and visual flight rules as defined in ICAO Annex 2, as well as national differences that may
apply are to be found in Jeppesen Airway Manual.
Refer to:


Also refer to OM Part A, Chapter 8.3.1.1 “VFR/IFR POLICY”.
12.2.5 TIME USED IN OPERATIONS
Rules regarding use of the Coordinated Universal Time (UTC) as defined in ICAO Annex 2, as well as
national differences that may apply are to be found in Jeppesen Airway Manual. Refer to:
(1) Jeppesen Airway Manual, ATC section, ICAO Rules of the Air - Annex 2, Chapter 3.5
12.2.6 COMMUNICATION PROCEDURES
Rules regarding communication procedures, including communication-failure procedures as defined in

ICAO SARPs, as well as national differences that may apply, are to be found in Jeppesen Airway
Manual.
Refer to:
(2) Jeppesen Airway Manual, ATC section, Air Traffic Management (Doc 4444)
(4) Jeppesen Airway Manual, EMERGENCY, ICAO, Chapter 5 – Distress and urgency
Communications Procedures
(5) Jeppesen Airway Manual, EMERGENCY, ICAO, Chapter 6 - Communications Failure
(6) Jeppesen Airway Manual, EMERGENCY, State pages
12.2.7 ATC CLERANCE, ADHERENCE TO FLIGHT PLAN AND POSITION REPORTS
Rules relative to ATC clearance, adherence to flight plan, and position reports as defined in ICAO
Annex 2, as well as any national differences that may apply are to be found in Jeppesen Airway
Manual.
Refer to:
(2) Jeppesen Airway Manual, ATC section, State pages.

12.2.8 SIGNALS
A description of the following types of signals as defined in ICAO Annex 2 is to be found in Jeppesen
Airway Manual:
• Visual signals used to warn an unauthorized aircraft flying in, or about to enter a restricted,
prohibited danger area;
• Signals for aerodrome traffic;

• Marshaling signals;

• Standard Emergency hand signals;
Refer to Jeppesen Airway Manual, ATC section, ICAO Rules of the Air - Annex 2, Appendix 1
12.2.9 INTERCEPTION OF CIVIL AIRCRAFT
Information and instructions relative to the interception of civil aircraft as defined in ICAO Annex 2, as
well as any national differences that may apply are to be found in Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, ATC section, ICAO rules of the Air – Annex 2, Chapter 3.8
(3) Jeppesen Airway Manual, EMERGENCY section, ICAO, Chapter 7
(4) Jeppesen Airway Manual, EMERGENCY section, State pages
12.2.10 DISTRESS AND EMERGENCY
Rules and information relative to the following points as defined in ICAO SARPs as well as national
differences that may exist are to be found in Jeppesen Airway Manual:
• Procedures for flight crew observing an accident or receiving a distress transmission;

• Ground/air visual codes for use by survivors;
• Distress and urgency signals.
Refer to:
(1) Jeppesen Airway Manual, EMERGENCY section, Chapter 8 - Search and Rescue
(2) Jeppesen Airway Manual, EMERGENCY section, Chapter 2 - Emergency Procedures
(3) Jeppesen Airway Manual, EMERGENCY, State pages

APPENDICES Page : 1
TABLE OF CONTENT
APPENDIX 0.A – COMPLIANCE WITH CASR 121 .............................................................................. 3
APPENDIX 1.A - OPS DIRECTORATE CONTACT DETAILS ............................................................ 10
APPENDIX 1.B - BATIK AIR DISPATCH CENTER, LOCAL DISPATCH UNITS (FLOPS) AND OCC
CONTACT DETAILS............................................................................................................................ 11
APPENDIX 1C - MANUAL REVISION/AMENDMENT SHEET ............................................................ 13
APPENDIX 2.A – ONBOARD LIBRARY CHECKLIST ........................................................................ 15
APPENDIX 2.B - AFML ....................................................................................................................... 16

APPENDIX 2.C – CABIN MAINTENANCE LOG ................................................................................. 28

APPENDIX 2.D – VOYAGE REPORT ................................................................................................. 29
APPENDIC 2.E – FLIGHT SERVICE REPORT ................................................................................... 33
APPENDIX 8.A – FLIGHT DISPATCH RELEASE .............................................................................. 34
APPENDIX 8.B1 – LOADSHEETS ...................................................................................................... 38
APPENDIX 8.C – COMPUTERIZED FLIGHT PLAN ........................................................................... 49
APPENDIX 8.D – MANUAL OFP ......................................................................................................... 57
APPENDIX 8.E – NOTOC .................................................................................................................... 58
APPENDIX 8.F – AIREP ...................................................................................................................... 59
APPENDIC 8.G – SAFETY INSTRUCTIONS CARDS......................................................................... 61
APPENDIX 8.H – EXIT ROW SEATING CRITERIA CARD ................................................................. 64
APPENDIC 8.I – BRIEFING GUIDE FOR FA CARD ........................................................................... 66
APPENDIX 8.J – SAFETY DIRECTIVE CARD.................................................................................... 70
APPENDIX 8.K – PRE-DELIVERY FLIGHT & EIS CHECKLIST FORM ............................................. 73
APPENDIX 9.A – DG SHIPPER DECLARATION ............................................................................... 74
APPENDIX 9.B – DG CHECKLIST NON RADIOACTIVE ................................................................... 78
APPENDIX 9.C – DG CHECKLIST RADIOACTIVE ............................................................................ 80
APPENDIX 10.A - CHEKLIST PENYISIRAN KEAMANAN PESAWAT................................................ 82
APPENDIX 11.A – A-SHOR ................................................................................................................ 87
APPENDIX 11.B – PAIDUR ................................................................................................................. 89
APPENDIX 12 – RNP AR REPORT AND FORM ................................................................................ 90
APPENDIX 13 – EMERGENCY EQUIPMENT LIST ............................................................................ 92
APPENDIX 14 – SUPERNUMERARY FORM ...................................................................................... 98
APPENDIX 15 – CLIMB GRADIENT ................................................................................................... 99
APPENDIX 16 – RVSM ...................................................................................................................... 108
APPENDIX 17 – CHINA RVSM ......................................................................................................... 112
APPENDIX 18 – FORM SERAH TERIMA SENJATA API ................................................................. 114
APPENDIX 19 – LIST OF NON-HUB & PROCEDURES UPDATE STATION MANUALS AND
DOCUMENTS. ................................................................................................................................... 115
APPENDIX 20 – HOLDOVER TIMES TABLES AND LIST OF FLUIDS ........................................... 117
APPENDIX 21 – COMAT ACCCEPTANCE ....................................................................................... 218
BA-OPS-01-001
Rev : 03 / Issued : 03 31 Aug 2018
APPENDICES Page : 2
APPENDIX 22 – IATA DGR TABLE .................................................................................................. 220

APPENDIX 23 – PREFLIGHT AND TOP OF DESCENT DISINSECTION CERTIFICATE ................ 222
APPENDIX 24 – SATCOM ATS ........................................................................................................ 225
APPENDIX 25 – SATCOM COMMUNICATIONS .............................................................................. 227
APPENDIX 26 – PIC TRANSIT CHECK ............................................................................................ 247
APPENDIX 27 – MEDIF CERTIFICATE ............................................................................................ 262

BA-OPS-01-001
Rev : 03 / Issued : 03 31 Aug 2018
Appendix 0.A
OPERATIONS MANUAL VOL. A Compliance with
CASR 121
APPENDICES Page : 3
APPENDIX 0.A – COMPLIANCE WITH CASR 121
This appendix is introduced to further highlight to DGCA the relevant sections and paragraphs of this
manual answering CASR 121 amendment 12 requirements relative to flight operations. CASR 121
requirements relative to aircraft equipment, airworthiness and maintenance must be addressed in BATIK
AIR Company Maintenance Manual (CMM) and are tagged accordingly in the following table.
CASR TITLE X-REF1 X-REF2 X-REF3

SUBPART A - GENERAL

121.0 Regulatory reference A.0.1 - -

121.3 Applicability A.0.1 - -
121.4 Certification Requirements: General A.2.4.1.1 - -
121.6 Wet Leasing of Aircraft A.2.5 - -
121.7 Definitions and abbreviations A.0.5 - -
121.11 Rules applicable to Operations in a Foreign Country A.12.1 - -
Carriage of Narcotic Drugs, Marihuana, and Depressant or
121.15 A.2.2.2.14 - -
Stimulant Drugs or Substances
SUBPART B - CERTIFICATON RULES
121.21 Applicability - - -
121.25 Contents of an Air Operator Certificate AOC - -
121.26 Application for Air Carrier Operator Certificates A.2.4.4.1 - -
121.27 Issue of an Air Operator Certificate A.2.4.4.1 - -
Duration of Validity and Surrender of AOC and Operations
121.29 A.2.4.2.1 - -
Specifications
121.31 Recency of operations A.2.4.1.2 -
Suspension and Revocation of AOC or Operating Certificate of
121.32a Certificate Holder which does not conduct Operations for A.2.4.2.1 - -
which it holds authority for more than a specified time
121.32b Renewal of validity of AOC A.2.4.1.2 - -
121.59 Management Personnel Required A.1.2 - -
121.61 Minimum Qualification of Management personnel A.1.2 A.2.1.8 -
SUBBART C - SAFETY MANAGEMENT SYSTEM
121.63 Applicability A.3.2 - -
121.65 Safety Management System (SMS) A.3.2 - -
SUBAPRT D - RULES GOVERNING ALL CERTIFICATE HOLDERS
121.73 Availability of AOC and Operations Specifications A.2.4.1.5 - -
121.75 Contents of the Operations Specifications A.2.4.1.5 - -
121.77 Amendment of Certificate A.2.4.1.3 -
121.79 Amendment of Operations Specifications A.2.4.1.3 - -
121.81 Inspection authority A.2.4.2.1 - -
121.83 Change of Address A.2.4.1.4 - -
BA-OPS-01-001
Rev : 02 / Issued : 03 31 Jan 2018
Appendix 0.A
CASR 121
APPENDICES Page : 4

SUBPART E - APPROVAL OF ROUTES
121.93 Routes Requirements: General A.8.1.1.1 - -
121.95 Route Width A.8.1.1.1 - -
121.97 Airports: Required Data A.8.1.3.2.2 - -

Communications Facilities: Flag, Domestic and Supplemental
121.99 A.8.1.1.1 - -
Air Carriers

121.101 Weather Reporting Facilities A.8.1.7.1 - -
121.103 En-route Navigational Facilities A.8.1.1.1 - -
121.105 Servicing and Maintenance Facilities A.8.1.1.1 - -
121.106 ETOPS Alternate Airport: RFFS A 8.5.2.1 N/A N/A
121.107 Dispatch Centers, Flag and Domestic Air Carriers A.2.3.3.1.1 - -
121.122 Communications Facilities: Supplemental Operations N/A - -
Flight Following System: Flag, Domestic and Supplemental Air
121.125 A.2.3.5 - -
Carriers
Flight Following System Requirements: Flag, Domestic and
121.127 A.2.3.5 - -
Supplemental Air Carriers
SUBPART F - RESERVED
- - - - -
SUBAPRT G - MANUAL REQUIREMENTS
121.131 Applicability A.2.1.11.1 - -
121.133 Preparation A.2.1.11.2 - -
121.135 Contents A.0.1 A.0.2 A.2.1.11.2
121.137 Distribution and availability A.0.3 A.0.4 -
Requirement for Manual aboard Aircraft: Supplemental Air
121.139 N/A N/A N/A
Carriers
121.141 Airplane Flight Manual A.2.1.11.5 A.2.1.14.1
121.143 Standard Operating Procedures A.2.1.10.3.1 - -
SUBPART H - AIRCRAFT REQUIREMENTS
121.151 Applicability A.2.1.2 A.2.5.3 A.8.1.3.4
121.153 Aircraft requirements: General A.2.1.14.1 - -
121.155 Operations of Foreign Registered Aircraft A.2.5.3 - -
121.157 Aircraft Certification and Equipment Requirements A.2.1.2 - -
121.159 Single Engine Airplane Prohibited A.2.1.2 - -
121.161 Airplane Limitations: Type of Route A.8.1.3.4 - -
121.162 ETOPS Type Design Approval Basis N/A N/A N/A
121.163 Aircraft Proving Test A.2.1.2 - -
SUBPART J-SPECIAL AIRWORTHINESS REQUIREMENTS
121.211 to 121.295 CMM - -

Appendix 0.A
CASR 121
APPENDICES Page : 5

SUPART K - INSTRUMENT AND EQUIPMENT REQUIREMENTS
121.301 to 121.358 CMM - -
SUPART L-MAINTENANCE, PREVENTIVE MAINTENANCE AND ALTERATIONS
121.361 to 121.380a CMM - -
SUBPART M – AIRMEN AND CREWMEMBER REQUIREMENTS
121.383 Airman: Limitations on the use of services A.4.1.2 A.4.2.2 -

121.385 Composition of Flight Crew A.4.2.1 A.4.2.4 -

121.387 Flight Engineer N/A N/A N/A
121.389 Flight Navigator and Specialized Navigation Equipment A.2.1.2 CMM -
121.391 Flight Attendants A.4.3.1 A.8.2.2.1 A.8.3.14.2
121.395 Flight Operations Officers: Domestic and Flag Carriers A.2.3.3.1 - -
121.397 Emergency and Evacuation Duties A.2.1.11.3.3 - -
SUBPART N - TRAINING PROGRAM
121.400 Applicability and Terms used - - -
121.401 Training Program: General OM-D A.5.1.1
121.403 Training Program: Curriculum OM-D - -
121.404 Training Program: Specific Requirements OM-D - -
121.405 Training Program and Revision: Initial and Final Approval OM-D - -
Training program: Approval of Airplane Simulators and other
121.407 OM-D - -
Training devices
Training courses using Airplane Simulators and other Training
121.409 OM-D - -
devices
Qualifications: Flight Instructors (Airplane) and Flight
121.411 OM-D - -
Instructors (Simulator)
Qualifications: Instructors for Flight Operations Officers and
121.412 OM-D - -
Flight Attendants
Initial and Transition Training and Checking Requirements:
121.413 OM-D - -
Flight Instructors (Airplane) and Flight Instructors (Simulator)
121.417 Crewmember Emergency Training OM-D - -
Differences Training: Crewmembers and Flight Operations
121.418 OM-D - -
Officers
121.429 Recurrent Training OM-D - -
SUBPART O – CREWMEMBER QUALIFICATIONS
121.432 General A.4.2.4.3 OM-D -
121.433 Training required A.5.2 A.5.3 A.5.4
Operating Experience, Operating Cycles, and Consolidation of
121.434 OM-D - -
Knowledge and Skills
121.437 Pilot Qualification: Certificates required A.5.2 - -
121.438 Pilot Operating Limitations and Pairing Requirements A.8.3.1.5.4 A.4.2.3 -
121.439 Pilot Qualification : Recent Experience A.5.2.3 - -
121.440 Line Checks A.5.2.1 OM-D -
121.441 Proficiency and Competency Checks A.5.2 A.5.3 A.5.4
121.443 Pilot in Command Qualification: Route and Airports A.5.2.4 - -

Appendix 0.A
CASR 121
APPENDICES Page : 6

SUBPART O – CREWMEMBER QUALIFICATIONS (CONT’D)
Pilot in Command Airport Qualification: Special Areas and
121.445 A.5.2.4 OM-D -
Airports
121.447 Flight Attendant Qualifications A.5.3 OM-D -
121.453 Flight Engineer Qualifications N/A N/A N/A
SUBPART P – FOO QUALIFICATIONS AND DUTY TIME LIMITATIONS; FLIGHT ATTENDANT DUTY TIME PERIOD LIMITATIONS
AND REST REQUIREMENTS

121.463 Flight Operations Officer Qualifications A.5.4 OM-D -

121.465 Duty Time Limitations: Domestic and Flag Carriers A.7.5 - -
Flight Attendant Duty Period Limitations and Rest
121.467 A.7 - -
Requirements: Domestic, Flag, and Supplemental Air Carriers
SUBPART Q: FLIGHT DUTY TIME LIMITATIONS AND REST REQUIREMENTS:FLAG, DOMESTIC AND SUPPLEMENTAL AIR
CARRIERS
Flight Time Limitations and Rest Requirements: all
121.471 A.7.4 - -
crewmembers
121.472 Duty Time Limitations: all crewmembers A.7.2.1 A.7.3 A.7.4.2
121.475 Crewmembers on Reserve A.7.4.4 - -
121.481 Flight Time Limitations and Rest Requirements A.7.2.1 A.7.2.2 A.7.4.2
Flight Time Limitations: two pilots and one additional flight
121.483 N/A N/A N/A
Crewmember
Flight Time Limitations: Three or more Pilots and an additional
121.485 A 4.2.4.3 - -
flight crewmember
121.489 Flight Time Limitations: Other Commercial Flying A.7.1.4.4 - -
121.493 Flight Time Limitations: Flight Engineers and Flight Navigators N/A N/A N/A
121.495 Flight Time Limitations: Deadhead transportation: airplanes A.7.4.3 - -
SUBPART R – CABIN SAFETY
121.501 Compliance with Briefings or Safety Instructions and Carriage of A.8.3.19.6.1 A.9.8.2 -
Crewmember Requirements at Stops where Passengers Remain
121.502 A.8.2.2.1 - -
on Board
121.503 Briefing Passengers before Takeoff A.8.3.19.6 - -
121.504 Briefing Passengers: extended Overwater Operations A.8.3.19.6 - -
Stowage of Food, Beverage, and Passenger Service Equipment
121.505 during Airplane Movement on the Surface, Takeoff, and A.8.2.2.13 A.8.3.19.4 -
Landing
Retention of Items of Mass in Passenger and Crew
121.507 A.8.2.2.13 A.8.3.19.4 A.8.3.20.11.4
Compartments
121.509 Carry-on Baggage A.8.2.2.11 - -
121.511 Carriage of Cargo in Passenger Compartments A.8.2.2.18 - -
121.513 Refueling with Passengers on Board A.8.2.1.4 - -
121.517 Alcoholic Beverage A.8.3.19.2 - -
121.523 Emergency and Emergency Evacuation Duties A.2.1.11.3.3 - -

Appendix 0.A
CASR 121
APPENDICES Page : 7

SUBPART T - FLIGHT OPERATIONS
121.533 Responsibility for Operational Control A.2.3.2 - -
121.537 Alcohol and Drugs A.6.2 - -
121.538 Airplane Security A.10.2 - -

121.539 Operational notices A.2.2 - -
121.541 Operations Schedule: Domestic and Flag Air Carriers A.2.1.13 - -

121.542 Flight Crewmember duties A.8.3.1.4 A.8.1.3.5.8 -
121.543 Flight crewmember at Controls A.8.3.14 - -
121.545 Manipulation of Controls A.8.3.16.5 - -
121.547 Admission to Flight deck A.8.3.16.4 - -
Aviation Safety Inspector’s Credentials: Admission to Pilot’s
121.548 A.2.4.2.2 A.8.3.16.4 -
Compartment
121.549 Flying equipment A.2.1.14.1 A.2.1.11.3.3 -
121.551 Restriction or Suspension of Operations A.2.3.3.1.4 - -
121.555 Compliance with approved routes and limitations A.8.1.3.4 - -
121.557 Emergencies A.2.3.7 A.11.4.2
Reporting Potentially Hazardous Meteorological Conditions and
121.561 A.11.4.5 - -
Irregularities of Ground and Navigation Facilities
121.563 Reporting Mechanical Irregularities A.2.1.14.3 - -
121.565 Engine inoperative: Landing, Reporting A.8.3.20.6 - -
121.567 Instrument Approach Procedures and IFR Landing Minimums A.8.1.5.2 A.8.1.5.12 -
121.569 Equipment interchange: Domestic and Flag Air Carriers A.2.5.4 - -
121.570 Airplane Evacuation Capability A.8.2.2.4 - -
121.574 Oxygen for Medical use by Passengers A.8.2.2.2.1 - -
Retention of Items of Mass in Passenger and Crew
121.576 A.8.3.19.4 8.320.11.4 -
Compartments
121.579 Minimum Altitude for use of Autopilot A.8.3.1.7.2 - -
121.581 Observer's Seat: En-route Inspections A.2.4.2.2 - -
121.585 Exit Seating A.8.2.2.4 - -
121.587 Closing and Locking of Flight Crew compartment Door A.8.3.16.1 - -
121.590 Use of Certificated Land Airports A.8.1.3.2.1 - -
SUBPART U - DISPATCHING AND FLIGHT RELEASE RULES
121.591 Applicability A.2.3.4 - -
121.595 Dispatching Authority: Domestic and Flag Carriers A.2.3.4.1 - -
121.597 Flight Release Authority: Supplemental Air Carriers N/A N/A N/A
121.599 Familiarity with weather conditions A.2.3.4.1 - -
Aircraft Flight Operations Officer Information to Pilot in
121.601 A.2.3.4.2 A.2.3.5.3 A.8.1.1.3
Command: Domestic and Flag Air Carriers
121.603 Facilities and Services: Supplemental Air Carriers N/A - -
121.605 Airplane Equipment A.8.1.1.2 - -

Appendix 0.A
CASR 121
APPENDICES Page : 8

SUBPART U - DISPATCHING AND FLIGHT RELEASE RULES (CONT’D)
Communication and Navigation Facilities: Domestic and Flag Air
121.607 A.8.1.1.2 - -
Carriers
Communication and Navigation Facilities: Supplemental Air
121.609 N/A - -
Carriers
121.611 Dispatch or Flight Release under VFR N/A - -

121.613 Dispatch or Flight Release under IFR A.2.3.5.1 - -

121.615 Dispatch or Flight Release over water A.2.3.5.1 - -
121.617 Alternate airport for departure A.8.1.3.2.5 - -
121.619 Alternate airport for destination: IFR Domestic Air Carriers A.8.1.3.2.4 - -
121.621 Alternate airport for destination: IFR Flag Air Carriers A.8.1.3.2.4 - -
121.623 Alternate airport for destination: IFR Supplemental Air Carriers N/A - -
121.624 ETOPS Alternate Airports N/A - -
121.625 Alternate Airport Weather Minimums A.8.1.3.2.7 - -
121.627 Continuing Flight in Unsafe Conditions A.2.3.5.2 - -
121.628 Inoperable Instruments and Equipments A.2.1.11.3.2 A.8.6
121.629 Operating in icing conditions A.8.2.6 - -
Original Dispatch or Flight Release, Re-dispatch or Amendment
121.631 A.2.3.5.1 - -
of Dispatch or Flight Release
Considering Time-Limited Systems in Planning ETOPS
121.633 N/A - -
Alternates
121.637 Takeoffs from Unlisted and Alternate Airports A.8.1.3.2.1 - -
Fuel Supply: Turbine Engine Powered Airplanes, Other than
121.639 A.8.1.8 - -
Turbo-Propeller: Domestic Operations
Fuel Supply: Non-turbine and Turbo-propeller Powered

121.641 N/A - -
Airplanes: International Operations
Fuel Supply: Non-turbine and Turbo-propeller-powered

121.643 N/A - -
Airplanes: Domestic Operations
Fuel Supply: Turbine Engine Powered Airplanes, Other than

121.645 A.8.1.8 - -
Turbo-Propeller: International Operations
121.646 En-Route Fuel Supply: International Operations A.8.1.8 - -
121.647 Factors for Computing Fuel Required A.8.1.8 - -
Takeoff and Landing Weather Minimums: VFR: Domestic Air
121.649 N/A - -
Carriers
Takeoff and Landing Weather Minimums: IFR: All Certificate
121.651 A.8.3.2.6 - -
Holders
121.652 Landing Weather Minimums: IFR All Certificate Holders A.8.3.2.6 A.8.3.1.6.4
121.655 Applicability of reported Weather Minima A.8.3.2.6.3 - -
121.657 Flight Altitude Rules A.8.1.2 - -
121.661 Initial Approach Altitude A.8.5.2.5.3 -
121.663 Responsibility for Dispatch Release: Domestic and Flag Carriers A.2.3.4 A.8.1.1.3
121.665 Load Manifest A.8.1.9 - -
121.667 Flight Plan: VFR and IFR Supplemental Air Carriers N/A N/A N/A

Appendix 0.A
Casr 121
APPENDICES Page : 9

SUBAPRT V - RECORDS AND REPORTS
121.683 Crewmember and Flight Operations Officer Records A.2.19 - -
121.685 Aircraft Record CMM - -
121.687 Dispatch Release: Flag and Domestic Air Carriers A.APP.8.A
121.689 Flight Release form: Supplemental Air Carriers N/A N/A N/A

121.693 Load Manifest A.APP.8.B - -

Disposition of Load Manifest, Dispatch Release, and Flight
121.695 A.2.1.14.1 A.2.1.14.2 -
Plans: Domestic and Flag Air Carriers
Disposition of Load Manifest, Dispatch Release, and Flight
121.697 N/A N/A N/A
Plans: Supplemental Air Carriers
121.701 Maintenance Log: Aircraft A.2.1.14.3 A.APP.2.B A.APP.2.C
121.703 Service Difficulty Report CMM - -
121.705 Mechanical Interruption Report CMM - -
121.707 Alteration and repair reports CMM - -
121.709 Maintenance Release or Aircraft Log Entry CMM - -
SUBPART W - RESERVED
- - - - -
SUBPART X – EMERGENCY MEDICAL EQUIPMENT AND TRAINING
121.803 Emergency Medical Equipment A.2.1.11.3.3 - -
121.805 Crewmember Training for In-flight Medical events OM-D - -
SUBPART Y - RESERVED
- - - - -

Appendix 1.A
OPERATIONS MANUAL VOL. A Ops. Directorate
Contact Details.
APPENDICES Page : 10
APPENDIX 1.A - OPS DIRECTORATE CONTACT DETAILS
OPERATION DIRECTORATE CONTACT DETAIL

Code Position Name Phone Email
DO Operations Director Capt. I Putu Wijaya +628111967839 do@batikair.com
OF Operation Flight Crew Manager Capt. Arif Purnawanto +628118410042 of@batikair.com
OFA Chief Pilot Fleet A320 Capt. R. Mauludin +628111544109 ofa@batikair.com
OFAD Deputy Chief Pilot Fleet A320 Capt. Dhany Setiawan +628111544104 ofad@batikair.com
OFB Chief Pilot Fleet B737 Capt. Hidayat Marpaung +628111544108 ofb@batikair.com

OFSA Chief Technical Flight Safety Fleet A320 Capt. Adjie Budi +628170822174 ofsa@batikair.com

OFSB Chief Technical Flight Safety Fleet B737 Capt. Bendri Madras +628111615090 ofsb@batikair.com
Capt. Tommy Kresna
OT General Manager Training +628111615088 ot@batikair.com
Wardana
OTA Chief Training Fleet Airbus Capt. Agus Wicaksono +62811994832 ota@batikair.com
OTB Chief Training Fleet B737 Capt. Ferianto Iriawan +6281586647103 otb@batikair.com
OTF Chief Training FOO Khoirul Anam +6285743443588 otf@batikair.com
OTC Chief Training Cabin Peppy +628118440753 otc@batikair.com
Eman +62818148894
OTG Chief Ground Training otg@batikair.com
Johan +628980539099
OS Operations Support Manager Capt. Denny Leonard +628111967839 os@batikair.com
Ops. Planning and Development Deputy
OSA I Nyoman Erlangga +628111629592 osa@batikair.com
Manager.
Ronald Edra +6285691378998
OSC Crew Scheduling Deputy Manager. osc@batikair.com
Ferosh +6281808541313
OSD Ops. Control Deputy Manager. Iryandih +628119402399 osd@batikair.com
OSF Chief Flight Operations Officer David Rismon +6281328325098 osf@batikair.com
OR Manager Flight Standard Capt. Adrian. W +628111205910 or@batikair.com
ORC Chief FA Flight Standard Ronald +628118440752 orc@batikair.com
OE Operation Engineering Manager Ronal Ardima Kurniawan +628111967486 oe@batikair.com
OEP Chief Aircraft Performance Ade Julizar +6285252492010 oef@batikair.com
OEL Chief Operation Library and Publication Restiana Dewi +6281321329486 oel@batikair.com
OEF Chief Flight Data & Fuel Monitoring Aditya Rahman +6285782259467 oep@batikair.com
OC Operations Cabin Crew Manager Christa Paat +628111967859 oc@batikair.com
Abir Kurnia Dewi +6281318439844
Bernadetta Galih +628119402398
OCD Assistant Cabin Crew Daily Operation Marina Widyastuti +6282112541515
Kresnarendro +628129393329
Andre Pasaribu +6281219938833
Whindriati Puspitarini +6281383784279
Chief.fa@batikair.com
Gerry Tarcicius +6281314884171
Harry Ramadhan +6281294051324
OCQ Operations Cabin Quality Irland Zelly +6282299888163
Setio Adi +6285327185220
Putri Retno Ekowati +628212450404
Omi Rosalia +6285741006007
OPERATION DIRECTORATE CONTACT DETAIL

Code Position Phone Email
+62-21-2988-1000
ADM ADMINISTRATION CONTACT Ext 50235, 54316
(outside office hours)

Appendix 1.B –
Batik Air Dispatch
OPERATIONS MANUAL VOL. A Center, Local
Dispatch Units
(FLOPS).
APPENDIX 1.B - BATIK AIR DISPATCH CENTER, LOCAL DISPATCH UNITS (FLOPS)
AND OCC CONTACT DETAILS
BATIK AIR MAIN BASE OPS

ADDRESS PHONE

Komplek Talaga Bestari, Perkantoran Lion Air
Gedung B, Lantai 2, Jln. Harmoni Blok GK No. 6

+622129881000 (Office Hours)
Desa Wanakerta Balaraja Kabupaten Tangerang
Banten, Indonesia
BATIK AIR DISPATCH CENTER

Address Phone Email
Soekarno Hatta International Airport (CGK)
dispatch.os@batikair.com
Terminal 1C Service Area +62-21-29031436
/ flops@batikair.com
STATION OPERATED BY PHONE EMAIL

AMQ LAS 0822 3818 8881 loamq@batikair.com
BDO LAS 0856 5994 9999 lobdo@batikair.com
BDJ LAS 0823 6660 0089 lobdj@batikair.com
BKS LAS 0821 7984 0428 lobks@batikair.com
BPN LAS 0811 844 0716 lobpn@batikair.com
BTH LAS 0821 7488 0400 lobth@batikair.com
BTJ LAS 0812 6955 5444 btjol@lionair.co.id
CGK 1C LAS 0811 1629 705 locgk@batikair.com
CGK INT'L LAS 0822 2187 2222 cgkki.batikair@lionair.co.id
DJJ LAS 0811 844 0725 lodjj@batikair.com
DPS LAS 0812 1009 8008 lodps@batikair.com
GTO LAS 0812 4418 8665 logto@batikair.com
HLP LAS 0881 2176 287 lohlp@batikair.com
JOG LAS 081328157292 lojog@batikair.com
KDI LAS 0852 4184 4441 lokdi@batikair.com
KNO LAS 0813 7573 3289 lokno@batikair.com
KOE LAS 0852 3820 9377 lokoe@batikair.com
LKI LAS 085346424247 lkikk@lionair.co.id
0812 3638 6659 /
LOP LAS lolop@batikair.com
0819 0700 4884
MDC LAS 0813 1415 3456. lomdc@batikair.com

Appendix 1.B –
Batik Air Dispatch
OPERATIONS MANUAL VOL. A Center, Local
Dispatch Units
(FLOPS).

MKQ LAS 0813 4124 1991 lomkq@batikair.com
MLG LAS 0857 3243 3008 lomlg@batikair.com
MKW LAS 08111629798 mkwkk@lionair.co.id
PDG LAS 0853 7405 8105 lopdg@batikair.com
PKU LAS 0821 7437 5359 lopku@batikair.com

PLM LAS 0813 1581 5125 loplm@batikair.com

PLW LAS 0853 2805 0333 loplw@batikair.com
PNK LAS 0812 5738 8877 lopnk@lionair.co.id
SOC LAS 0821 3541 4534 losoc@batikair.com
SOQ LAS - losoq@batikair.com
SRG LAS 0857 4132 7504 losrg@batikair.com
SUB LAS 0818 0304 5991 losub@batikair.com
TRK LAS 0822 5577 7700 lotrk@batikair.com
TTE LAS 0821 9557 8647 lotte@batikair.com
UPG LAS 0853 9777 9937 loupg@batikair.com

MALINDO AIRWAYS
KUL SDN. BHD (1018546- +6 03 20356699 Nirmalan.vikneswaran@malindo.com
W)
GUILIN LIANGJIANG
INTERNATIONAL +86 773-2845651
KWL 2930562530@qq.com
AIRPORT +86 773-2845322
COMPANY
BHADRA +91(0)11-
MAA INTERNATIONAL 42534300/1142534600 Sumit.barat@bhadra.in
(INDIA) Pvt. Ltd. +91(0)11-42534603
PER MENZIES AVIATION +62 412 669 939 Stuart.key@menziesaviation.com
+65 97801783 Jann_HowBH@sats.com.sg
SIN SATS LTD. +65 6541 8826 Baoyue_hu@sats.com.sg
+65 6541 8826 Biyi_lim@sats.com.sg
BATIK AIR OPERATION CONTROL CENTER

POSITION PHONE EMAIL
SCHEDULING AND PLANNING +628119402506 scheduling.os@batikair.com
SCHEDULING AND TRACKING +628119402508 tracking.os@batikair.com
MISSION CONTROL +628119402507 mc.os@batikair.com

Appendix 1.C –
Manual
OPERATIONS MANUAL VOL. A Revision/Amendment
Sheet
APPENDIX 1C - MANUAL REVISION/AMENDMENT SHEET
Input into the structure and layout of the Operation Manual and/or any policy and procedure detailed
within is encouraged. All Divisions are to review their sections/responsibilities within the Manual at six-
monthly intervals.
All manual holders and users are encouraged to contribute their suggestions and critics regarding this

manual, so that it will be constantly improved. Batik Air will make reasonable efforts to issue revisions to
this manual.

Suggested changes can be made on the Manual Amendment Sheet on following page. The writer is
recommended to copy the following Manual Amendment Sheet, and to forward it to:
Director of Operations
Lion City, Komplek Talaga Bestari Perkantoran Lion Air, Gedung B 2 nd Floor.
JL. Harmony Blok GK No. 06 Desa Wanakerta, Kecamatan Sindang Jaya, Kabupaten Tangerang,
Banten, Indonesia, 15560.

Telephone and email contact details of the Operations Director are as followed:
Office: +62 (21) 2988100 Ext. 50235
Fax: +62 (21) 631 4304
Email: do@batikair.com
At reception of a Manual Amendment Sheet, The Director will:
1. Acknowledge the reception of the Manual Amendment Sheet to the sender;

2. Follow up the suggestion of change to the relevant unit;
3. Consider the assessment from the relevant unit regarding the change;
4. Send a short reply to the sender regarding the result of the follow up
5. Include or not the change to one of the coming revision.
The Flight Standard is responsible for the distribution of revisions and will maintain a system whereby
confirmation is received, from the manual holder, stating that a revision to the manual has been
completed.
After incorporating any revision, the manual holder shall sign the amendment instruction sheet and
return it to the Operations Department. These instruction sheets are to be retained in the Operations
Department for a period of not less than 3 years.
Each revision shall be printed in context, with charges sidelined.
Manuscript amendments to this manual are not permitted.
Obsolete pages are to be destroyed by the manual holder after incorporation of any revision.

Appendix 1.C –
Manual
OPERATIONS MANUAL VOL. A Revision/Amendment
Sheet
- Copy/Duplicate this form for Manual Change Request -


Appendix 2.A –
OPERATIONS MANUAL VOL. A Onboard Library
Checklist
APPENDIX 2.A – ONBOARD LIBRARY CHECKLIST


Appendix 2.B -
OPERATIONS MANUAL VOL. A AFML
APPENDIX 2.B - AFML
AIRCRAFT FLIGHT AND MAINTENANCE LOG (B737-800/-900ER)


Appendix 2.B -


Appendix 2.B -


Appendix 2.B -


Appendix 2.B -


Appendix 2.B -


Appendix 2.B -
AIRCRAFT FLIGHT AND MAINTENANCE LOG (A320)


Appendix 2.B -


Appendix
OPERATIONS MANUAL VOL. A 2.B - AFML


Appendix


Appendix


Appendix


Appendix 8B.1 –
OPERATIONS MANUAL VOL. A Loadsheet Sabre
Load Manager
APPENDIX 2.C – CABIN MAINTENANCE LOG


Appendix 8B.1 –
Load Manager
APPENDIX 2.D – VOYAGE REPORT
VOYAGE REPORT FORM (FRONT)

1
VOYAGE

2

3 4 5
6 7 8 9 10
11
12
13

Appendix 8B.1 –
Load Manager
VOYAGE REPORT FORM (BACK)


Appendix 8B.1 –
Load Manager
VOYAGE REPORT LEGEND AND FILLING INSTRUCTION
1 LOCAL DATE : flight date in local time will be filled automatically by the system
2 TYPE OF FLIGHT : Use check mark (√) to fill the applicable type of flight (the definition of
each type of flight stated in Operation Manual Part A Chapter 8.7)
NO. : The sequence number as reference to fill in PF and PM (will be filled automatically

3 by the system).

EMP ID: Employee ID Number will be automatically filled by Geneva system in the
respective crew employee number.
RANK : Geneva system will automatically fill in the respective crew rank (CPT and FO for
pilot and SFA or FA for flight attendant)
NAME: Crew name will be filled automatically by Geneva system.
4 POSITION: Fill in with PIC or SIC for each pilot; FA1 (in case there are more than one
SFA on board active), FA2, FA3, FA4, FA5 for each active flight attendant; and OBS if
there is an observer.
REPLACED BY and EMP ID : fill in with employee name and ID number if there are
5
changes in the composition of crew or particular crew.
FLIGHT NO. : Flight Number will be filled automatically by Geneva System.

FROM: Departure Airport will be filled automatically by Geneva System.
6
ARR: Arrival Airport will be filled automatically by Geneva System.
STD: Scheduled Time Departure will be filled automatically by Geneva System.
STA: Scheduled Time Arrival will be filled automatically by Geneva System.
BLK TIME : Scheduled Block Time will be filled automatically by system based on STD and
STA.
7 A/C REG: Aircraft Registration, fill in with actual aircraft tail number used by the flight.
PF: Pilot Flying, fill in with the sequence number associated (as printed at column NO.) who
8 perform Take Off and Landing.
PM: Pilot Monitoring, fill in with the sequence number associated (as printed at column NO.)
who monitor Take Off and Landing.
BLK OFF TIME: Block Off Time, fill in with the actual time in hh:mm UTC format when the
chock is released.
T/O TIME: Take Off Time, fill in with the actual time in hh:mm UTC format when aircraft
9 brake is released prior to take off run.
LDG TIME: Landing Time, fill in with the actual time in hh:mm UTC format when the aircraft
position is at the end of landing prior to taxi in maneuver.
BLK ON TIME: Block On Time, fill in with the actual time in hh:mm UTC format when the
chock is on.
FLT TIME: Flight Time, fill in with the actual duration between Take Off and Landing time,
in hh:mm format.
ACT BLK TIME : Actual Block Time, Fill in with the actual duration between Block Off and
Block On time, in hh:mm format

Appendix 8B.1 –
Load Manager
DELAY TIME : Fill in with delay duration in hh:mm format.

10
DELAY CODE : Fill in with suitable delay code according to the delay reason (the delay
code stated in the back page of the voyage report).
FLIGHT NO. : Flight Number will be filled automatically by Geneva System.
REQUIRED FUEL : Fill in with the sum of Trip Fuel, Holding Fuel, Alternate Fuel, and Taxi
Fuel as calculated in SITA Flight Plan in KGs.

RAMP FUEL : Fill in with the sum of Required Fuel and Extra Fuel in KGs.

EXTRA FUEL : Fill in with the amount of fuel added due to any reason described below in
11 KGs.
REASON : Fill in with the reason code if extra fuel condition applied (1=WEATHER,
2=TRAFFIC, 3=TECHNICAL, 4=NOTAM, 5=OVERFILL, 6=TANKERING, 7=REMAIN
FUEL PREVIOUS FLIGHT, 8=ROUND UP).
FUEL USED @ TAKEOFF : Fill in with amount of fuel used when brake is released prior to
take off run as featured by fuel used indicator in KGs.
FUEL USED @ LANDING : Fill in with amount of fuel used at the end of landing prior to
taxi in maneuver as featured by fuel used indicator in KGs.
FUEL USED @ BLOCK ON : Fill in with amount of fuel used when block is on as featured
by fuel used indicator in KGs.
REMAIN FUEL : Fill in with amount of remaining fuel (fuel quantity) when block is on as
featured by fuel quantity indicator in KGs.
12 Fill in with further details / information (e.g. remarks, irregularities, troubles, etc.)
13 PIC SIGNATURE : Fill in with PIC signature when the Voyage Report is filled in.
14 Voyage Report back page describe about Voyage Report Filling Instruction, Type of Flight
Definition and Delay Codes.

Appendix 8B.1 –
Load Manager
APPENDIC 2.E – FLIGHT SERVICE REPORT


Appendix 8B.1 –
Load Manager
APPENDIX 8.A – FLIGHT DISPATCH RELEASE


Appendix 8B.1 –
Load Manager


Appendix 8B.1 –
Load Manager


Appendix 8B.1 –
Load Manager


Appendix 8B.1 –
Load Manager
APPENDIX 8.B1 – LOADSHEETS
EXAMPLE OF COMPUTERIZED LOADSHEET


Appendix 8B.1 –
Load Manager
MANUAL LOADSHEET FORM (B737-900ER - 12C/168Y) – FRONT


Appendix 8B.1 –
Load Manager
MANUAL LOADSHEET FORM (B737-900ER - 12C/168Y) – BACK


Appendix 8B.1 –
Load Manager
MANUAL LOADSHEET FORM (A320 - 12CB/144YC) – FRONT


Appendix 8B.1 –
Load Manager
MANUAL LOADSHEET FORM (A320 - 12CB/144YC) – BACK


Appendix 8B.1 –
Load Manager
MANUAL LOADSHEET FORM (A320) – LOAD MESSAGE


Appendix 8.C –
OPERATIONS MANUAL VOL. A Computerized
Flight Plan
SABRE LOAD MANAGER


Appendix 8.C –
Flight Plan
Descriptions refer to numbered boxes.
1. Header
Name of airline and type of aircraft that be used.
2. EDNO (Edition Number)

Edition number for the loadsheet. This number will be changed automatically when
loadsheet revised by Loadsheeter.

3. Prepared by
Name and ID number of Loadsheeter
4. Approved by
Pilot who accepts the loadsheet.
5. From/To
Departure and arrival station of the flight sector, (e.g: CGK PNK).
6. Flight Number & date of flight
Carrier code and flight number / date of the day in local time, (e.g: ID6374/01).
7. Aircraft Registration
Registration of the aircraft of the flight sector, (e.g: PKLAF).
8. Version
Version number of the aircraft that represent cabin configuration.
9. Crew Configuration
Number of cockpit and cabin crew members of the flight sector.
10. Date
Date in local time when the loadsheet was printed out (in DDMMMYY format).
11. Time
Local Time when the loadsheet was printed out (in HHMM format).
12. Weight of Load in Compartment
Total weight of the load in all compartments.
13. Load distribution in compartment
Compartment number/weight load in each compartments.

Appendix 8.C –
Flight Plan
14. Weight of passenger
Total weight of all passengers and hand carry baggage located in the cabin
15. Passenger Distribution
Distribution of checked-in passenger by category - Adult/Child/Infant (TTL: Total, CAB:
Cabin baggage).
16. CY : C for Bussiness class, Y for Economy class.

BLKD : Number of seat blocked

SOC : Number of passanger seats occupied by baggage or cargo.
17. Total Traffic Load
Total cargo weight of the flight sector.
18. Dry Operating Weight
Dry Operating Weight of the flight sector.
19. Zero Fuel Weight Actual

Actual ZFW of the flight
sector
20. Takeoff Fuel
Fuel quantity at takeoff position (Ramp fuel exclude planned taxi-out fuel)
21. Takeoff Weight Actual
Weight at takeoff position (ZFW + Total fuel – Taxi-out fuel)

22. Trip Fuel
Fuel planned for the trip from takeoff to landing
23. Landing Weight Actual
Weight at landing position (ZFW + Total fuel – Taxi-out fuel – Trip fuel)
24. Taxi Out Fuel
Weight of the planned taxi-out fuel.
25. Maximum weight for each weight items that located by left side (see no. 19, 21 and 23).
26. ADJ (Adjustment)
Adjustment weight for each weight items that located by left side (see no. 19, 21 and 23).

Appendix 8.C –
Flight Plan
27. BI : Basic Index
LIZFW : Loaded index of zero fuel weight rounded to two decimal point
LITOW : Loaded index of takeoff weight rounded to two decimal point
LILAW : Loaded index of landing weight rounded to two decimal point.
28. DOI : Dry Operating Index
MACZFW : Location of the C.G. based on ZFW in terms of the percentage of M.A.C.
MACTOW : Location of the C.G. based on TOW in terms of the percentage of M.A.C.

MACLAW : Location of the C.G. based on LAW in terms of the percentage of M.A.C.

29. Cabin Class
Number of passenger in each cabin class (C for business class and Y for economy class)
30. Cabin Area
Number of passenger in the cabin based on

area/zone. OA : Forward area
OB : Middle area
OC : Aft area
31. Underload Before LMC

Number of underload before Last Minute Change
32. C.G. Limits for:
LIZFW : Loaded index of ZFW
 Aft : Aft ZFW index limit rounded to two decimal point
 Fwd : Forward ZFW index limit rounded to two decimal

point LITOW : Loaded index of TOW
 Aft : Aft TOW index limit rounded to two decimal point
 Fwd : Forward ZFW index limit rounded to two decimal point
33. Trim setting that can be used by pilot based on flaps in use. The first line is trim setting that’s
automatically generated by System. The second line is trim setting with different flaps
configuration which is also automatically generated by system but it’s copied and pasted
by loadsheeter manually from other generated loadsheet with same weight configuration. This
is just a trick to present trim setting for both flaps configuration, because basically in one
generated loadsheet, sabre load manager just only can present one trim setting as a function
of either flaps 05 or flaps 15.

Appendix 8.C –
Flight Plan
34. LDM (Load Message) area with the information for the transit station about loads that
continue on the same aircraft.
The first line in this area contains the following information:
- Carrier code and flight number of the flight sector (e.g : ID6374)
- Start day of month of the flight sector (e.g: 01)
- Registration of the aircraft for the flight sector (e.g : PKLBG)

- Cabin configuration (e.g: 12C168Y)

- Crew configuration (e.g: 2/5)
The second line in this area contains the following information:
- Arrival for the flight sector (e.g. JOG)
- Number of passenger (adult/child/infant) for the flight sector (e.g: 140/4/4)

- Total deadlod the flight sector (e.g: T1257)
- Load distribution in compartments (e.g: 1/616.2/141.3/500)
- Passenger distribution base on zones (e.g: PAX/5/66/83)
- Passenger available for disembarkation (e.g: PAD/0/0/0)
35. SI (Suplementary Information)

 FRE (Cargo) : Number of total cargo
 POS (Mail) : Number of total mail

 BAG (Baggage) : Number of total baggage
 EIC (Equipment In Compartment): Equipment that carrying in comp. (e.g: fly away kit, ect)
 TRA (Transit) : Number of total weight in compartment to transit

station
36. Last Minute Change Adjustment

 Dest : Destination
 Spec : Specification
 CL/CPT : Class / Compartment
 + - : Loading or off loading
 Weight : Number of total weight in LMC
(All LMC items must be written by hand)

Appendix 8.C –
Flight Plan
APPENDIX 8.C – COMPUTERIZED FLIGHT PLAN
A. Header

Format Legend:
1. Computer Flight Plan (CFP) Reference Code
2. Airline Code and Flight Number
3. Origin ICAO Code/ Date of Departure/ Time of Departure UTC and IATA Code of
Origin
4. Destination ICAO Code/ Date of Arrival/ Time of Arrival UTC and IATA Code of
Destination
5. Operational Flight Plan (OFP) Zulu Time i.e 0311Z
6. Block Time (BLK TIME) and Flight Time (FLT TIME)
7. Aircraft Registration and Type of Aircraft
8. Aircraft Performance Monitoring System (APMS)
9. Cost Index used for the Flight Plan Calculation
10. Average Wind (AVG WIND) i.e Minus 14 (M014)
11. Ground Distance (GDIST) and Air Distance (ADIST) on Nautical mile (Nm)
12. Customer/ SITA Route Number, This is summary route on flight plan

Appendix 8.C –
Flight Plan
B. Fuel Summary 14
13
15
17
18
16

19
20
21
22
Format Legend :
13. Fuel and Time Summary
TRIP : Trip Fuel and Time
CONT05PC : Contingency fuel, this will be 5% of trip or 5 minutes HOLDING

fuel at Destination at 1500ft. Above Aerodrome Elevation
whichever is greater.
: Alternate trip fuel. Alternate trip is always based on LRC

ALTN
: Alternate holding (Final Reserves), this will be 30 minutes
HOLDING
holding fuel at alternate at 1500ft. Above Aerodrome Elevation
under ISA+20 condition.
: Taxi fuel from file or TAX-keyword

TAXI
: Required fuel (the sum of the previous fuels)
RQRD
: Difference added to meet a minimum required by MOD-
OHD DIFF
keyword
: Extra fuel added by dispatch

EXTRA
: Tanker Fuel
TANKER

Appendix 8.C –
Flight Plan
: Take-Off Fuel
TKOF
: Total Ramp fuel
RAMP
14. Weight Summary
OEW : Operating Empty Weight from OWE- or direct from aircraft
database

: Calculated Payload
PLD

: Zero Fuel Weight (Sum of OEW and PLD)
ZFW
: Take-Off Weight
TOW
: Landing Weight.
LDW
15. Maximum Take-Off Weight (MTOW) on Hundreds

16. Maximum Zero Fuel Weight (MZFW) on Hundreds
Take-Off Fuel (TOF) on Hundreds
Maximum Landing Weight (MLW) on Hundreds
Trip Fuel (TRP) on Hundreds
17. Sum of MZFW and TOF (Hundreds)
18. Sum of MLW and TRP (Hundreds)
19. Allowable Gross Take-Off Weight (AGTOW) Limitation from the lowest 15, 17, and
18.
20. Trip Fuel Adjustment for ZFW change and ZFW change indication for the previous
trip fuel adjust value
21. Trip fuel Adjustment for TOW change and TOW change indication for the previous
trip fuel adjust value
22. First Alternate Summary, Each Alternate distance, flight level, trip time, wind
component, trip fuel & track.

Appendix 8.C –
Flight Plan
C. Navigation Log

Format legend:
23. Waypoint sequence number
24. Waypoint ID
25. Airway ID
26. Magnetic Course
27. Outside Air Temperature
28. Wind direction/speed (Average between WPT’s)
29. Wind Component
30. True Air Speed
31. Remaining Fuel (For crew to annotate)
32. Trip Fuel
33. Shear rate. (Difference in GRSPD per 1000 ft. vertically. A horizontal analysis is
not performed).
34. Time between waypoints & accumulated time.
35. Flight Level

Appendix 8.C –
Flight Plan
36. Grid MORA (in Hundreds)

37. Distance between each waypoint
38. True Course
39. Actual winds (for crew to annotate)
40. Ground speed
41. Flight plan fuel calculated to be remaining at each waypoint
42. Tropopause level in thousand

43. ETO/ATO (estimated time over/actual time over)

D. ICAO Flight Plan.
Format legend:
44. Message Type. There are several types of messages used for the automated data
processing by responsible ATC agencies. "FPL" represents a flight plan.
45. Aircraft ID. General aviation will enter their aircraft registration here which is used
as their call sign. Commercial airlines will put in their flight call sign consisting of
the ICAO registered tri-letter code and the flight number.
46. Flight Rules and Type of Flight.
47. Aircraft Type. Only registered ICAO aircraft type designators for the type.
48. Wake Turbulence Category. A letter designator represents the wake turbulence
category.
49. Radio Communication, Navigation and Approach Aid Equipment.
50. Surveillance Equipment.
51. Aerodrome of Departure (only four-letter ICAO designators) and Time of
Departure, Zulu time (HHMM).
52. Cruising Speed, Flight Level, and Route.
53. Aerodrome of Destination (only four-letter ICAO designators), Time of Arrival, Zulu
time (HHMM), and Alternate Aerodrome (only four-letter ICAO designators).

Appendix 8.C –
Flight Plan
54. Other Information. Insert 0 (zero) if no other information, or, any other necessary
information in the preferred sequence shown at Flight Preparation (Item 18).

Format legend:
55. Dispatcher’s name from DSP-
56. Captain’s name from CPT-
57. Hourly Altimeter Reading in RVSM Area

Appendix 8.C –
Flight Plan
E. Wind and Temperature Summary

Format legend:
58. Waypoint
59. Coordinate for wind summary
60. Flight Level
61. Wind Direction/Speed
62. OAT

Appendix 8.C –
Flight Plan
F. Notam Information


Appendix 8.D –
OPERATIONS MANUAL VOL. A Manual OFP
APPENDIX 8.D – MANUAL OFP


Appendix 8.E -
OPERATIONS MANUAL VOL. A NOTOC
APPENDIX 8.E – NOTOC


Appendix 8.F -
OPERATIONS MANUAL VOL. A AIREP
APPENDIX 8.F – AIREP


Appendix 8.F -
OPERATIONS MANUAL VOL. A AIREP


Appendix 8.G
OPERATIONS MANUAL VOL. A Safety Instructons
Cards
APPENDIC 8.G – SAFETY INSTRUCTIONS CARDS


Appendix 8.G
OPERATIONS MANUAL VOL. A Safety Instructons
Cards
SAFETY INSTRUCTIONS CARD (B737-800)
SAFETY INSTRUCTIONS CARD (A320)


Appendix 8.H Exit
OPERATIONS MANUAL VOL. A Row Seating
Criteria Card


Appendix 8.H Exit
Criteria Card
APPENDIX 8.H – EXIT ROW SEATING CRITERIA CARD

ENGLISH SIDE


Appendix 8.H Exit
Criteria Card
BAHASA INDONESIA SIDE


APP 8.i – Briefing
OPERATIONS MANUAL VOL. A Guide for FA Card
APPENDIC 8.I – BRIEFING GUIDE FOR FA CARD
ENGLISH SIDE
B737


A320


BAHASA INDONESIA SIDE
B737


A320


APP 8J – Safety
OPERATIONS MANUAL VOL. A Directive Card
APPENDIX 8.J – SAFETY DIRECTIVE CARD
BATIK AIR SAFETY DIRECTIVE CARDS (EVACUATION)

ATTENTION FLIGHT ATTENDANT ON STATION

“ATTENTION FLIGHT ATTENDANT ON STATION”

APP 8J – Safety


APP 8J – Safety


APP 8K – Delivery –
OPERATIONS MANUAL VOL. A Pre DeliveryFlights
APPENDIX 8.K – PRE-DELIVERY FLIGHT & EIS CHECKLIST FORM

AIRCRAFT PRE-DELIVERY & EIS CHECK LIST
AIRCRAFT TYPE :
REGISTRATION :
MSN :
ITEMS DATE OF APPROVE/ACCEPTED STATUS PIC PIC SIGN

A. ACCEPTANCE STAGE
1 Kick off meeting

2 Ground Static Ispection & Test
3 Engine Ground Run
4 Continue Ground Static Test
5 Acceptance Flight
6 Verification completion findings
7 Technical Acceptance Completion
8 Document Review
9 Transfer of Title (ToT)
B. DELIVERY STAGE
1 C OF R
2 C of A
3 Copy AOC certificate
4 Aircraft Insurance
5 Radio Permit
6 Noise Certificate
7 Lease Agreement
8 Draft Mode S
9 Swing Compass Report
10 A/C Tech Log
11 NDB
12 Life Raft
13 General Declaration
14 Cargo Manifest
15 Load Sheet
16 A/C Manuals
17 Airways and Airport Chart
18 Crew Passport and License
19 Flight Briefing Pack
20 Overfly and Landing Permit
21 Flight Approval
22 Flight Plan
23 NOTAM
24 Fuel Order
25 Catering
26 Delivery Flight
C. CUSTOM CLEARANCE
D. ENTRY INTO SERVICE STAGE

1 Standard C of R
2 Standard C of A
3 OPSPEC & ACL
i OPSPEC
ii ACL PART A3
iii ACL PART D85
iv ACL PART D92
v OTHER PARTS
4 List Of Controlled Manual (Form BA-OPS-0063)
Date :
(__________________________________) (_______________________________)
MAINTENANCE DIRECTOR OPERATION DIRECTOR
BA-OPS-0070

APP 9A – DG
OPERATIONS MANUAL VOL. A Shipper Declaration
APPENDIX 9.A – DG SHIPPER DECLARATION


APP 9A – DG
TABLE OF DANGEROUS GOODS CONTAINED IN COMPANY MATERIAL (COMAT)


APP 9A – DG


APP 9A – DG


APP 9B – DG
OPERATIONS MANUAL VOL. A Checklist Non-
Radioactive
APPENDIX 9.B – DG CHECKLIST NON RADIOACTIVE
SAMPLE DANGEROUS GOODS CHECKLIST FOR A NON-RADIOACTIVE SHIPMENT (FRONT)


APP 9B – DG
OPERATIONS MANUAL VOL. A Checklist Non-
Radioactive
SAMPLE DANGEROUS GOODS CHECKLIST FOR A NON-RADIOACTIVE SHIPMENT (BACK)


APP 9C – DG
OPERATIONS MANUAL VOL. A Checklist
Radioactive
APPENDIX 9.C – DG CHECKLIST RADIOACTIVE

SAMPLE DANGEROUS GOODS CHECKLIST FOR A RADIOACTIVE SHIPMENT (FRONT)


APP 9C – DG
OPERATIONS MANUAL VOL. A Checklist
Radioactive
SAMPLE DANGEROUS GOODS CHECKLIST FOR A RADIOACTIVE SHIPMENT (BACK)


APP 10.A – AC
OPERATIONS MANUAL VOL. A Security Search
Checklist
APPENDIX 10.A - CHEKLIST PENYISIRAN KEAMANAN PESAWAT

BOEING 737 – 800, 900 ER & AIRBUS A-320
Tipe Penyisiran : Rutin / Positif Ancaman (Coret Yang Tidak Perlu)

*Menunjukkan area tambahan untuk diperiksa selama proses penyisiran ancaman yang positif

Tanggal :
Registrasi Pesawat :
Station :
Nomor Penerbangan :
Supervisor :
Kerjakan dengan baik dan benar sesuai dengan check list.
Jika menemukan benda yangmencurigakan atau yang tidak dikenal, segera informasikan kepada orang
yang bertanggungjawab terhadap proses penyisiran pesawat udara Batik Airdan lanjutkan proses
penyisiran.
Perlu Diingat :
1. Dilarang menyentuh memindahkan benda tersebut;
2. Dilarang memotong atau menarik tali atau pita pada benda tersebut;
3. Dilarang merusak sirkuit listrik atau memotong setiap kabel
4. Dilarang membuka atau menutup wadah tertutup (termasuk tas dan kardus)
Checklist Item Checked

1. Bagian dalam Pesawat Udara
• Kursi – kursi termasuk kantung. Alas dan bagian bawah dari kursi □
• Penyimpanan buku catatan dan pedoman penerbangan □
• Penyimpanan masker oksigen awak pesawat □
• Seluruh lantai □
• Langit – langit, dinding samping dan belakang □
• Penyimpanan pelampung □
• Tempat penyimpanan pakaian dan bagasi awak pesawat □
• Meja dan laci posisi dari awak pesawat □
• Daerah sekitar pedal kemudi dan rem □
• Didalam alat P3K □
Form No : BA-SSQF-03-002

APP 10.A – AC
Checklist
2. Pintu Masuk Depan & Belakang
• Jalan tangga termasuk bagian bawahnya □

• Sambungan dari tangga dan badan pesawat □
• Penyimpanan peluncur darurat □

• Kursi awak kabin, penyimpanan pelampung dan bagian belakang tempat duduk □

• Kaca depan dan unit penyimpanan □
• Tempat kedok oksigen □
• Langit – langit dan dinding □
• Penyimpanan pemadam kebakaran □
3. Kokpit
• Dinding, langit – langit dan lantai □

• Daerah panel instrument & dibawahnya □
• Daerah didepan pedal kemudi dan dibawah semua kursi dikokpit □
• Penyimpanan toolkit □
• Penyimpanan life jacket □
• Dalam kedua kursi pilot dan kantong life jacket □
• Tempat penyimpanan peluncur darurat □
4. Toilet – Toilet
• Pindahkan barang kotor dan sampah yang belum dipindahkan □

• Alat yang mengeluarkan lap kertas (tisu) □
• Toilet, dudukan dan penutupnya □
• Pintu □
• Penyimpanan kedok oksigen □
• Wadah air kotor □
Form No: BA-SSQF-03-002

APP 10.A – AC
Checklist
5. Kabin Utama
• Kursi –kursi (Kantung kursi, penyimpanan kedok oksigen, penutup dan alas
kursi □
• Rak bantal, selimut dan pegangan tangan □

• Dinding samping, termasuk jendela □

• Sekat dan tempat istirahat kaki dan penyimpanan kedok oksigen □
• Langit – langit □
• Tempat lampu □
• Tempat penyimpan bagasi kabin / head rack □
• Penyimpanan pelampung untuk demo keselamatan □
• Penyimpanan peluncur darurat □
• Tali peluncur darurat □
• Ventilasi kondisioner udara (Air Conditioner/AC) □
• Penyimpanan pelampung □
• Kantong pelampung □
• Alat P3K (Hanya jika tidak disegel) □
• Kursi awak kabin pintu masuk belakang □
6. Dapur (Galley)
• Pindahkan semua wadah, kotak makanan □

• Buka dan periksa semua bagian dapur dan lemari pendingin □
• Periksa smeua wadah yang dipindahkan dari pesawat udara □
• Penyimpanan gelas □
7. Bagian Luar Pesawat
• Badan pesawat (Daerah belakang pintu dan bukaannya agar diperiksa □

• Random Check □
• Ground pneumatic connector panel □
• Cabin compressor air-inlets □

APP 10.A – AC
Checklist
• Cabin compressor access panels □

• Doppler navigation antenna door □
• Cabin compressor air out-lets □
• Heat exchanger control access panels □
□

• Heat exchanger outlet guide vanes

• Radio rack air-outlet
• Beacon holder (beacon removed) □

• Security locker and contents □
• Auxiliary tank fuel sump doors □
• Cabin pressure safety valves □
• Aft waste water service panel □
• Cabin pressure regulator valve □
• Aft waste system service panels □
• Access door to stabiliser mechanism □
• Tail cone access door □
• Aft potable water service panel □
• Pintu kargo belakang □
• Pintu kargo depan □
• Forward potable water service panel □
• Ground air conditioning connector door □
8. Kompartemen
• Pemeriksaan kompartemen setelah proses pembongkaran bagasi □

• Kompartemen 1 □

APP 10.A – AC
Checklist

9. Tempat roda pendaratan dan roda – roda
• Nose wheel well – area behind access and zip-fastener panels □
• Entire main wheel wells and zone of wing roots LH+RH □
• Gears, wheels – tyres, rims, brakes and parts such as struts, drag braces, beams,
arms, actuators, frames and trucks
□

10. Sayap – sayap

• Trailing edge flap sections
• Snap covers to fuel X-feed tube □

• Snap covers to fire extinguisher bottles □
• Pressure refuelling adaptors □
• Inspection snap covers □
• Fuel vent openings □
11. Engine
• Engine air intake □
• Exhaust □
• Fan Duct □
• Engine oil refill cover □
• Constant speed drive oil refill cover □
• Open engine cowl doors. Entire engine installation and all openings on the cowl
doors and pylons to be checked
□
KETERANGAN
Diperiksa oleh : Diverifikasi oleh :
(.................................................) (...................................................)

OPERATIONS MANUAL VOL. A APP 11.A - A-SHOR
APPENDIX 11.A – A-SHOR
AIR OPERATIONS - SAFETY HAZARDS AND OCCURRENCE REPORT FORM (FRONT)


OPERATIONS MANUAL VOL. A APP 11.A – A-SHOR
AIR OPERATIONS - SAFETY HAZARDS AND OCCURRENCE REPORT FORM (BACK)


OPERATIONS MANUAL VOL. A APP 11.B - PAIDUR
APPENDIX 11.B – PAIDUR


APP 12 – RNP AR
OPERATIONS MANUAL VOL. A Report and Form
APPENDIX 12 – RNP AR REPORT AND FORM


APP 12 – RNP AR
OPERATIONS MANUAL VOL. A Report and Form


APP 13 – Emergency
OPERATIONS MANUAL VOL. A Equipment List
APPENDIX 13 – EMERGENCY EQUIPMENT LIST

Emergency Equipment List B737-800


LOPA (Layout Passenger Accommodation) B 737-800


Emergency Equipment List 737-900


LOPA (Layout Passenger Accommodation) B737-900

Emergency Equipment List A320



LOPA (Layout Passenger Accommodation) A320.


APP 14 –
OPERATIONS MANUAL VOL. A Supernumerary Form
APPENDIX 14 – SUPERNUMERARY FORM


APP 15 – Climb
OPERATIONS MANUAL VOL. A Gradient
APPENDIX 15 – CLIMB GRADIENT
ALL ENGINE CLIMB GRADIENT
a. All Engine Climb Gradient A320

AIRCRAFT : A320 THRUST SETTING : TKO BANK ANGLE. :0
ENGINE : CFM56-5B4 AIR COND PACKS : ON ENGINES INOP :0
TEMPERATURE : ISA + 15. C FLAP POSITION : CONF 1+ F ANTI-ICE BLDS : OFF

V2 : 155 IAS GEAR POSITION : UP ICE DRAG : NO

GRADIENT (%)
ALTITUDE(FT)
WGT(KG)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 11.3 11.2 11.1 11.0 10.8 10.7 10.6 10.5 10.4 10.3 10.2
57000 10.7 10.6 10.6 10.4 10.3 10.2 10.1 10.0 9.9 9.8 9.7
59000 10.3 10.2 10.1 10.0 9.9 9.8 9.7 9.6 9.5 9.4 9.3
61000 9.8 9.7 9.6 9.5 9.4 9.3 9.2 9.1 9.0 8.9 8.8
63000 9.4 9.3 9.2 9.1 9.0 8.9 8.8 8.7 8.6 8.5 8.4
65000 9.0 8.9 8.8 8.7 8.6 8.5 8.4 8.3 8.3 8.2 8.1
67000 8.6 8.5 8.4 8.3 8.2 8.2 8.1 8.0 7.9 7.8 7.7
69000 8.2 8.1 8.1 8.0 7.9 7.8 7.7 7.6 7.5 7.4 7.3
71000 7.9 7.8 7.7 7.6 7.5 7.4 7.4 7.3 7.2 7.1 7.0
73000 7.5 7.4 7.4 7.3 7.2 7.1 7.0 7.0 6.9 6.8 6.7
AIRCRAFT : A320 THRUST SETTING : TKO BANK ANGLE :0

TEMPERATURE : ISA + 15. C FLAP POSITION : CONF 1+ F ANTI-ICE BLDS : OFF
GRADIENT (%)
WGT(KG) ALTITUDE(FT)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 11.3 11.2 11.1 11.0 10.9 10.8 10.7 10.5 10.4 10.3 10.2
57000 10.8 10.7 10.6 10.5 10.4 10.3 10.2 10.1 10.0 9.9 9.7
59000 10.3 10.2 10.1 10.0 9.9 9.8 9.7 9.6 9.5 9.4 9.3
61000 9.9 9.8 9.7 9.6 9.5 9.4 9.3 9.2 9.1 9.0 8.9
63000 9.5 9.4 9.3 9.2 9.1 9.0 8.9 8.8 8.7 8.6 8.5
65000 9.0 8.9 8.8 8.8 8.7 8.6 8.5 8.4 8.3 8.2 8.1

APP 15 – Climb
GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
67000 8.7 8.6 8.5 8.4 8.3 8.2 8.1 8.0 7.9 7.8 7.8
69000 8.3 8.2 8.1 8.0 7.9 7.8 7.8 7.7 7.6 7.5 7.4
71000 7.9 7.8 7.7 7.7 7.6 7.5 7.4 7.3 7.2 7.2 7.1

73000 7.6 7.5 7.4 7.3 7.3 7.2 7.1 7.0 6.9 6.8 6.8

TEMPERATURE : ISA + 15. C FLAP POSITION : CONF 2 ANTI-ICE BLDS : OFF
GRADIENT (%)
ALTITUDE(FT)
WGT(KG)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 11.2 11.1 10.9 10.8 10.8 10.6 10.5 10.4 10.3 10.2 10.1
57000 10.7 10.6 10.5 10.4 10.3 10.2 10.1 10.0 9.9 9.8 9.7
59000 10.3 10.1 10.0 9.9 9.8 9.7 9.6 9.5 9.4 9.3 9.2
61000 9.8 9.7 9.6 9.5 9.4 9.3 9.2 9.1 9.0 8.9 8.8
63000 9.4 9.3 9.2 9.1 9.0 8.9 8.8 8.7 8.6 8.5 8.4
65000 8.9 8.9 8.8 8.7 8.6 8.5 8.4 8.3 8.2 8.1 8.0
67000 8.6 8.5 8.4 8.3 8.2 8.1 8.0 7.9 7.8 7.8 7.7
69000 8.2 8.1 8.0 7.9 7.8 7.8 7.7 7.6 7.5 7.4 7.3
71000 7.8 7.7 7.6 7.6 7.5 7.4 7.3 7.2 7.2 7.1 7.0
73000 7.5 7.4 7.3 7.2 7.2 7.1 7.0 6.9 6.8 6.7 6.7

APP 15 – Climb

TEMPERATURE : ISA + 15. C FLAP POSITION : CONF 2 ANTI-ICE BLDS : OFF
GRADIENT (%)

0 200 400 600 800 1000 1200 1400 1600 1800 2000

55000 11.2 11.1 10.5 10.9 10.8 10.7 10.6 10.5 10.3 10.2 10.1
57000 10.7 10.6 10.5 10.4 10.3 10.2 10.1 10 9.9 9.8 9.6
59000 9.3 10.2 10 10 9.8 9.8 9.7 9.6 9.4 9.3 9.2
61000 9.2 9.7 9.6 9.5 9.4 9.3 9.2 9.1 9 8.9 8.8
63000 9.2 9.3 9.2 9.1 9 8.9 8.8 8.7 8.6 8.5 8.4
65000 9 8.9 8.8 8.7 8.6 8.5 8.4 8.3 8.2 8.1 8
67000 8.6 8.5 8.4 8.3 8.3 8.1 8.1 8 7.9 7.8 7.7
69000 8.2 8.1 8.1 8 7.8 7.8 7.7 7.6 7.5 7.4 7.3
71000 7.9 7.8 7.7 7.6 7.5 7.5 7.4 7.3 7.2 7.1 7
73000 7.5 7.4 7.3 7.3 7.2 7.1 7 7 6.9 6.8 6.7

APP 15 – Climb
b. All Engine Climb Gradient B737-800
AIRCRAFT: 737-800 THRUST SETTING: TKO BANK ANGLE: 0.

ENGINE: CFM56-7B26 AIR COND PACKS: AUTO(ON) ENGINES INOP: 0
TEMPERATURE: ISA + 15. C FLAP POSITION: 5 ANTI-ICE BLDS: OFF
SPEED: 145.000 IAS GEAR POSITION: UP ICE DRAG: NO

GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 24.79 24.64 24.49 24.34 24.2 24.05 23.91 23.76 23.62 23.47 23.32
57000 23.48 23.34 23.2 23.06 22.92 22.78 22.64 22.51 22.37 22.23 22.09
59000 22.24 22.11 21.97 21.84 21.7 21.57 21.44 21.3 21.17 21.04 20.9
61000 21.07 20.94 20.81 20.68 20.55 20.42 20.29 20.16 20.04 19.91 19.78
63000 19.94 19.82 19.69 19.57 19.45 19.32 19.2 19.07 18.95 18.83 18.7
65000 18.87 18.75 18.63 18.51 18.39 18.27 18.15 18.03 17.91 17.79 17.67
67000 17.86 17.74 17.62 17.51 17.39 17.28 17.16 17.05 16.93 16.82 16.7
69000 16.88 16.77 16.66 16.55 16.43 16.32 16.21 16.1 15.99 15.88 15.77
71000 15.96 15.85 15.74 15.63 15.52 15.42 15.31 15.2 15.09 14.98 14.88
73000 15.05 14.95 14.84 14.74 14.64 14.53 14.43 14.32 14.22 14.12 14.01

GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 24.43 24.29 24.14 24 23.86 23.72 23.58 23.44 23.3 23.16 23.02
57000 23.23 23.09 22.96 22.82 22.68 22.55 22.41 22.28 22.14 22.01 21.87
59000 22.1 21.97 21.83 21.7 21.57 21.44 21.32 21.19 21.06 20.93 20.8
61000 21.04 20.92 20.79 20.66 20.54 20.41 20.29 20.16 20.04 19.91 19.79

APP 15 – Climb
GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
63000 20.01 19.89 19.77 19.65 19.53 19.41 19.29 19.17 19.05 18.93 18.81
65000 19.05 18.94 18.82 18.7 18.59 18.47 18.35 18.24 18.12 18.01 17.89
67000 18.12 18.01 17.9 17.78 17.67 17.56 17.45 17.34 17.22 17.11 17

69000 17.24 17.13 17.02 16.91 16.8 16.7 16.59 16.48 16.37 16.26 16.15

71000 16.4 16.29 16.18 16.08 15.97 15.87 15.76 15.66 15.55 15.45 15.34
73000 15.57 15.47 15.36 15.26 15.16 15.06 14.96 14.86 14.75 14.65 14.55

GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 24.03 23.88 23.73 23.59 23.44 23.3 23.16 23.01 22.87 22.72 22.58
57000 22.77 22.63 22.49 22.36 22.22 22.08 21.94 21.8 21.67 21.53 21.39
59000 21.59 21.46 21.32 21.19 21.06 20.93 20.79 20.66 20.53 20.39 20.26
61000 20.48 20.35 20.22 20.09 19.96 19.84 19.71 19.58 19.45 19.33 19.2
63000 19.42 19.29 19.17 19.05 18.92 18.8 18.68 18.55 18.43 18.31 18.19
65000 18.41 18.29 18.17 18.05 17.93 17.81 17.7 17.58 17.46 17.34 17.22
67000 17.46 17.34 17.23 17.11 17 16.89 16.77 16.66 16.54 16.43 16.31
69000 16.55 16.43 16.32 16.21 16.1 15.99 15.88 15.77 15.66 15.55 15.44
71000 15.67 15.56 15.45 15.34 15.24 15.13 15.02 14.92 14.81 14.7 14.6
73000 14.82 14.72 14.61 14.51 14.41 14.3 14.2 14.1 13.99 13.89 13.79

APP 15 – Climb

GRADIENT (%)


0 200 400 600 800 1000 1200 1400 1600 1800 2000
55000 23.55 23.41 23.27 23.13 22.99 22.85 22.71 22.57 22.43 22.29 22.15
57000 22.39 22.25 22.12 21.98 21.85 21.71 21.58 21.45 21.31 21.18 21.04
59000 21.29 21.16 21.03 20.9 20.77 20.65 20.52 20.39 20.26 20.13 20
61000 20.27 20.15 20.02 19.9 19.77 19.65 19.53 19.4 19.28 19.15 19.03
63000 19.29 19.17 19.05 18.93 18.81 18.69 18.57 18.45 18.33 18.21 18.09
65000 18.37 18.25 18.14 18.02 17.91 17.79 17.68 17.56 17.45 17.33 17.22
67000 17.49 17.38 17.26 17.15 17.04 16.93 16.82 16.71 16.6 16.49 16.38
69000 16.66 16.55 16.44 16.33 16.22 16.12 16.01 15.9 15.79 15.69 15.58
71000 15.86 15.76 15.65 15.55 15.44 15.34 15.23 15.13 15.03 14.92 14.82
73000 15.09 14.99 14.89 14.78 14.68 14.58 14.48 14.38 14.28 14.18 14.08

APP 15 – Climb
c. All Engine Climb Gradient B737-900
AIRCRAFT: 737-900ERW THRUST SETTING: TKO BANK ANGLE: 0.

TEMPERATURE ISA + 15. C FLAP POSITION: 5 ANTI-ICE BLDS: OFF
:

GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
65000 21.69 21.53 21.38 21.22 21.06 20.91 20.75 20.59 20.42 20.26 20.09
67000 20.57 20.42 20.27 20.12 19.97 19.82 19.67 19.51 19.35 19.2 19.04
69000 19.51 19.36 19.21 19.07 18.92 18.78 18.63 18.48 18.33 18.18 18.02
71000 18.48 18.34 18.2 18.06 17.92 17.78 17.63 17.49 17.34 17.2 17.05
73000 17.49 17.36 17.22 17.08 16.95 16.81 16.68 16.53 16.39 16.25 16.11
75000 16.54 16.41 16.28 16.15 16.02 15.88 15.75 15.62 15.48 15.34 15.2
77000 15.61 15.48 15.36 15.23 15.1 14.97 14.84 14.71 14.58 14.44 14.31
78000 15.16 15.03 14.91 14.78 14.66 14.53 14.4 14.27 14.14 14.01 13.88

TEMPERATURE ISA + 15. C FLAP POSITION: 5 ANTI-ICE BLDS: OFF
:
GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
65000 21.79 21.64 21.49 21.33 21.18 21.02 20.87 20.71 20.56 20.4 20.23
67000 20.79 20.64 20.49 20.34 20.19 20.04 19.89 19.74 19.59 19.44 19.28
69000 19.82 19.68 19.53 19.39 19.24 19.1 18.96 18.81 18.66 18.52 18.36

APP 15 – Climb
GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
71000 18.89 18.75 18.61 18.47 18.33 18.2 18.06 17.92 17.77 17.63 17.48
73000 17.99 17.86 17.72 17.59 17.45 17.32 17.18 17.05 16.91 16.77 16.63

75000 17.13 17 16.87 16.73 16.6 16.47 16.34 16.21 16.08 15.94 15.81

77000 16.29 16.17 16.04 15.91 15.79 15.66 15.53 15.4 15.28 15.15 15.01
78000 15.89 15.76 15.64 15.51 15.39 15.26 15.14 15.01 14.89 14.76 14.63

GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000
65000 20.88 20.73 20.57 20.42 20.26 20.11 19.95 19.79 19.63 19.47 19.3
67000 19.85 19.7 19.55 19.41 19.26 19.11 18.96 18.8 18.65 18.49 18.33
69000 18.88 18.73 18.59 18.44 18.3 18.16 18.01 17.86 17.71 17.56 17.41
71000 17.94 17.8 17.66 17.53 17.39 17.25 17.11 16.96 16.82 16.67 16.52
73000 17.06 16.92 16.79 16.65 16.52 16.38 16.25 16.11 15.97 15.83 15.68
75000 16.21 16.08 15.95 15.82 15.69 15.56 15.43 15.29 15.16 15.02 14.88
77000 15.39 15.27 15.14 15.01 14.89 14.76 14.63 14.5 14.37 14.24 14.1
78000 15 14.88 14.75 14.63 14.5 14.38 14.25 14.12 13.99 13.86 13.73


APP 15 – Climb
GRADIENT (%)
0 200 400 600 800 1000 1200 1400 1600 1800 2000

65000 20.71 20.56 20.41 20.25 20.1 19.95 19.8 19.64 19.49 19.33 19.17

67000 19.77 19.62 19.48 19.33 19.18 19.03 18.89 18.74 18.59 18.44 18.28
69000 18.88 18.73 18.59 18.45 18.31 18.17 18.02 17.88 17.73 17.59 17.44
71000 18.02 17.88 17.74 17.6 17.47 17.33 17.19 17.05 16.91 16.77 16.63
73000 17.19 17.05 16.92 16.79 16.65 16.52 16.39 16.25 16.12 15.98 15.84
75000 16.39 16.26 16.13 16 15.87 15.75 15.62 15.48 15.35 15.22 15.08
77000 15.63 15.5 15.38 15.25 15.13 15 14.88 14.75 14.62 14.49 14.36
78000 15.26 15.14 15.01 14.89 14.77 14.64 14.52 14.39 14.27 14.14 14.01

OPERATIONS MANUAL VOL. A APP 16 – RVSM
APPENDIX 16 – RVSM
RVSM EQUIPMENT AND CHECKLIST A320




RVSM EQUIPMENT AND CHECKLIST B737




OPERATIONS MANUAL VOL. A APP 17 – China RVSM
APPENDIX 17 – CHINA RVSM

CHINESE METRIC SYSTEM CONVERSION TABLE
IMPORTANT: All crews should use the converted feet numbers when operating the aircraft!, i.e. if ATC
instruct fly 9500 meters then the crew should target 31100ft ACCURATELY on altimeter. Metric-
altimeter is NOT approved to use.


OPERATIONS MANUAL VOL. A APP 17 – China RVSM
Aircraft equipped with the altimetry system not capable of flying in FEET shall NOT plan a
flight in RVSM airspace.


APP 18 – Form Serah
OPERATIONS MANUAL VOL. A Terima Senjata Api
APPENDIX 18 – FORM SERAH TERIMA SENJATA API


APP 19 – List of Non-
OPERATIONS MANUAL VOL. A Hub & Procedures
Updated Station Manual
APPENDIX 19 – LIST OF NON-HUB & PROCEDURES UPDATE STATION MANUALS AND

DOCUMENTS.
NO. MANUAL FORMAT REMARKS
1 OM-A Softcopy Uncontrolled

Uncontrolled
2 OM-B Softcopy
Uncontrolled
3 OM-C Softcopy

AOC, OPSPEC B737-800/900ER, OPSPEC A320 & Softcopy Uncontrolled
4

ACL
Softcopy
5 MEL B737 NG & CDL Uncontrolled
Softcopy
6 MEL A320 & CDL Uncontrolled
Softcopy
7 RAM B737-800 Uncontrolled
Softcopy
8 RAM B737-900 Uncontrolled
Softcopy
9 RAM A320 Uncontrolled
Softcopy
10 WBM A320 Uncontrolled
Softcopy
11 WBM B737 - 800 Uncontrolled
Softcopy
12 WBM B737 - 900 Uncontrolled
Softcopy
13 FPPM B737NG Uncontrolled
AOC, OPSPEC B737-800/900ER, OPSPEC A320 & Printed
14 Uncontrolled
ACL
15 FINAL WARNING FROM THE PIC Printed Uncontrolled
Printed
16 A – SHOR Uncontrolled
Printed
17 AIREP Uncontrolled
Printed
18 AIRMISS ATC INCIDENT REPORT Uncontrolled
Printed
20 BIRDSTRIKE INCIDENT REPORT Uncontrolled
Printed
21 FLIGHT SERVICE REPORT Uncontrolled
Printed
22 PAIDUR Uncontrolled
Printed
23 POSTFLIGHT INFORMATION DEBRIEFING Uncontrolled
Printed
24 VOLCANO ACTIVITY Uncontrolled
BOMB SEARCH A320 Printed
25 Uncontrolled
BOMB SEARCH B738 Printed
26 Uncontrolled
BOMB SEARCH B739 Printed
27 Uncontrolled
Printed Uncontrolled
28 LOADSHEET MANUAL A320
29 LOADSHEET MANUAL B737
30 LOADSHEET MANUAL B739

APP 19 – List of Non-
OPERATIONS MANUAL VOL. A Hub & Procedures
Updated Station Manual
Note: Softcopies of all updated manuals will be provided in CD (compact disc).

Procedures to update manuals and documents are as follow:
1. Station will be informed of any updates through email;
2. Station KK / LO will download updated softcopies from FMS or Email and keep it in the folder on their company
issued computer;
3. Station KK/LO will send a report, upon successful download of the aforementioned updates.
4. Updated Softcopy and Hardcopy manuals and documents will be send to stations regularly by Operations

Engineering on quarter yearly basis;
5. Station KK / LO responsible to update and maintain the manuals and documents softcopies and hardcopies;

6. Stations manuals and documents surveillance will be carried out twice a year by Flight Operations Standard.

APP 20 – Holdover
OPERATIONS MANUAL VOL. A Times and List of
Fluids
APPENDIX 20 – HOLDOVER TIMES TABLES AND LIST OF FLUIDS

FAA
HOLDOVER TIME GUIDELINES

WINTER 2017-2018
ORIGINAL ISSUE: AUGUST 9, 2017
The information contained in this document serves as the official FAA

guidance, Holdover Times and Allowance Times for use during the
2017-2018 winter season. This document is designed to be used in
conjunction with the FAA N 8900 series notice “Revised FAA-Approved
Deicing Program Updates, Winter 2017-2018.”
Questions concerning FAA aircraft ground de/anti-icing requirements or Flight Standards policies should be
addressed to charles.j.enders@faa.gov or 202-267-4557.
Questions on the technical content of the holdover time tables should be addressed to
warren.underwood@faa.gov or 404-305-7267.
Questions regarding editorial content or web access issues should be addressed to sung.shin@faa.gov or 202-
267-8086.

APP.20 Holdover Time
OPERATIONS MANUAL VOL. A Tables and List of Fluids
HOW TO USE THIS DOCUMENT
Complementary Document
This document is designed to be used in conjunction with the FAA N 8900 series notice “Revised FAA-Approved
Deicing Program Updates, Winter 2017-2018.” The two documents complement each other and should be used
together for a thorough understanding of the subject matter.
Applicability

A new version of this document is published for each winter operating season, typically early in the August preceding

the winter operating season. Updates to the winter’s document may be published any time after the Original Issue
document is published. When a new document is published, either mid-season or each new season, the previous
document becomes obsolete. It is the responsibility of the end user to periodically check for document updates on
the following website: https://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/deicing/.
Main Document Structure and Content
This document is divided into several sections.
• Change Control Records: Provides details of any changes made to the document in mid-season document updates.
• Table of Contents: Provides a list of sections, tables, and appendices in the document.
• How to Use This Document: Provides top level guidance on how to use the document.
• Summary of Changes from Previous Year: Describes key changes made to the document for the current winter
operating season.
• Holdover Time Guidelines: Series of tables which provide estimated holdover times (in hh:mm). Fluids are divided by
fluid type (Type I, II, III, and IV), aircraft construction materials (Type I only), fluid brand (Type II, III, IV), aircraft
rotation speed (Type III only), and fluid application temperature (Type III only). Columns in the tables divide the
information by precipitation type; rows in the tables divide the information by temperature and fluid dilution.
• Allowance Times Tables: Tables which provide allowance times (in minutes) for Type III and Type IV fluids. Rows in
the tables divide the information by precipitation type; columns in the tables divide the information by temperature.
• Supplementary Guidance: Series of tables which provide supplementary information for using the holdover time
guidelines and allowance times tables. Includes a table for estimating snowfall intensity from prevailing visibility,
tables of fluid information (one table per fluid type), and tables of fluid application guidance (by fluid type).
Appendices
The appendices contain complementary content.
• Appendix A: Provides adjusted holdover time guidelines (holdover time guidelines and allowance times tables) for
operations when flaps and slats are deployed prior to de/anti-icing.
• Appendix B: Provides information on laboratories involved in testing de/anti-icing fluids.

APP 20 – Holdover Times
OPERATIONS MANUAL VOL. A and List of Fluids
SUMMARY OF CHANGES FROM PREVIOUS YEAR
The principal changes from the previous year are briefly indicated herein.
Reformatting of Document and Tables
 Formatting and structural changes have been made to this document for the winter of 2017-18. These changes
have been made in support of federal government document accessibility requirements, harmonization efforts
between Transport Canada and the FAA, and to improve overall usability of the document. The following
changes are of note:

o Some sections of the document have been restructured/reordered and complementary content have been
moved to appendices.

o Table titles and numbering have been simplified (all tables now ordered sequentially).
o The number of heading rows and heading columns in holdover time (HOT) tables has been reduced.
o A complete table of contents has been added.
o A how to use this document section has been added.
 Further changes may be implemented in future years.
Holdover Time Tables
 With the exception of the formatting changes described above, the active frost and Type I HOT guidelines are
unchanged.
 Fluid-specific HOT guidelines have been created for three new fluids: ABAX ECOWING AD-2 (Type II), Chemco
CHEMR EG IV (Type IV), and Oksayd Defrost ECO 4 (Type IV).
 Supplemental testing with a higher viscosity sample of AllClear AeroClear MAX resulted in changes to its holdover
times and to its lowest on-wing viscosity value and measurement method.
 Kilfrost ABC-3 (Type II) has been removed from the HOT guidelines as a result of discussions between regulators
and the manufacturer.
 Type IV fluids have been removed from the calculation of the Type II generic holdover times as a result of an
industry accepted change in protocol.
 Significant changes (both increases and decreases) have been made to the Type II and Type IV generic holdover
times as a result of the new and removed fluids and data.
 Changes have been made to snow holdover times for the six fluids listed below as a result of supplemental
research in heavy snow conditions.
o Cryotech Polar Guard Advance (100/0, 75/25, 50/50)
o Cryotech Polar Guard II (100/0, 75/25, 50/50)
o ABAX ECOWING AD-49 (100/0, 75/25)
o Dow FlightGuard AD-49 (100/0, 75/25)
o ABAX ECOWING 26 (75/25, 50/50)
o Clariant Max Flight SNEG (100/0)
 Further testing in very cold snow conditions has enabled fluid-specific holdover times to be provided in very cold
snow (below -14 °C) for the seven Type II/IV fluids listed below.
o Clariant Safewing MP II FLIGHT (Type II)
o Clariant Safewing MP IV LAUNCH (Type IV)
o Clariant Safewing MP IV LAUNCH PLUS (Type IV)
o Cryotech Polar Guard Advance (Type IV)
o Cryotech Polar Guard II (Type II)
o Dow Endurance EG106 (Type IV)
o LNT Solutions E450 (Type IV)
 All other Type II/IV fluids retain generic holdover times in very cold snow (generic times are different for ethylene
vs. propylene based fluids). Reductions have been made to some very cold snow generic values for propylene
based fluids.

 There are now three temperature bands for temperatures below -14 °C in Type II and Type IV HOT tables: below
-14 to -18 °C, below -18 to -25 °C, and below -25 °C to LOUT. Fluids with LOUTs ≥-25 °C have two temperature
bands: below -14 to -18 °C and below -18 °C to LOUT.
Allowance Times Tables
 The operational guidance for ice pellets and small hail has been relocated to the related FAA N 8900 series notice
“Revised FAA-Approved Deicing Program Updates, Winter 2017-2018.” This has been done so that all pertinent
guidance material is provided in a single document.
 The precipitation type categories included in the allowance times tables have been modified to reflect METAR

reported precipitation types. Specifically, intensity designators have been removed from the second precipitation
type in mixed precipitation categories and the resulting duplicate categories have been removed.

Fluid Application Tables
 Changes have been made to the fluid application tables to improve harmonization with the Transport Canada
and SAE fluid application tables.
Adjusted Holdover Times for Flaps/Slats Deployed Prior to De/Anti-Icing
 Research into holdover times on deployed flaps/slats began in the winter of 2009-2010, and since 2011-2012
has included cooperative efforts with industry. Data collected has provided a substantive amount of evidence that
demonstrates extended flaps/slats can accelerate anti-icing fluid runoff from aircraft wings in turn negatively
affecting the protection capacity of the fluid. This results in a potential safety risk. The protection capacity of the
fluid is affected by many elements: the aircraft design, the slope of the surface, the type of fluid, the aircraft skin
and ambient temperature, the type of precipitation, the amount of fluid applied, and the effective wind.
 To mitigate this safety risk, it was determined by the Federal Aviation Administration and Transport Canada that
adjusting the published de/anti-icing fluid holdover and allowance times to 76% of the current published values
would provide the sufficient safety margin to safely allow operations when flaps and slats are deployed prior to
de/anti-icing. Therefore, when flaps and/or slats are extended to the takeoff configuration prior to de/anti-icing
fluid application and remain in that configuration while taxiing to takeoff, the specific HOT and allowance times
tables identified as “Adjusted” must be used. These 76% adjusted tables replace the 90% adjusted tables that
were published for the winters of 2014-2015 to 2016-2017. Note that the standard holdover and allowance times
can be used if flaps and slats are deployed as close to departure as safety allows. The 76% adjusted tables
appear in Appendix A of this document.
 Note: Industry data indicates the possibility of increased takeoff misconfigurations when the selection of takeoff
flaps is delayed later in the taxi regime. Whether an air carrier chooses to select the flaps/slats to the takeoff
configuration prior to beginning the anti-icing process, operators should have robust procedures in place to ensure
that the aircraft is properly configured prior to takeoff. Air Carriers should follow the manufacturer’s recommended
procedures regarding anti-icing operations and the configuration of flaps/slats while taxiing.
Important Note on HOTs for Non-Standard Dilutions of Type II, III, and IV Fluids
 When a Type II, III, or IV fluid is diluted to other than the published 100/0, 75/25 or 50/50 dilutions, the more
conservative holdover time and LOUT associated with either the dilution above or below the selected dilution are
applicable. For example:
o The holdover time and LOUT of an 80/20 dilution would be the more conservative holdover time and LOUT
of either the 100/0 or 75/25 dilutions;
o The holdover time and LOUT of a 60/40 dilution would be the more conservative holdover time and LOUT of
either the 75/25 or 50/50 dilutions.


HOLDOVER TIME (HOT) GUIDELINES FOR WINTER
2017-2018

TABLE 1: ACTIVE FROST HOLDOVER TIMES FOR SAE TYPE I, TYPE II, TYPE III, AND TYPE IV FLUIDS
Outside Air Concentratio

Type I Outside Air
Temperature1,2,3 n Fluid/Water Type II Type III4 Type IV
Temperature2,3
By % Volume
-1 °C and above 100/0 8:00 2:00 12:00

(30 °F and above) -1 °C and above
75/25 5:00 1:00 5:00

(30 °F and above)
50/50 3:00 0:30 3:00

below -1 to -3 °C 100/0 8:00 2:00 12:00
(below 30 to 27 °F) below -1 to -3 °C
75/25 5:00 1:00 5:00
(below 30 to 27 °F)
50/50 1:30 0:30 3:00
below -3 to -10 °C
0:45 below -3 to -10 °C 100/0 8:00 2:00 10:00
(0:35)5 (below 27 to 14 °F) 75/25 5:00 1:00 5:00
below -10 to -14 °C
(below 14 to 7 °F) below -10 to -14 °C 100/0 6:00 2:00 6:00
(below 14 to 7 °F) 75/25 1:00 1:00 1:00
(below 7 to -6 °F) below -14 to -21 °C
100/0 6:00 2:00 6:00
(below 7 to -6 °F)
(below -6 to -13 °F) below -21 to -25 °C
100/0 2:00 2:00 4:00
(below -6 to -13 °F)
below -25 °C to LOUT
(below -13 °F to LOUT) below -25 °C
100/0 No Holdover Time Guidelines Exist
(below -13 °F)
NOTES
1 Type I Fluid / Water Mixture must be selected so that the freezing point of the mixture is at least 10 °C (18 °F) below outside air temperature.
2 Ensure that the lowest operational use temperature (LOUT) is respected.
3 Changes in outside air temperature (OAT) over the course of longer frost events can be significant; the appropriate holdover time to use is the one
provided for the coldest OAT that has occurred in the time between the de/anti-icing fluid application and takeoff.
4 To use the Type III fluid frost holdover times, the fluid brand being used must be known. AllClear AeroClear MAX must be applied unheated.
Clariant Safewing MP III 2031 ECO must be applied heated.
5 Value in parentheses is for aircraft with critical surfaces that are predominantly or entirely constructed of composite materials.
CAUTIONS
• The responsibility for the application of these data remains with the user.
• Fluids used during ground de/anti-icing do not provide in-flight icing protection.
• This table is for departure planning only and should be used in conjunction with pretakeoff check procedures.

TABLE 2: HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL AIRCRAFT SURFACES COMPOSED PREDOMINANTLY OF
ALUMINUM
Light
Freezing Fog Very Light Snow, Moderate Snow,
Outside Air Snow, Snow Freezing Light Rain on Cold
or Snow Grains or Snow Grains or Other7
Temperature1,2 Grains or Snow Drizzle5 Freezing Rain Soaked Wing6
Ice Crystals Snow Pellets3,4 Snow Pellets3

Pellets3,4

-3 °C and above
0:11 - 0:17 0:18 - 0:22 0:11 - 0:18 0:06 - 0:11 0:09 - 0:13 0:02 - 0:05 0:02 - 0:05
(27 °F and above)
below -3 to -6 °C
0:08 - 0:13 0:14 - 0:17 0:08 - 0:14 0:05 - 0:08 0:05 - 0:09 0:02 - 0:05
CAUTION:
below -6 to -10 °C
0:06 - 0:10 0:11 - 0:13 0:06 - 0:11 0:04 - 0:06 0:04 - 0:07 0:02 - 0:05 No holdover time
guidelines exist
below -10 °C
0:05 - 0:09 0:07 - 0:08 0:04 - 0:07 0:02 - 0:04
(below 14 °F)
NOTES
1 Type I fluid / water mixture must be selected so that the freezing point of the mixture is at least 10 °C (18 °F) below outside air temperature.
3 To determine snowfall intensity, the Snowfall Intensities as a Function of Prevailing Visibility table (Table 40) is required.
4 Use light freezing rain holdover times in conditions of very light or light snow mixed with light rain.
5 Use light freezing rain holdover times if positive identification of freezing drizzle is not possible.
6 No holdover time guidelines exist for this condition for 0 °C (32 °F) and below.
7 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail.
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity, or
jet blast may reduce holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is
lower than outside air temperature.

TABLE 3: HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL AIRCRAFT SURFACES COMPOSED PREDOMINANTLY OF
COMPOSITES
Light
Pellets3,4

-3 °C and above
0:09 - 0:16 0:12 - 0:15 0:06 - 0:12 0:03 - 0:06 0:08 - 0:13 0:02 - 0:05 0:01 - 0:05
(27 °F and above)
below -3 to -6 °C
0:06 - 0:08 0:11 - 0:13 0:05 - 0:11 0:02 - 0:05 0:05 - 0:09 0:02 - 0:05
CAUTION:
below -6 to -10 °C
0:04 - 0:08 0:09 - 0:12 0:05 - 0:09 0:02 - 0:05 0:04 - 0:07 0:02 - 0:05 No holdover time
guidelines exist
below -10 °C
0:04 - 0:07 0:07 - 0:08 0:04 - 0:07 0:02 - 0:04
(below 14 °F)
NOTES
CAUTIONS

TABLE 4: GENERIC HOLDOVER TIMES FOR SAE TYPE II FLUIDS

Fluid
Freezing Fog Snow,
Outside Air Concentration Freezing Light Rain on Cold
or Snow Grains or Other6
Temperature1 Fluid/Water Drizzle4 Freezing Rain Soaked Wing5
Ice Crystals Snow Pellets2,3
By % Volume

100/0 0:55 - 1:45 0:25 - 0:50 0:35 - 1:05 0:25 - 0:35 0:07 - 0:45

-3 °C and above
75/25 0:25 - 0:55 0:15 - 0:25 0:15 - 0:40 0:10 - 0:20 0:04 - 0:25
(27 °F and above)
50/50 0:15 - 0:25 0:05 - 0:10 0:08 - 0:15 0:06 - 0:09
below -3 to -14 °C 100/0 0:30 - 1:05 0:15 - 0:30 0:20 - 0:457 0:15 - 0:207
(below 27 to 7 °F) 75/25 0:25 - 0:50 0:08 - 0:20 0:15 - 0:257 0:08 - 0:157
below -14 to -18 °C CAUTION:

100/0 0:15 - 0:35 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:35 0:02 - 0:09
(below 0 to -13 °F)

100/0 0:15 - 0:358 0:01 - 0:068
(below -13 °F to LOUT)
NOTES
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type II fluid cannot be used.
7 No holdover time guidelines exist for this condition below -10 °C (14 °F).
8 If the LOUT is unknown, no holdover time guidelines exist below -25 °C (-13 °F).
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity, or jet
blast may reduce holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is lower
than outside air temperature.

TABLE 5: TYPE II HOLDOVER TIMES FOR ABAX ECOWING 26

Fluid Very Light Light Moderate
Freezing Fog
Outside Air Concentration Snow, Snow Snow, Snow Snow, Snow Freezing Light Rain on Cold
or Other6
Temperature1 Fluid/Water Grains or Grains or Grains or Drizzle4 Freezing Rain Soaked Wing5
Ice Crystals
By % Volume Snow Pellets2,3 Snow Pellets2,3 Snow Pellets2

100/0 1:25 - 2:35 1:35 - 1:50 1:00 - 1:35 0:40 - 1:00 0:50 - 1:35 0:40 - 0:50 0:20 - 1:25

-3 °C and above
75/25 1:05 - 1:55 1:20 - 1:40 0:40 - 1:20 0:20 - 0:40 0:45 - 1:05 0:25 - 0:35 0:10 - 1:00
(27 °F and above)
50/50 0:30 - 0:45 0:40 - 0:50 0:20 - 0:40 0:07 - 0:20 0:15 - 0:25 0:08 - 0:10
below -3 to -14 °C 100/0 0:45 - 2:15 1:25 - 1:40 0:55 - 1:25 0:35 - 0:55 0:30 - 1:107 0:15 - 0:357
(below 27 to 7 °F) 75/25 0:35 - 1:15 0:55 - 1:10 0:30 - 0:55 0:15 - 0:30 0:20 - 0:507 0:15 - 0:257 CAUTION:
No holdover time
below -14 to -18 °C guidelines exist
100/0 0:25 - 0:45 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20
(below 7 to 0 °F)

100/0 0:25 - 0:45 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
NOTES
CAUTIONS

TABLE 6: TYPE II HOLDOVER TIMES FOR ABAX ECOWING AD-2

Freezing Fog
or Other6
Ice Crystals

100/0 1:20 - 3:00 2:25 - 2:55 1:15 - 2:25 0:40 - 1:15 0:40 - 1:40 0:30 - 0:45 0:09 - 1:25

-3 °C and above
75/25 1:15 - 1:25 1:45 - 2:10 0:55 - 1:45 0:25 - 0:55 0:35 - 1:05 0:20 - 0:30 0:04 - 0:50
(27 °F and above)
50/50 0:15 - 0:30 0:35 - 0:40 0:15 - 0:35 0:07 - 0:15 0:09 - 0:15 0:06 - 0:09
below -3 to -14 °C 100/0 0:45 - 2:30 1:45 - 2:05 0:55 - 1:45 0:30 - 0:55 0:25 - 1:107 0:20 - 0:307
(below 27 to 7 °F) 75/25 0:35 - 1:55 1:35 - 2:00 0:50 - 1:35 0:25 - 0:50 0:15 - 0:557 0:20 - 0:357

100/0 0:15 - 0:40 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:40 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:15 - 0:40 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -16.6 °F)
NOTES
CAUTIONS

TABLE 7: TYPE II HOLDOVER TIMES FOR AVIATION SHAANXI HI-TECH CLEANWING II

Fluid
Freezing Fog Snow,
By % Volume

100/0 0:55 - 1:50 0:30 - 0:55 0:35 - 1:05 0:25 - 0:35 0:10 - 0:55

-3 °C and above
75/25 0:50 - 1:20 0:25 - 0:45 0:35 - 1:00 0:20 - 0:30 0:07 - 0:50
(27 °F and above)
50/50 0:35 - 1:00 0:15 - 0:30 0:20 - 0:40 0:10 - 0:20
below -3 to -14 °C 100/0 0:45 - 1:50 0:30 - 0:55 0:30 - 0:557 0:20 - 0:257
(below 27 to 7 °F) 75/25 0:40 - 1:45 0:25 - 0:45 0:35 - 0:407 0:20 - 0:257 CAUTION:
No holdover time
100/0 0:20 - 0:50 0:06 - 0:20
(below 7 to 0 °F)

100/0 0:20 - 0:50 0:02 - 0:09
NOTES
CAUTIONS

TABLE 8: TYPE II HOLDOVER TIMES FOR BEIJING YADILITE AVIATION YD-102 TYPE II
Freezing Fog
or Other6
Ice Crystals

100/0 1:10 - 2:00 1:40 - 2:00 0:50 - 1:40 0:25 - 0:50 0:40 - 1:15 0:35 - 0:40 0:10 - 1:00

-3 °C and above
75/25 0:25 - 0:55 0:50 - 1:05 0:25 - 0:50 0:15 - 0:25 0:15 - 0:40 0:10 - 0:20 0:04 - 0:25
(27 °F and above)
50/50 0:15 - 0:25 0:25 - 0:30 0:10 - 0:25 0:05 - 0:10 0:08 - 0:15 0:07 - 0:09
below -3 to -14 °C 100/0 0:45 - 1:30 1:00 - 1:15 0:30 - 1:00 0:15 - 0:30 0:35 - 0:507 0:25 - 0:257
(below 27 to 7 °F) 75/25 0:30 - 0:50 0:35 - 0:45 0:20 - 0:35 0:08 - 0:20 0:15 - 0:257 0:09 - 0:157

100/0 0:20 - 0:45 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 0:45 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:20 - 0:45 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 9: TYPE II HOLDOVER TIMES FOR CLARIANT SAFEWING MP II FLIGHT

Freezing Fog
or Other6
Ice Crystals

100/0 3:30 - 4:00 2:35 - 3:00 1:35 - 2:35 1:00 - 1:35 1:20 - 2:00 0:45 - 1:25 0:10 - 1:30

-3 °C and above
75/25 1:50 - 2:45 2:35 - 3:00 1:20 - 2:35 0:40 - 1:20 1:10 - 1:30 0:30 - 0:55 0:06 - 0:50
(27 °F and above)
50/50 0:55 - 1:45 0:45 - 0:55 0:25 - 0:45 0:10 - 0:25 0:20 - 0:30 0:10 - 0:15
below -3 to -14 °C 100/0 0:55 - 1:45 1:50 - 2:10 1:05 - 1:50 0:40 - 1:05 0:35 - 1:307 0:25 - 0:457
(below 27 to 7 °F) 75/25 0:25 - 1:05 1:20 - 1:40 0:40 - 1:20 0:20 - 0:40 0:25 - 1:107 0:20 - 0:357

100/0 0:30 - 0:50 1:10 - 1:40 0:25 - 1:10 0:08 - 0:25 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:50 0:30 - 0:40 0:10 - 0:30 0:03 - 0:10

100/0 0:30 - 0:50 0:20 - 0:30 0:07 - 0:20 0:02 - 0:07
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 10: TYPE II HOLDOVER TIMES FOR CLARIANT SAFEWING MP II FLIGHT PLUS
Fluid
Freezing Fog Snow,
By % Volume

100/0 2:40 - 4:00 0:50 - 1:50 1:25 - 2:00 0:45 - 1:00 0:15 - 2:00

-3 °C and above
75/25 2:35 - 4:00 1:00 - 1:45 1:35 - 2:00 0:50 - 1:15 0:15 - 1:15
(27 °F and above)
50/50 1:05 - 2:20 0:15 - 0:25 0:30 - 1:05 0:15 - 0:20
below -3 to -14 °C 100/0 0:40 - 2:20 0:35 - 1:15 0:35 - 1:257 0:35 - 0:557
(below 27 to 7 °F) 75/25 0:30 - 1:45 0:55 - 1:40 0:25 - 1:107 0:30 - 0:457

100/0 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 0:40 0:02 - 0:09

100/0 0:20 - 0:40 0:01 - 0:06
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 11: TYPE II HOLDOVER TIMES FOR CRYOTECH POLAR GUARD® II

Freezing Fog
or Other6
Ice Crystals

100/0 2:50 - 4:00 3:00 - 3:00 1:55 - 3:00 1:05 - 1:55 1:35 - 2:00 1:15 - 1:30 0:15 - 2:00

-3 °C and above
75/25 2:30 - 4:00 3:00 - 3:00 1:25 - 3:00 0:40 - 1:25 1:40 - 2:00 0:40 - 1:10 0:09 - 1:40
(27 °F and above)
50/50 0:50 - 1:25 1:10 - 1:35 0:25 - 1:10 0:10 - 0:25 0:20 - 0:45 0:09 - 0:20
below -3 to -14 °C 100/0 0:55 - 2:30 2:00 - 2:20 1:10 - 2:00 0:40 - 1:10 0:35 - 1:357 0:35 - 0:457
(below 27 to 7 °F) 75/25 0:40 - 1:30 2:00 - 2:30 0:55 - 2:00 0:25 - 0:55 0:25 - 1:057 0:35 - 0:457

100/0 0:25 - 0:50 1:35 - 2:15 0:35 - 1:35 0:10 - 0:35 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:50 0:40 - 0:55 0:15 - 0:40 0:04 - 0:15
below -25 to -30.5 °C

100/0 0:25 - 0:50 0:25 - 0:35 0:08 - 0:25 0:02 - 0:08
(below -13 to -22.9 °F)
NOTES
CAUTIONS

TABLE 12: TYPE II HOLDOVER TIMES FOR KILFROST ABC-ICE CLEAR II

Freezing Fog
or Other6
Ice Crystals

100/0 1:00 - 1:45 1:45 - 2:10 0:50 - 1:45 0:25 - 0:50 0:40 - 1:05 0:25 - 0:35 0:07 - 0:45

-3 °C and above
75/25 0:50 - 1:10 1:20 - 1:45 0:40 - 1:20 0:20 - 0:40 0:30 - 0:45 0:20 - 0:30 0:05 - 0:35
(27 °F and above)
50/50 0:15 - 0:30 0:20 - 0:25 0:15 - 0:20 0:08 - 0:15 0:10 - 0:20 0:07 - 0:10
below -3 to -14 °C 100/0 0:40 - 1:35 1:15 - 1:35 0:35 - 1:15 0:20 - 0:35 0:25 - 1:007 0:15 - 0:307
(below 27 to 7 °F) 75/25 0:40 - 1:20 0:55 - 1:10 0:25 - 0:55 0:15 - 0:25 0:25 - 0:457 0:15 - 0:207

100/0 0:20 - 0:40 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 0:40 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -29.5 °C

100/0 0:20 - 0:40 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -21.1 °F)
NOTES
CAUTIONS

TABLE 13: TYPE II HOLDOVER TIMES FOR KILFROST ABC-K PLUS

Fluid
Freezing Fog Snow,
By % Volume

100/0 2:15 - 3:45 1:00 - 1:40 1:50 - 2:00 1:00 - 1:25 0:20 - 2:00

-3 °C and above
75/25 1:40 - 2:30 0:35 - 1:10 1:25 - 2:00 0:50 - 1:10 0:15 - 2:00
(27 °F and above)
50/50 0:35 - 1:05 0:07 - 0:15 0:20 - 0:30 0:10 - 0:15
below -3 to -14 °C 100/0 0:30 - 1:05 0:50 - 1:25 0:25 - 1:007 0:15 - 0:357
(below 27 to 7 °F) 75/25 0:25 - 1:25 0:35 - 1:05 0:20 - 0:557 0:09 - 0:307

100/0 0:30 - 0:55 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:55 0:02 - 0:09

100/0 0:30 - 0:55 0:01 - 0:06
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 14: TYPE II HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY-2

Fluid
Freezing Fog Snow,
By % Volume

100/0 1:15 - 2:25 0:30 - 0:55 0:35 - 1:05 0:25 - 0:35 0:08 - 0:45

-3 °C and above
75/25 0:50 - 1:30 0:20 - 0:40 0:25 - 0:45 0:15 - 0:25 0:05 - 0:25
(27 °F and above)
50/50 0:25 - 0:35 0:15 - 0:25 0:10 - 0:20 0:07 - 0:10
below -3 to -14 °C 100/0 0:45 - 1:30 0:15 - 0:30 0:20 - 0:457 0:15 - 0:207
(below 27 to 7 °F) 75/25 0:30 - 1:05 0:10 - 0:20 0:15 - 0:307 0:08 - 0:157

100/0 0:25 - 0:35 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:35 0:02 - 0:09

100/0 0:25 - 0:35 0:01 - 0:06
(below -13 to -18.4 °F)
NOTES
CAUTIONS

TABLE 15: TYPE II HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY-2 BIO+
Freezing Fog
or Other6
Ice Crystals

100/0 1:25 - 2:30 2:20 - 2:55 1:05 - 2:20 0:30 - 1:05 0:50 - 1:20 0:25 - 0:45 0:08 - 1:15

-3 °C and above
75/25 0:45 - 1:20 1:20 - 1:40 0:40 - 1:20 0:20 - 0:40 0:25 - 0:50 0:15 - 0:25 0:06 - 0:35
(27 °F and above)
50/50 0:15 - 0:30 0:25 - 0:30 0:15 - 0:25 0:08 - 0:15 0:10 - 0:20 0:08 - 0:10
below -3 to -14 °C 100/0 0:40 - 1:30 1:00 - 1:15 0:30 - 1:00 0:15 - 0:30 0:35 - 1:057 0:15 - 0:307
(below 27 to 7 °F) 75/25 0:30 - 1:05 0:35 - 0:45 0:20 - 0:35 0:08 - 0:20 0:20 - 0:357 0:15 - 0:207

100/0 0:20 - 1:00 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 1:00 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -28.5 °C

100/0 0:20 - 1:00 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -19.3 °F)
NOTES
CAUTIONS

TABLE 16: TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON LOW SPEED AIRCRAFT1

Freezing Fog
or Other7

Ice Crystals
100/0 0:45 - 1:55 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40 0:25 - 0:50 0:14 - 0:25 0:05 - 0:40
-3 °C and above
75/25 N/A N/A N/A N/A N/A N/A N/A
(27 °F and above)
50/50 N/A N/A N/A N/A N/A N/A
below -3 to -10 °C 100/0 0:50 - 1:40 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40 0:25 - 0:45 0:15 - 0:25
CAUTION:
(below 27 to 14 °F) 75/25 N/A N/A N/A N/A N/A N/A No holdover time
guidelines exist
100/0 0:40 - 1:45 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40
(below 14 to 3.2 °F)
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 low speed aerodynamic test criterion. Fluid must be applied unheated to
use these holdover times. No holdover times exist for this fluid when applied heated.
2 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type III fluid cannot be used.
CAUTIONS

TABLE 17: TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON HIGH SPEED AIRCRAFT1

Freezing Fog
or Other7

Ice Crystals

100/0 0:45 - 1:55 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40 0:25 - 0:50 0:14 - 0:25 0:05 - 0:40
-3 °C and above
(27 °F and above)
below -3 to -10 °C 100/0 0:50 - 1:40 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40 0:25 - 0:45 0:15 - 0:25
(below 27 to 14 °F) 75/25 N/A N/A N/A N/A N/A N/A CAUTION:
No holdover time
100/0 0:40 - 1:45 1:20 - 1:45 0:40 - 1:20 0:18 - 0:40

100/0 0:25 - 1:00 0:45 - 1:00 0:20 - 0:45 0:10 - 0:20
(below -13 to -31 °F)
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 high speed aerodynamic test criterion. Fluid must be applied unheated to use
these holdover times. No holdover times exist for this fluid when applied heated.
7 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail (Table 38 provides allowance times for ice pellets and small hail).
CAUTIONS

TABLE 18: TYPE III HOLDOVER TIMES FOR CLARIANT SAFEWING MP III 2031 ECO
APPLIED HEATED ON LOW SPEED AIRCRAFT1

Freezing Fog
or Other7

Ice Crystals

100/0 0:25 - 0:50 0:40 - 0:55 0:20 - 0:40 0:10 - 0:20 0:17 - 0:30 0:10 - 0:14 0:05 - 0:30
-3 °C and above
75/25 0:19 - 0:40 0:35 - 0:45 0:16 - 0:35 0:07 - 0:16 0:13 - 0:20 0:08 - 0:09 0:03 - 0:18
(27 °F and above)
50/50 0:13 - 0:18 0:25 - 0:30 0:13 - 0:25 0:07 - 0:13 0:13 - 0:14 0:07 - 0:07
below -3 to -10 °C 100/0 0:35 - 1:15 0:40 - 0:50 0:20 - 0:40 0:10 - 0:20 0:14 - 0:30 0:09 - 0:13
CAUTION:
(below 27 to 14 °F) 75/25 0:19 - 0:458 0:25 - 0:358 0:12 - 0:258 0:05 - 0:128 0:09 - 0:168 0:06 - 0:088 No holdover time
guidelines exist
below -10 to -16.5 °C
100/0 0:25 - 0:45 0:40 - 0:45 0:19 - 0:40 0:09 - 0:19
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 low speed aerodynamic test criterion. Fluid must be applied heated to use these
holdover times. No holdover times exist for this fluid applied unheated.
8 No holdover time guidelines exist for 75/25 fluid below -9 °C (15.8 °F).
CAUTIONS

TABLE 19: TYPE III HOLDOVER TIMES FOR CLARIANT SAFEWING MP III 2031 ECO
APPLIED HEATED ON HIGH SPEED AIRCRAFT1

Freezing Fog
or Other7

Ice Crystals

100/0 0:25 - 0:50 0:40 - 0:55 0:20 - 0:40 0:10 - 0:20 0:17 - 0:30 0:10 - 0:14 0:05 - 0:30
-3 °C and above
75/25 0:19 - 0:40 0:35 - 0:45 0:16 - 0:35 0:07 - 0:16 0:13 - 0:20 0:08 - 0:09 0:03 - 0:18
(27 °F and above)
50/50 0:13 - 0:18 0:25 - 0:30 0:13 - 0:25 0:07 - 0:13 0:13 - 0:14 0:07 - 0:07
below -3 to -10 °C 100/0 0:35 - 1:15 0:40 - 0:50 0:20 - 0:40 0:10 - 0:20 0:14 - 0:30 0:09 - 0:13
No holdover time
100/0 0:25 - 0:45 0:40 - 0:45 0:19 - 0:40 0:09 - 0:19

100/0 0:25 - 0:45 0:40 - 0:45 0:19 - 0:40 0:09 - 0:19
(below -13 to -20.2 °F)
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 high speed aerodynamic test criterion. Fluid must be applied heated to use these
CAUTIONS

TABLE 20: GENERIC HOLDOVER TIMES FOR SAE TYPE IV FLUIDS

Freezing Fog
or Other6
Ice Crystals

100/0 1:15 - 2:40 2:20 - 2:45 1:10 - 2:20 0:35 - 1:10 0:40 - 1:30 0:25 - 0:40 0:08 - 1:10

-3 °C and above
75/25 1:25 - 2:40 2:05 - 2:25 1:15 - 2:05 0:40 - 1:15 0:50 - 1:20 0:30 - 0:45 0:09 - 1:15
(27 °F and above)
50/50 0:25 - 0:50 0:40 - 0:45 0:25 - 0:40 0:10 - 0:25 0:15 - 0:30 0:09 - 0:15
below -3 to -14 °C 100/0 0:20 - 1:35 1:20 - 1:40 0:45 - 1:20 0:25 - 0:45 0:25 - 1:207 0:20 - 0:257
(below 27 to 7 °F) 75/25 0:30 - 1:10 1:40 - 2:00 0:45 - 1:40 0:20 - 0:45 0:15 - 1:057 0:15 - 0:257

100/0 0:20 - 0:40 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 0:408 0:20 - 0:258 0:09 - 0:208 0:02 - 0:098

100/0 0:20 - 0:408 0:20 - 0:258 0:06 - 0:208 0:01 - 0:068
NOTES
1 Ensure that the lowest operational use temperature (LOUT) is respected. Consider use of Type I fluid when Type IV fluid cannot be used.
8 If the LOUT is unknown, no holdover time guidelines exist below -22.5 °C (-8.5 °F).
CAUTIONS

TABLE 21: TYPE IV HOLDOVER TIMES FOR ABAX ECOWING AD-49

Freezing Fog
or Other6
Ice Crystals

100/0 3:20 - 4:00 3:00 - 3:00 1:55 - 3:00 1:00 - 1:55 1:25 - 2:00 1:00 - 1:25 0:10 - 1:55

-3 °C and above
75/25 2:25 - 4:00 3:00 - 3:00 1:35 - 3:00 0:45 - 1:35 1:55 - 2:00 0:50 - 1:30 0:10 - 1:40
(27 °F and above)
50/50 0:25 - 0:50 0:40 - 0:45 0:25 - 0:40 0:15 - 0:25 0:15 - 0:30 0:10 - 0:15
below -3 to -14 °C 100/0 0:20 - 1:35 2:25 - 3:00 1:15 - 2:25 0:40 - 1:15 0:25 - 1:257 0:20 - 0:257
(below 27 to 7 °F) 75/25 0:30 - 1:10 2:20 - 2:55 1:05 - 2:20 0:30 - 1:05 0:15 - 1:057 0:15 - 0:257

100/0 0:25 - 0:40 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:40 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:25 - 0:40 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -14.8 °F)
NOTES
CAUTIONS

TABLE 22: TYPE IV HOLDOVER TIMES FOR CHEMCO CHEMR EG IV

Freezing Fog
or Other6
Ice Crystals

100/0 2:05 - 3:35 3:00 - 3:00 1:15 - 3:00 0:35 - 1:15 0:45 - 1:40 0:25 - 0:40 0:09 - 1:45

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:25 - 3:40 3:00 - 3:00 1:15 - 3:00 0:35 - 1:15 1:00 - 1:357 0:35 - 0:507
(below 27 to 7 °F) 75/25 N/A N/A N/A N/A N/A N/A

100/0 0:40 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:40 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30

100/0 0:40 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30
(below -13 to -16.6 °F)
NOTES
CAUTIONS

TABLE 23: TYPE IV HOLDOVER TIMES FOR CLARIANT MAX FLIGHT 04

Freezing Fog
or Other6
Ice Crystals

100/0 2:40 - 4:00 3:00 - 3:00 2:45 – 3:00 1:25 - 2:45 2:00 - 2:00 1:10 - 1:30 0:20 - 2:00

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:50 - 2:30 2:20 - 2:50 1:10 - 2:20 0:35 - 1:10 0:25 - 1:307 0:20 - 0:407
No holdover time
100/0 0:20 - 0:45 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20
(below 7 to 0 °F)
below -18 to -23.5 °C

100/0 0:20 - 0:45 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
(below 0 to -10.3 °F)
NOTES
CAUTIONS

TABLE 24: TYPE IV HOLDOVER TIMES FOR CLARIANT MAX FLIGHT AVIA

Freezing Fog
or Other6
Ice Crystals

100/0 3:05 - 4:00 3:00 - 3:00 1:45 - 3:00 1:00 - 1:45 1:25 - 2:00 0:55 - 1:10 0:09 - 2:00

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:45 - 3:55 2:10 - 2:35 1:15 - 2:10 0:40 - 1:15 1:10 - 2:007 0:55 - 1:307

100/0 0:35 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:35 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30
below -25 to -28.5 °C

100/0 0:35 - 1:25 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30
(below -13 to -19.3 °F)
NOTES
CAUTIONS

TABLE 25: TYPE IV HOLDOVER TIMES FOR CLARIANT MAX FLIGHT SNEG
Freezing Fog
or Other6
Ice Crystals

100/0 2:25 - 4:00 3:00 - 3:00 1:40 - 3:00 0:55 - 1:40 2:00 - 2:00 0:50 - 1:40 0:20 - 1:30

-3 °C and above
75/25 4:00 - 4:00 2:25 - 2:50 1:30 - 2:25 0:55 - 1:30 1:30 - 2:00 1:05 - 1:20 0:15 - 1:45
(27 °F and above)
50/50 1:30 - 3:30 1:45 - 2:20 0:45 - 1:45 0:20 - 0:45 0:35 - 1:10 0:15 - 0:30
below -3 to -14 °C 100/0 0:45 - 2:20 2:05 - 2:30 1:10 - 2:05 0:40 - 1:10 0:30 - 1:257 0:25 - 0:407
(below 27 to 7 °F) 75/25 0:30 - 1:25 1:40 - 2:00 1:00 - 1:40 0:40 - 1:00 0:20 - 1:057 0:20 - 0:407

100/0 0:20 - 0:50 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:20 - 0:50 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:20 - 0:50 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 26: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING EG IV NORTH

Freezing Fog
or Other6
Ice Crystals

100/0 2:20 - 3:55 3:00 - 3:00 1:40 - 3:00 0:50 - 1:40 1:30 - 2:00 0:50 - 0:55 0:08 - 2:00

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:45 - 4:00 2:45 - 3:00 1:30 - 2:45 0:50 - 1:30 1:05 - 1:507 0:55 - 1:257

100/0 0:40 - 1:20 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:40 - 1:20 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30

100/0 0:40 - 1:20 0:40 - 0:50 0:30 - 0:40 0:15 - 0:30
(below -13 to -22 °F)
NOTES
CAUTIONS

TABLE 27: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING MP IV LAUNCH

Freezing Fog
or Other6
Ice Crystals

100/0 4:00 - 4:00 2:50 - 3:00 1:45 - 2:50 1:05 - 1:45 1:30 - 2:00 1:00 - 1:40 0:15 - 1:40

-3 °C and above
75/25 3:40 - 4:00 3:00 - 3:00 1:45 - 3:00 1:00 - 1:45 1:40 - 2:00 0:45 - 1:15 0:10 - 1:45
(27 °F and above)
50/50 1:25 - 2:45 1:25 - 1:40 0:45 - 1:25 0:25 - 0:45 0:30 - 0:50 0:20 - 0:25
below -3 to -14 °C 100/0 1:00 - 1:55 2:10 - 2:30 1:20 - 2:10 0:50 - 1:20 0:35 - 1:407 0:25 - 0:457
(below 27 to 7 °F) 75/25 0:40 - 1:20 2:25 - 2:55 1:25 - 2:25 0:45 - 1:25 0:25 - 1:107 0:25 - 0:457

100/0 0:30 - 0:50 1:15 - 1:45 0:20 - 1:15 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:50 0:30 - 0:45 0:09 - 0:30 0:02 - 0:09
below -25 to -28.5 °C

100/0 0:30 - 0:50 0:20 - 0:30 0:06 - 0:20 0:01 - 0:06
(below -13 to -19.3 °F)
NOTES
CAUTIONS

TABLE 28: TYPE IV HOLDOVER TIMES FOR CLARIANT SAFEWING MP IV LAUNCH PLUS

Freezing Fog
or Other6
Ice Crystals

100/0 3:55 - 4:00 3:00 - 3:00 2:05 - 3:00 0:55 - 2:05 2:00 - 2:00 1:00 - 2:00 0:20 - 2:00

-3 °C and above
75/25 3:55 - 4:00 3:00 - 3:00 1:55 - 3:00 0:50 - 1:55 2:00 - 2:00 1:20 - 1:25 0:20 - 1:50
(27 °F and above)
50/50 1:15 - 1:50 1:35 - 2:00 0:45 - 1:35 0:20 - 0:45 0:25 - 1:00 0:15 - 0:20
below -3 to -14 °C 100/0 0:55 - 2:15 3:00 - 3:00 1:25 - 3:00 0:40 - 1:25 0:25 - 1:357 0:25 - 0:407
(below 27 to 7 °F) 75/25 0:40 - 2:00 2:55 - 3:00 1:15 - 2:55 0:30 - 1:15 0:20 - 1:057 0:20 - 0:307

100/0 0:25 - 0:50 1:15 - 1:50 0:25 - 1:15 0:07 - 0:25 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:50 0:30 - 0:45 0:09 - 0:30 0:03 - 0:09

100/0 0:25 - 0:50 0:20 - 0:30 0:06 - 0:20 0:02 - 0:06
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 29: TYPE IV HOLDOVER TIMES FOR CRYOTECH POLAR GUARD® ADVANCE

Freezing Fog
or Other6
Ice Crystals

100/0 2:50 - 4:00 3:00 - 3:00 1:55 - 3:00 1:05 - 1:55 1:35 - 2:00 1:15 - 1:30 0:15 - 2:00

-3 °C and above
75/25 2:30 - 4:00 3:00 - 3:00 1:25 - 3:00 0:40 - 1:25 1:40 - 2:00 0:40 - 1:10 0:09 - 1:40
(27 °F and above)
50/50 0:50 - 1:25 1:10 - 1:35 0:25 - 1:10 0:10 - 0:25 0:20 - 0:45 0:09 - 0:20
below -3 to -14 °C 100/0 0:55 - 2:30 2:00 - 2:20 1:10 - 2:00 0:40 - 1:10 0:35 - 1:357 0:35 - 0:457
(below 27 to 7 °F) 75/25 0:40 - 1:30 2:00 - 2:30 0:55 - 2:00 0:25 - 0:55 0:25 - 1:057 0:35 - 0:457

100/0 0:25 - 0:50 1:35 - 2:15 0:35 - 1:35 0:10 - 0:35 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:50 0:40 - 0:55 0:15 - 0:40 0:04 - 0:15
below -25 to -30.5 °C

100/0 0:25 - 0:50 0:25 - 0:35 0:08 - 0:25 0:02 - 0:08
(below -13 to -22.9 °F)
NOTES
CAUTIONS

TABLE 30: TYPE IV HOLDOVER TIMES FOR DOW CHEMICAL UCAR™ ENDURANCE EG106

Freezing Fog
or Other6
Ice Crystals

100/0 2:05 - 3:10 2:45 - 3:00 1:20 - 2:45 0:40 - 1:20 1:10 - 2:00 0:50 - 1:15 0:20 - 2:00

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:50 - 3:20 2:10 - 2:45 1:05 - 2:10 0:30 - 1:05 0:55 - 1:507 0:45 - 1:107

100/0 0:30 - 1:05 1:45 - 2:15 0:50 - 1:45 0:25 - 0:50 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 1:05 1:30 - 1:55 0:40 - 1:30 0:20 - 0:40

100/0 0:30 - 1:05 1:20 - 1:45 0:40 - 1:20 0:20 - 0:40
(below -13 to -20.2 °F)
NOTES
CAUTIONS

TABLE 31: TYPE IV HOLDOVER TIMES FOR DOW CHEMICAL UCAR™ FLIGHTGUARD AD-49

Freezing Fog
or Other6
Ice Crystals

100/0 3:20 - 4:00 3:00 - 3:00 1:55 - 3:00 1:00 - 1:55 1:25 - 2:00 1:00 - 1:25 0:10 - 1:55

-3 °C and above
75/25 2:25 - 4:00 3:00 - 3:00 1:35 - 3:00 0:45 - 1:35 1:55 - 2:00 0:50 - 1:30 0:10 - 1:40
(27 °F and above)
50/50 0:25 - 0:50 0:40 - 0:45 0:25 - 0:40 0:15 - 0:25 0:15 - 0:30 0:10 - 0:15
below -3 to -14 °C 100/0 0:20 - 1:35 2:25 - 3:00 1:15 - 2:25 0:40 - 1:15 0:25 - 1:257 0:20 - 0:257
(below 27 to 7 °F) 75/25 0:30 - 1:10 2:20 - 2:55 1:05 - 2:20 0:30 - 1:05 0:15 - 1:057 0:15 - 0:257

100/0 0:25 - 0:40 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:25 - 0:40 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:25 - 0:40 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -14.8 °F)
NOTES
CAUTIONS

TABLE 32: TYPE IV HOLDOVER TIMES FOR INLAND TECHNOLOGIES ECO-SHIELD®

Freezing Fog
or Other6
Ice Crystals

100/0 1:15 - 2:40 2:25 - 2:50 1:20 - 2:25 0:45 - 1:20 0:40 - 1:30 0:35 - 0:40 0:15 - 1:35

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:10 - 2:35 1:55 - 2:15 1:05 - 1:55 0:35 - 1:05 0:50 - 1:257 0:30 - 0:407

100/0 0:30 - 1:00 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 1:00 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -25.5 °C

100/0 0:30 - 1:00 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -13.9 °F)
NOTES
CAUTIONS

TABLE 33: TYPE IV HOLDOVER TIMES FOR KILFROST ABC-S PLUS

Freezing Fog
or Other6
Ice Crystals

100/0 2:10 - 4:00 3:00 - 3:00 2:05 - 3:00 1:15 - 2:05 1:50 - 2:00 1:05 - 2:00 0:25 - 2:00

-3 °C and above
75/25 1:25 - 2:40 2:05 - 2:25 1:15 - 2:05 0:45 - 1:15 1:00 - 1:20 0:30 - 0:50 0:10 - 1:20
(27 °F and above)
50/50 0:30 - 0:55 1:00 - 1:10 0:30 - 1:00 0:15 - 0:30 0:15 - 0:40 0:15 - 0:20
below -3 to -14 °C 100/0 0:55 - 3:30 2:55 - 3:00 1:45 - 2:55 1:00 - 1:45 0:25 - 1:357 0:20 - 0:307
(below 27 to 7 °F) 75/25 0:45 - 1:50 1:45 - 2:00 1:00 - 1:45 0:35 - 1:00 0:20 - 1:107 0:15 - 0:257

100/0 0:40 - 1:00 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:40 - 1:00 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09

100/0 0:40 - 1:00 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -18.4 °F)
NOTES
CAUTIONS

TABLE 34: TYPE IV HOLDOVER TIMES FOR LNT SOLUTIONS E450

Freezing Fog
or Other6
Ice Crystals

100/0 1:50 - 2:55 2:25 - 2:45 1:35 - 2:25 1:00 - 1:35 1:35 - 2:00 0:55 - 1:20 0:25 - 2:00

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:30 - 3:55 1:50 - 2:05 1:10 - 1:50 0:45 - 1:10 1:45 - 2:007 1:05 - 1:407
No holdover time
100/0 0:35 - 1:05 3:00 - 3:00 1:05 - 3:00 0:20 - 1:05
(below 7 to 0 °F)
below -18 to -22.5 °C

100/0 0:35 - 1:05 2:00 - 2:50 0:40 - 2:00 0:15 - 0:40
(below 0 to -8.5 °F)
NOTES
CAUTIONS

TABLE 35: TYPE IV HOLDOVER TIMES FOR NEWAVE AEROCHEMICAL FCY 9311

Freezing Fog
or Other6
Ice Crystals

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

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:35 - 2:05 1:35 - 2:00 0:50 - 1:35 0:25 - 0:50 0:35 - 1:207 0:20 - 0:357

100/0 0:30 - 0:55 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:55 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -29.5 °C

100/0 0:30 - 0:55 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -21.1 °F)
NOTES
CAUTIONS

TABLE 36: TYPE IV HOLDOVER TIMES FOR OKSAYD DEFROST ECO 4

Freezing Fog
or Other6
Ice Crystals

100/0 1:30 - 2:40 2:30 - 3:00 1:15 - 2:30 0:35 - 1:15 1:05 - 1:30 0:40 - 1:05 0:15 - 1:10

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:55 - 2:35 2:05 - 2:35 1:00 - 2:05 0:30 - 1:00 0:50 - 1:207 0:35 - 0:507

100/0 0:30 - 0:50 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:50 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -25.5 °C

100/0 0:30 - 0:50 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -13.9 °F)
NOTES
CAUTIONS

TABLE 37: TYPE IV HOLDOVER TIMES FOR SHAANXI CLEANWAY AVIATION CLEANSURFACE IV

Freezing Fog
or Other6
Ice Crystals

100/0 2:50 - 4:00 3:00 - 3:00 1:55 - 3:00 1:00 - 1:55 2:00 - 2:00 1:25 - 1:30 0:15 - 2:00

-3 °C and above
75/25 2:35 - 4:00 3:00 - 3:00 1:35 - 3:00 0:45 - 1:35 0:50 - 2:00 0:35 - 0:45 0:09 - 1:15
(27 °F and above)
50/50 1:05 - 2:25 1:40 - 2:20 0:40 - 1:40 0:15 - 0:40 0:25 - 0:50 0:15 - 0:20
below -3 to -14 °C 100/0 1:00 - 3:05 1:20 - 1:40 0:45 - 1:20 0:25 - 0:45 0:35 - 1:457 0:20 - 0:357
(below 27 to 7 °F) 75/25 0:50 - 1:55 1:40 - 2:10 0:45 - 1:40 0:20 - 0:45 0:30 - 1:207 0:25 - 0:407

100/0 0:30 - 0:50 0:40 - 0:50 0:20 - 0:40 0:06 - 0:20 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:50 0:20 - 0:25 0:09 - 0:20 0:02 - 0:09
below -25 to -28.5 °C

100/0 0:30 - 0:50 0:20 - 0:25 0:06 - 0:20 0:01 - 0:06
(below -13 to -19.3 °F)
NOTES
CAUTIONS


ALLOWANCE TIMES TABLES FOR WINTER 2017-2018

TABLE 38: ALLOWANCE TIMES FOR SAE TYPE III FLUIDS1
Outside Air Temperature

Precipitation Type
-5 °C and above Below -5 to -10 °C Below -10 °C2
Light Ice Pellets 10 minutes 10 minutes
Light Ice Pellets Mixed with Snow 10 minutes 10 minutes

Light Ice Pellets Mixed with Freezing Drizzle 7 minutes 5 minutes Caution:
No allowance
Light Ice Pellets Mixed with Freezing Rain 7 minutes 5 minutes times currently
exist
Light Ice Pellets Mixed with Rain 7 minutes3
Moderate Ice Pellets (or Small Hail)4 5 minutes 5 minutes
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied unheated on aircraft with rotation
speeds of 100 knots or greater.
3 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice
pellets mixed with freezing rain.
4 If no intensity is reported with small hail, use the “moderate ice pellets or small hail” allowance times. If an
intensity is
reported with small hail, the ice pellet condition with the equivalent intensity can be used, e.g. if light
small hail is reported, the “light ice pellets” allowance times can be used. This also applies in mixed
conditions, e.g. if light small hail mixed with snow is reported, use the “light ice pellets mixed with
snow” allowance times.
CAUTIONS
• Allowance time cannot be extended by an inspection of the aircraft critical surfaces.
• Takeoff is allowed up to 90 minutes after start of fluid application if the precipitation stops at or before the
allowance time expires and does not restart. The OAT must not decrease during the 90 minutes to use this
guidance in conditions of light ice pellets mixed with either: freezing drizzle, freezing rain, or rain.

TABLE 39: ALLOWANCE TIMES FOR SAE TYPE IV FLUIDS1

Precipitation Type
-5 °C and Below -5 Below -10 Below -16
above to -10 °C to -16 °C to -22 °C2
Light Ice Pellets 50 minutes 30 minutes 30 minutes3 30 minutes3
Light Ice Pellets Mixed with Snow 40 minutes 15 minutes 15 minutes3

Light Ice Pellets Mixed with Freezing Drizzle 25 minutes 10 minutes
Caution:
Light Ice Pellets Mixed with Freezing Rain 25 minutes 10 minutes No allowance times currently
exist
Moderate Ice Pellets (or Small Hail)5 25 minutes6 10 minutes 10 minutes3 10 minutes7
Moderate Ice Pellets (or Small Hail)5 Mixed with

10 minutes 7 minutes Caution:
Freezing Drizzle
No allowance times currently
Moderate Ice Pellets (or Small Hail)5 Mixed with exist
10 minutes8
Rain
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied on aircraft with rotation speeds of
100 knots or greater. All Type IV fluids are propylene glycol based with the exception of CHEMCO ChemR
EG IV, Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106 and LNT Solutions E450,
which are ethylene glycol based.
3 No allowance times exist for propylene glycol (PG) fluids when used on aircraft with rotation speeds less
than 115 knots. (For these aircraft, if the fluid type is not known, assume zero allowance time.)
4 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice pellets
mixed with freezing rain.
intensity is reported with small hail, the ice pellet condition with the equivalent intensity can be used, e.g.
if light small hail is
reported, the “light ice pellets” allowance times can be used. This also applies in mixed conditions, e.g.
if light small hail mixed with snow is reported, use the “light ice pellets mixed with snow” allowance
times.
6 Allowance time is 15 minutes for propylene glycol (PG) fluids or when the fluid type is unknown.
7 No allowance times exist for propylene glycol (PG) fluids in this condition for temperatures below -16 °C.
8 No allowance times exist in this condition for temperatures below 0 °C.
CAUTIONS
guidance in conditions of light ice pellets mixed with either: freezing drizzle, freezing rain or rain.


SUPPLEMENTAL GUIDANCE FOR WINTER 2017-2018

TABLE 40: SNOWFALL INTENSITIES AS A FUNCTION OF PREVAILING VISIBILITY

During snow conditions alone, the use of Table 40 in determining snowfall intensities does not require pilot company coordination or company reporting
procedures since this table is more conservative than the visibility table used by official weather observers in determining snowfall intensities.
Because the FAA Snowfall Intensities Table, like the FMH-1 Table, uses visibility to determine snowfall intensities, if the visibility is being reduced by snow
along with other forms of obscuration such as fog, haze, smoke, etc., the FAA Snowfall Intensities Table does not need to be used to estimate the snowfall
intensity for HOT determination during the presence of these obscurations. Use of the FAA Snowfall Intensities as a Function of Prevailing Visibility
Table under these conditions may needlessly overestimate the actual snowfall intensity. Therefore, the snowfall intensity being reported by the weather
observer or automated surface observing system (ASOS), from the FMH-1 Table, may be used.

TABLE 41:
TYPE I FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE
(see cautions and notes on page 59)
LOWEST OPERATIONAL USE T EMPERATURE3

T YP 2
COMPANY N AME FLUID N AME E LOW SPEED HIGH SPEED
GLYCOL1 (YXPIRY
E -M-D) DILUTION4,5 AERODYNAMIC TEST6 AERODYNAMIC TEST6
OF (FLUID/WATER)
°C °F °C °F

ABAX Industries DE-950 PG 18-05-01 71/29 -26 -14.8 -31 -23.8

ADDCON EUROPE GmbH IceFree I.80 PG 21-03-14 70/30 -26 -14.8 -32 -25.6
ALAB Industries WDF 1 EG 18-04-25 70/30 -40 -40 -45 -49
AllClear Systems LLC Lift-Off E-188 EG 18-07-15 70/30 -40 -40 -41.5 -42.7
AllClear Systems LLC Lift-Off P-88 PG 18-06-11 70/30 -24.5 -12.1 -29.5 -21.1
Arcton Ltd. Arctica DG ready-to-use DEG 18-06-02 as supplied -26 -14.8 -26 -14.8
Arcton Ltd. Arctica DG 91 Concentrate DEG 17-07-169 75/25 -2514 -1314 -25 -13
AVIAFLUID International Ltd. AVIAFLO EG EG 16-11-2813 70/30 -40.5 -40.9 -44 -47.2
Aviation Shaanxi Hi-Tech Physical
Cleanwing I PG 19-09-30 75/25 Not tested10 Not tested10 -39.5 -39.1
Chemical Co. Ltd.
Aviation Xi’an High-Tech Physical
KHF-1 PG 19-05-22 75/25 10 10
-38.5 -37.3
Chemical Co. Ltd.
Beijing Wangye Aviation Chemical
KLA-1 EG 19-09-08 60/40 Not tested10 Not tested10 -30.5 -22.9
Product Co Ltd.
Beijing Wangye Aviation Chemical
KLA-1A EG 18-09-23 60/40 10 10
-32 -25.6
Product Co Ltd.
Beijing Yadilite Aviation Advanced
YD-101 Type I PG 21-03-07 60/40 10 10
-30 -22
Materials Corporation
Beijing Yadilite Aviation Advanced
YD-101A Type I EG 21-03-07 70/30 10 10
-38 -36.4
Materials Corporation
Boryszew S.A. Borygo Plane I PG 17-12-04 75/25 -25 -13 -30 -22
CHEMCO Inc. CHEMR EG I EG 20-04-01 70/30 -37 -34.6 -43 -45.4
CHEMCO Inc. CHEMR REG I EG 16-07-089 75/25 -36 -32.8 -40.5 -40.9
Clariant Produkte (Deutschland) GmbH Octaflo EF Concentrate PG 18-03-20 65/35 -25 -13 -33 -27.4
Not tested Not tested
Clariant Produkte (Deutschland) GmbH Octaflo EF-80 PG 13-12-219 70/30 -25 -13 -33 -27.4
Clariant Produkte (Deutschland) GmbH Octaflo EG Concentrate EG 17-07-239 70/30 -40.5 -40.9 -44 -47.2
Clariant Produkte (Deutschland) GmbH Octaflo LYOD EG 20-03-16 70/30 -40 -40 -45.5 -49.9
Clariant Produkte (Deutschland) GmbH Safewing EG I 1996 (88) EG 19-10-15 70/30 -39.5 -39.1 -41.5 -42.7
Clariant Produkte (Deutschland) GmbH Safewing MP I 1938 ECO PG 20-05-11 65/35 -25.5 -13.9 -32 -25.6

TABLE 41 (CONT’D):

T YPE
2
COMPANY N AME FLUID N AME OF 4,5 LOW SPEED HIGH SPEED
(YXPIRY
E -M-D)

DILUTION
GLYCOL1 (FLUID/WATER) AERODYNAMIC TEST6 AERODYNAMIC TEST6

°C °F °C °F
Clariant Produkte (Deutschland) GmbH Safewing MP I 1938 ECO (80) PG 20-05-20 71/29 -25 -13 -32.5 -26.5
Safewing MP I 1938 ECO (80)
Clariant Produkte (Deutschland) GmbH Premix 55% i.g. ready-to-use PG 21-02-24 as supplied Not tested10 Not tested10 -19 -2.2
Clariant Produkte (Deutschland) GmbH Safewing MP I ECO PLUS (80) PG 19-03-13 71/29 -25 -13 -33 -27.4
Clariant Produkte (Deutschland) GmbH Safewing MP I LFD 88 PG 19-04-06 65/35 -26 -14.8 -33 -27.4
Cryotech Deicing Technology Polar Plus® PG 20-01-13 63/37 -27 -16.6 -32 -25.6
Cryotech Deicing Technology Polar Plus® LT PG 20-01-26 63/37 -27 -16.6 -33 -27.4
Cryotech Deicing Technology Polar Plus® LT (80) PG 20-04-12 70/30 -27 -16.6 -33 -27.4
Cryotech Deicing Technology Polar Plus® (80) PG 17-09-12 70/30 -24.5 -12.1 -32.5 -26.5
Dow Chemical Company UCAR™ ADF Concentrate EG 19-05-11 75/25 -36 -32.8 -45 -49
Dow Chemical Company UCAR™ ADF XL5416 EG 19-05-11 as supplied -33 -27.4 -33 -27.4
Dow Chemical Company UCAR™ PG ADF Concentrate PG 19-05-11 65/35 -25 -13 -32 -25.6
Dow Chemical Company UCAR™ PG ADF Dilute 55/4517 PG 19-05-11 as supplied -24 -11.2 -25 -13
DR Energy Group LTD. Northern Guard I EG 17-06-1613 65/35 Not tested10 Not tested10 -39.5 -39.1
Heilongjiang Hangjie Aero-chemical
Technology Co. Ltd. HJF-1 EG 21-06-14 65/35 10 10 -42 -43.6
Heilongjiang Hangjie Aero-chemical
Technology Co. Ltd. HJF-1A EG 16-09-029 75/25 Not tested10 Not tested10 -40.5 -40.9
HOC Industries SafeTemp® ES Plus PG 20-04-12 65/35 -25.5 -13.9 -29 -20.2
DuraGly-E Type I ADF
Inland Technologies Concentrate EG 19-01-13 60/40 -33 -27.4 -33 -27.4
DuraGly-P Type I ADF
Inland Technologies Concentrate PG 9 60/40 -25 -13 -25 -13
Inland ADF Concentrate12
Inland Technologies (Multiple Location) EG Y-M-D12 75/25 -36 -32.8 -42.5 -44.5
Safetemp® ES Plus
Inland Technologies (Multiple Location) PG 18-08-29 65/35 -25.5 -13.9 -31 -23.8
Kilfrost Limited Kilfrost DF Plus PG 19-07-16 69/31 -25.5 -13.9 -32 -25.6
Kilfrost Limited Kilfrost DF Plus (80) PG 20-05-02 69/31 -26 -14.8 -31.5 -24.7
Kilfrost Limited Kilfrost DF Plus (88) PG 19-07-16 63/37 -25.5 -13.9 -32 -25.6

T YPE 2
COMPANY N AME FLUID N AME LOW SPEED HIGH SPEED

OF 4,5
GLYCOL1 (YXPIRY
E -M-D) DILUTION AERODYNAMIC TEST6 AERODYNAMIC TEST6
(FLUID/WATER)

°C °F °C °F
Kilfrost Limited Kilfrost DFSustain NCG 19-08-06 68/32 -34 -29.2 -41 -41.8
LNT Solutions LNT E188 EG 17-10-01 70/30 -30.5 -22.9 -41 -41.8
LNT Solutions LNT P180 PG 17-10-04 69/31 -26 -14.8 -32 -25.6
LNT Solutions LNT P188 PG 18-11-28 70/30 -24.5 -12.1 -31.5 -24.7
Newave Aerochemical Co. Ltd. FCY-1A EG 19-02-20 75/25 -40 -40 -40 -40
Newave Aerochemical Co. Ltd. FCY-1Bio+ EG 20-07-22 75/25 Not tested 10
Not tested 10
-40.5 -40.9
9 10 10
Oksayd Co. Ltd. DEFROST ECO 1 NG 16-07-09 70/30 Not tested Not tested -36 -32.8
Oksayd Co. Ltd. DEFROST EG 88.1 EG 19-04-24 70/30 -40.5 -40.9 -44.5 -48.1
Shaanxi Cleanway Aviation Chemical
Cleansurface I EG 17-09-12 75/25 -32.514 -26.514 -40.5 -40.9
Co., Ltd
Shaanxi Cleanway Aviation Chemical
Cleansurface I-BIO EG 18-07-11 75/25 10 10
-37 -34.6
Co., Ltd
Velvana a.s.11 AIRVEL OK 1 PG 17-01-289 70/30 -26 -14.8 -30 -22
Xinjiang Zhongtian Clearice-I Type I EG 19-05-24 60/40 Not tested 10
Not tested 10
-30 -22

TABLE 42:
TYPE II FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE


TYPE II FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE
LOWEST OPERATIONAL USE LOWEST ON-WING VISCOSITY7,8

3 (mPa.s)
TYPE

2
COMPANY N AME FLUID N AME OF
DILUTION T EMPERATURE
HIGH SPEED
(Y-M-D) (FLUID/WATER)
MANUFACTURE AS 9968
GLYCOL1 AERODYNAMIC TEST6
EXPIRY R METHOD METHOD
°C °F
100/0 -28.5 -19.3 7 210 (a) 7 210 (a)
Newave Aerochemical Co. Ltd. FCY-2 Bio+ PG 19-04-10 75/25 -14 7 21 400 (c) 21 400 (c)
50/50 -3 27 1 900 (a) 1 900 (a)

TABLE 43:
TYPE III FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE
LOWEST ON-WING VISCOSITY7,8

(mPa.s)
TYPE

2
DILUTION
COMPANY N AME FLUID N AME OF LOW SPEED HIGH SPEED
MANUFACTURE AS 9968
GLYCOL1 EXPIRY AERODYNAMIC TEST6 AERODYNAMIC TEST6
R METHOD METHOD
°C °F °C °F
100/0 -16 3.2 -35 -31 7 800 (j) Not Available15
AllClear Systems LLC AeroClear MAX EG 19-04-14 75/25 Dilution Not Applicable Dilution Not Applicable Dilution Not Applicable
50/50 Dilution Not Applicable Dilution Not Applicable Dilution Not Applicable
100/0 -16.5 2.3 -29 -20.2 120 (k) 120 (k)
Clariant Produkte Safewing MP III 9
PG 15-08-15 75/25 -9 15.8 -10 14 86 (k) 86 (k)
(Deutschland) GmbH 2031 ECO
50/50 -3 27 -3 27 16 (k) 16 (k)

TABLE 44:
TYPE IV FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE

3 (mPa.s)
TYPE 2
HIGH SPEED
MANUFACTURE AS 9968

°C °F

100/0 -26 -14.8 12 150 (g) 11 000 (a)
ABAX Industries ECOWING AD-49 PG 18-04-22 75/25 -14 7 30 700 (g) 32 350 (c)
50/50 -3 27 19 450 (g) 21 150 (c)
100/0 -27 -16.6 46 400 (i) 19 450 (c)
CHEMCO Inc. ChemR EG IV EG 19-03-17 75/25 Dilution Not Applicable Dilution Not Applicable
50/50 Dilution Not Applicable Dilution Not Applicable
100/0 -23.5 -10.3 5 540 (b) 5 540 (a)
Clariant Produkte (Deutschland) 9
Max Flight 04 PG 75/25 Dilution Not Applicable Dilution Not Applicable
GmbH
100/0 -28.5 -19.3 1 000 (k) 1 000 (k)
Clariant Produkte (Deutschland)
Max Flight AVIA EG 18-04-25 75/25 Dilution Not Applicable Dilution Not Applicable
GmbH
100/0 -29 -20.2 8 700 (m) 8 050 (a)
Max Flight SNEG PG 18-03-09 75/25 -14 7 20 200 (n) 21 800 (c)
GmbH
50/50 -3 27 13 600(n) 15 000 (c)
100/0 -30 -22 830 (k) 830 (k)
Safewing EG IV NORTH EG 18-04-06 75/25 Dilution Not Applicable Dilution Not Applicable
GmbH
16-07-23
100/0 -28.5 -19.3 7 550 (a) 7 550 (a)
Clariant Produkte (Deutschland) Safewing MP IV
PG 18-05-05 75/25 -14 7 18 000 (a) 18 000 (a)
GmbH LAUNCH
50/50 -3 27 17 800 (a) 17 800 (a)
100/0 -29 -20.2 8 700 (m) 8 450 (a)
Clariant Produkte (Deutschland) Safewing MP IV
PG 19-02-24 75/25 -14 7 18 800 (n) 17 200 (c)
GmbH LAUNCH PLUS
50/50 -3 27 9 700 (m) 12 150 (a)
100/0 -30.5 -22.9 4 400 (e) 4 050 (a)
Cryotech Deicing Technology Polar Guard® Advance PG 19-02-16 75/25 -14 7 11 600 (e) 9 750 (a)
50/50 -3 27 80 (a) 80 (a)
UCAR™ Endurance 100/0 --29 --20.2 24 850 (h) 2 230 (a)
Dow Chemical Company EG106 De/Anti-Icing EG 19-04-05 75/25 Dilution Not Applicable Dilution Not Applicable
Fluid 50/50 Dilution Not Applicable Dilution Not Applicable

TYPE IV FLUIDS TESTED FOR ANTI-ICING PERFORMANCE AND AERODYNAMIC ACCEPTANCE

3 (mPa.s)
TYPE

2
HIGH SPEED
MANUFACTURE AS 9968
°C °F
100/0 -26 -14.8 12 150 (g) 11 000 (a)
UCAR™ FlightGuard
Dow Chemical Company PG 19-04-12 75/25 -14 7 30 700 (g) 32 350 (c)
AD-49
50/50 -3 27 19 450 (g) 21 150 (c)
100/0 -25.5 -13.9 11 050 (a) 11 050 (a)
Inland Technologies ECO-SHIELD® PG 18-02-22 75/25 Dilution Not Applicable 30 700 (g) 32 350 (c)
50/50 Dilution Not Applicable 19 450 (g) 21 150 (c)
100/0 -28 -18.4 17 900 (d) 17 900 (c)
Kilfrost Limited ABC-S Plus PG 19-05-03 75/25 -14 7 18 300 (d) 18 300 (c)
50/50 -3 27 7 500 (d) 7 500 (a)
100/0 -22.5 -8.5 45 300 (i) Not Available16
LNT Solutions LNT E450 EG 17-07-2913 75/25 Dilution Not Applicable Dilution Not Applicable
100/0 -29.5 -21.1 14 100 (c) 14 100 (c)
Newave Aerochemical Co. Ltd. FCY 9311 PG 18-01-18 75/25 Dilution Not Applicable Dilution Not Applicable
100/0 -25.5 -13.9 9 800 (g) 12 350 (a)
Oksayd Co. Ltd. Defrost ECO 4 PG 19-06-19 75/25 Dilution Not Applicable Dilution Not Applicable
100/0 -28.5 -19.3 15 200 (c) 15 200 (c)
Shaanxi Cleanway Aviation
Cleansurface IV PG 19-02-24 75/25 -14 7 28 500 (c) 28 500 (c)
Chemical Co., Ltd
50/50 -3 27 17 500 (c) 17 500 (c)

CAUTIONS AND NOTES FOR TABLES 41, 42, 43, 44

CAUTIONS
• This table lists fluids that have been tested with respect to anti-icing performance and aerodynamic acceptance (Type I: SAE AMS1424 §3.5.2 and
§3.5.3; Type II/ III/ IV: SAE AMS1428 §3.2.4 and §3.2.5) only. These tests were conducted by Anti-icing Materials International Laboratory:
www.uqac.ca/amil. The end user is responsible for contacting the fluid manufacturer to confirm all other SAE AMS1424/1428 technical requirement
tests, such as fluid stability, toxicity, materials compatibility, etc. have been conducted.
• LOUT data provided in these tables is based strictly on the manufacturer’s data; the end user is responsible for verifying the validity of this data.
• Type I fluids supplied in concentrated form must not be used in that form and must be diluted.
NOTES

1 PG = conventional glycol (propylene glycol); EG = conventional glycol (ethylene glycol); DEG = conventional glycol (diethylene glycol); NCG = non-
conventional glycol (organic non-ionic diols and triols, e.g. 1,3-propanediol, glycerine) and mixtures of non-conventional glycol and conventional

glycol; NG = non-glycol (e.g. organic salts) and mixtures of non-glycol and glycol.
2 Expiry date is the earlier expiry date of the Aerodynamic Test(s) or Water Spray Endurance Test. Fluids that are tested after the issuance of this
list will appear in a later update.
3 The values in this table were determined using test results from pre-production fluid samples when available. In some cases, the fluid manufacturer
requested the publication of a more conservative value than the pre-production test value. The lowest operational use temperature (LOUT) for a
given fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given aircraft type;
b) The actual freezing point of the fluid plus its freezing point buffer (Type I = 10 °C/18 °F; Type II/III/IV = 7 °C/13 °F); or
c) For diluted Type II/III/IV fluids, the coldest temperature for which holdover times are published.
4 The LOUT for Type I fluids that are intended to be diluted is derived from a dilution that provides the lowest operational use temperature. For other
Type I dilutions, determine the freezing point of the fluid and add a 10 °C freezing point buffer, as a dilution will usually yield a higher and more
restrictive operational use temperature. Consult the fluid manufacturer or fluid documentation for further clarification and guidance on establishing
the appropriate operational use temperature of a diluted fluid.
5 Type I concentrate fluids have also been tested at 50/50 (glycol/water) dilution.
6 If uncertain whether the aircraft to be treated conforms to the low speed or the high speed aerodynamic test, consult the aircraft manufacturer. The
aerodynamic test is defined in SAE AS5900 (latest version).
7 The viscosity values in this table are those of the fluids provided by the manufacturers for holdover time testing. For the holdover times to be valid,
the viscosity of the fluid on the wing shall not be lower than that in this table. The user should periodically ensure that the viscosity of a fluid sample
taken from the wing surface is not lower than that listed.
8 The SAE AS9968 viscosity method should only be used for field verification and auditing purposes; when in doubt as to which method is appropriate,
use the manufacturer method. Viscosity measurement methods are indicated as letters (in parentheses) beside each viscosity value. Details of
each measurement method are shown in the table below. The exact measurement method (spindle, container, fluid volume, temperature, speed,
duration) must be used to compare the viscosity of a sample to a viscosity given in this table.
Method Brookfield Spindle* Container Fluid Volume Temp.** Speed Duration

a LV1 (with guard leg) 600 mL low form (Griffin) beaker 575 mL*** 20 °C 0.3 rpm 10.0 minutes
b LV1 (with guard leg) 600 mL low form (Griffin) beaker 575 mL*** 20 °C 0.3 rpm 33.3 minutes
c LV2-disc (with guard leg) 600 mL low form (Griffin) beaker 425 mL*** 20 °C 0.3 rpm 10.0 minutes
d LV2-disc (with guard leg) 150 mL tall form (Berzelius) beaker 135 mL*** 20 °C 0.3 rpm 10.0 minutes
e SC4-34/13R small sample adapter 10 mL 20 °C 0.3 rpm 10.0 minutes
f SC4-34/13R small sample adapter 10 mL 20 °C 0.3 rpm 30.0 minutes
g SC4-31/13R small sample adapter 10 mL 20 °C 0.3 rpm 10.0 minutes
h SC4-31/13R small sample adapter 10 mL 0 °C 0.3 rpm 10.0 minutes
i SC4-31/13R small sample adapter 9 mL 0 °C 0.3 rpm 10.0 minutes
j SC4-31/13R small sample adapter 9 mL 0 °C 0.3 rpm 65.0 minutes
k LV0 ultra low adapter 16 mL 20 °C 0.3 rpm 10.0 minutes
l LV1 big sample adapter 50 mL 20 °C 0.3 rpm 10.0 minutes
m LV1 big sample adapter 55 mL 20 °C 0.3 rpm 10.0 minutes
n LV2-disc big sample adapter 60 mL 20 °C 0.3 rpm 10.0 minutes
* Spindle must be attached to a Brookfield viscometer model equipped with an LV spring.
** Sample temperature will affect readings; ensure sufficient time is allowed for sample to reach thermal equilibrium before starting test. Use of a cooling bath
strongly recommended.
*** If necessary, adjust fluid volume to ensure fluid is level with notch on the spindle shaft.
9 Fluids listed in italics have expired and will be removed from this listing four years after expiry.
10 Manufacturer has indicated fluid was not tested.
11 Manufacturer has not provided fluid information as required in SAE ARP5718A; fluid may be removed from this listing in subsequent revisions.
12 Dow UCAR™ ADF Concentrate, sold under the product name Inland ADF Concentrate, qualified from 2015-09-04.
13 Currently in the test/re-test process.
14 Fluid was not retested for low speed aerodynamics. This data will be removed four years after the expiry of the last low speed test.
15 Measurements using the SAE AS9968 method do not provide stable, reliable results. Use the manufacturer method to evaluate viscosity.
16 For UCAR™ ADF XL54, refer to primary site qualification of UCAR™ ADF Concentrate.
17 For UCAR™ PG ADF Dilute 55/45, refer to primary site qualification of UCAR™ PG ADF Concentrate.

TABLE 45: GUIDELINES FOR THE APPLICATION OF SAE TYPE I FLUID
Outside Air Two-Step Procedure

One-Step Procedure
Temperature
De/Anti-icing
(OAT)1 First Step: Deicing Second Step: Anti-icing2
0 °C (32 °F) Heated water or a heated

and above fluid/water mixture
Heated mix of fluid and Heated mix of fluid and

water with a freezing water with a freezing

point of at least 10 °C point of at least 10 °C
Below (18 °F) below OAT Heated fluid/water mixture with (18 °F) below OAT
0 °C (32 °F) a freezing point at OAT or
to LOUT below
NOTES
1 Fluids must not be used at temperatures below their lowest operational use temperature (LOUT).
2 To be applied before first-step fluid freezes, typically within 3 minutes. (This time may be higher than 3
minutes in some conditions, but potentially lower in heavy precipitation, colder temperatures, or for
critical surfaces constructed of composite materials. If necessary, the second step shall be applied area by
area.)
CAUTIONS
• This table is applicable for the use of Type I holdover time guidelines in all conditions, including active
frost. If holdover times are not required, a temperature of 60 °C (140 °F) at the nozzle is desirable.
• If holdover times are required, the temperature of water or fluid/water mixtures shall be at least 60 °C
(140 °F) at the nozzle. Upper temperature limit shall not exceed fluid and aircraft manufacturers’
recommendations.
• To use Type I Holdover Times Guidelines in all conditions including active frost, an additional minimum of 1
litre/m2 (~2 gal./100 sq. ft.) of heated Type I fluid mixture must be applied to the surfaces after all frozen
contamination is removed. This application is necessary to heat the surfaces, as heat contributes
significantly to the Type I fluid holdover times. The required protection can be provided using a 1-step
method by applying more fluid than is strictly needed to just remove all of the frozen contamination (the
same additional amount stated above is required).
• The lowest operational use temperature (LOUT) for a given Type I fluid is the higher (warmer) of:
a)The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given
aircraft type, or
b) The actual freezing point of the fluid plus a freezing point buffer of 10 °C (18 °F).
• Wing skin temperatures may differ and, in some cases, be lower than the OAT. A stronger mix (more
glycol) may be needed under these conditions.

TABLE 46: GUIDELINES FOR THE APPLICATION OF SAE TYPE II AND IV FLUID
(FLUID CONCENTRATIONS IN % VOLUME)

One-Step Procedure
Temperature
De/Anti-icing
100/0, 75/25 or 50/50 100/0, 75/25 or 50/50

Heated water or a heated
0 °C (32 °F) Heated3 Heated or unheated
Type I, II, III, or IV

and above Type II or IV Type II or IV
fluid/water mixture
fluid/water mixture fluid/water mixture

100/0, 75/25 or 50/50 100/0, 75/25 or 50/50
Below Heated Type I, II, III, or IV
Heated3 Heated or unheated
0 °C (32 °F) fluid/water mixture with a
Type II or IV Type II or IV
to -3 °C (27 °F) freezing point at OAT or below
100/0 or 75/25 100/0 or 75/25

-3 °C (27 °F) fluid/water mixture with a
to -14 °C (7 °F) freezing point at OAT or below
100/0 100/0
-14 °C (7 °F) fluid/water mixture with a
to LOUT freezing point at OAT or below
NOTES
1 One step or second step fluids must not be used at temperatures below their lowest operational use
temperature (LOUT).
First step fluids must not be used below their freezing points. Consideration should be given to the use
of Type I/III fluid when Type II/IV fluid cannot be used due to LOUT limitations (see Table 45, 47, 48).
The LOUT for a given Type II/IV fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given aircraft
type;
b) The actual freezing point of the fluid plus its freezing point buffer of 7 °C (13 °F); or
c) For diluted Type II/IV fluids, the coldest temperature for which holdover times are published.
2 To be applied before first step fluid freezes, typically within 3 minutes. (Time may be longer than 3
minutes in some conditions, but potentially shorter in heavy precipitation, in colder temperatures, or for
critical surfaces constructed of composite materials. If necessary, the second step shall be applied area
by area.)
3 Clean aircraft may be anti-iced with unheated fluid.
CAUTIONS
• For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable.
• Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.
• Wing skin temperatures may differ and in some cases may be lower than the OAT. A stronger mix (more
• Whenever frost or ice occurs on the lower surface of the wing in the area of the fuel tank, indicating a cold
soaked wing, the 50/50 dilutions of Type II or IV shall not be used for the anti-icing step because fluid
freezing may occur.
• An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is
particularly true when using a Type I fluid mixture for the first step in a two-step procedure.

TABLE 47: GUIDELINES FOR THE APPLICATION OF HEATED SAE TYPE III FLUID

Temperature One-Step Procedure
(OAT)1 De/Anti-icing First Step: Deicing Second Step: Anti-icing2
100/0, 75/25 or 50/50 Heated3 water or a heated3 100/0, 75/25 or 50/50

0 °C (32 °F)
Heated Type III Type I, II, III, or IV Heated Type III
and above
fluid/water mixture fluid/water mixture fluid/water mixture

Below 100/0, 75/25 or 50/50 Heated3 Type I, II, III, or IV 100/0, 75/25 or 50/50

0 °C (32 °F) Heated Type III fluid/water mixture with a Heated Type III
to -3 °C (27 °F) fluid/water mixture freezing point at OAT or below fluid/water mixture
Below 100/0 or 75/25 Heated3 Type I, II, III, or IV 100/0 or 75/25

-3 °C (27 °F) Heated Type III fluid/water mixture with a Heated Type III
Below 100/0 Heated3 Type I, II, III, or IV 100/0

-10 °C (14 °F) Heated Type III fluid/water mixture with a Heated Type III
to LOUT fluid/water mixture freezing point at OAT or below fluid/water mixture
NOTES
1 One step or second step fluids must not be used at temperatures below their lowest operational use temperature
(LOUT).
First step fluids must not be used below their freezing points. Consider the use of Type I when Type III
fluid cannot be used (see Table 45). The LOUT for a given Type III fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given aircraft
type;
c) For diluted Type III fluid, the coldest temperature for which holdover times are published.
2 To be applied before first step fluid freezes, typically within 3 minutes. (Time may be longer than 3 minutes
in some conditions, but potentially shorter in heavy precipitation, in colder temperatures, or for critical
surfaces constructed of composite materials. If necessary, the second step shall be applied area by area.)
3 For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable.
CAUTIONS
• To use Type III Holdover Times Guidelines in all conditions including active frost, an additional minimum of 1
litre/m2 (~2 gal./100 sq. ft.) of heated Type III fluid mixture must be applied to the surfaces after all frozen
contamination is removed. This application is necessary to heat the surfaces, as heat contributes significantly
to the Type III fluid holdover times. The required protection can be provided using a 1-step method by applying
more fluid than is strictly needed to just remove all of the frozen contamination (the same additional amount
stated above is required).
• If holdover times are required, the temperature of fluid/water mixtures shall be at least 60 °C (140 °F) at the
nozzle.
Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.
soaked wing, the 50/50 dilutions of Type III shall not be used for the anti-icing step because fluid freezing
may occur.
• An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is particularly
true when using a Type I fluid mixture for the first step in a two-step procedure.

TABLE 48: GUIDELINES FOR THE APPLICATION OF UNHEATED SAE TYPE III FLUID
One-Step Procedure
Temperature
Anti-icing Only4
100/0, 75/25 or 50/50 Heated3 water or a heated3 100/0, 75/25 or 50/50

0 °C (32 °F)
Unheated Type III Type I, II, III, or IV Unheated Type III
and above
fluid/water mixture fluid/water mixture fluid/water mixture

Below 100/0, 75/25 or 50/50 Heated3 Type I, II, III, or IV 100/0, 75/25 or 50/50
0 °C (32 °F) Unheated Type III fluid/water mixture with a Unheated Type III
Below 100/0 or 75/25 Heated3 Type I, II, III, or IV 100/0 or 75/25

-3 °C (27 °F) Unheated Type III fluid/water mixture with a Unheated Type III
Below 100/0 Heated3 Type I, II, III, or IV 100/0

-10 °C (14 °F) Unheated Type III fluid/water mixture with a Unheated Type III
to LOUT fluid/water mixture freezing point at OAT or below fluid/water mixture
NOTES
1 One step or second step fluids must not be used at temperatures below their lowest operational use
temperature (LOUT).
First step fluids must not be used below their freezing points. Consider the use of Type I when Type III
fluid cannot be used (see Table 45). The LOUT for a given Type III fluid is the higher (warmer) of:
a) The lowest temperature at which the fluid meets the aerodynamic acceptance test for a given
aircraft type;
c) For diluted Type III fluid, the coldest temperature for which holdover times are published.
2 To be applied before first step fluid freezes, typically within 3 minutes. (This time may be longer than 3
minutes in some conditions, but potentially shorter in heavy precipitation, in colder temperatures, or for
critical surfaces constructed of composite materials. If necessary, the second step shall be applied area by
area.)
3 For heated fluids, a fluid temperature not less than 60 °C (140 °F) at the nozzle is desirable.
4 One-step procedure with unheated Type III fluid is only possible on a clean aircraft. If deicing is
required, a two-step procedure must be used.
CAUTIONS
• Upper temperature limit shall not exceed fluid and aircraft manufacturers’ recommendations.
soaked wing, the 50/50 dilutions of Type III shall not be used for the anti-icing step because fluid freezing
may occur.
• An insufficient amount of anti-icing fluid may cause a substantial loss of holdover time. This is
particularly true when using a Type I fluid mixture for the first step in a two-step procedure.


APPENDIX A:
ADJUSTED HOLDOVER TIME GUIDELINES
These tables are for use when flaps/slats are deployed prior to de/anti-icing. Holdover and allowance
times have been adjusted to 76 percent of standard times. Standard holdover and allowance times can
be used if flaps and slats are deployed as close to departure as safety allows.

ADJUSTED HOLDOVER TIME (HOT) GUIDELINES

FOR WINTER 2017-2018
Table Adj-1: Adjusted Active Frost Holdover Times for SAE Type I, Type II, Type III, and Type IV Fluids.........A-3 Table
Adj-2: Adjusted Holdover Times for SAE Type I Fluid on Critical Aircraft Surfaces Composed
Predominantly of Aluminum ............................................................................................................................A-4
Table Adj-3: Adjusted Holdover Times for SAE Type I Fluid on Critical Aircraft Surfaces Composed Predominantly of
Composites .........................................................................................................................A-5
Table Adj-4: Adjusted Generic Holdover Times for SAE Type II Fluids...............................................................A-6
Table Adj-5: Adjusted Type II Holdover Times for ABAX ECOWING 26 .............................................................A-7

Table Adj-6: Adjusted Type II Holdover Times for ABAX ECOWING AD-2.........................................................A-8

Table Adj-7: Adjusted Type II Holdover Times for Aviation Shaanxi Hi-Tech Cleanwing II.................................A-9
Table Adj-8: Adjusted Type II Holdover Times for Beijing Yadilite Aviation YD-102 Type II .............................A-10
Table Adj-9: Adjusted Type II Holdover Times for Clariant Safewing MP II FLIGHT.........................................A-11 Table
Adj-10: Adjusted Type II Holdover Times for Clariant Safewing MP II FLIGHT PLUS ............................A-12 Table Adj-
11: Adjusted Type II Holdover Times for Cryotech Polar Guard® II..................................................A-13
Table Adj-12: Adjusted Type II Holdover Times for Kilfrost ABC-Ice Clear II ....................................................A-14
Table Adj-13: Adjusted Type II Holdover Times for Kilfrost ABC-K Plus ...........................................................A-15
Table Adj-14: Adjusted Type II Holdover Times for Newave Aerochemical FCY-2...........................................A-16
Table Adj-15: Adjusted Type II Holdover Times for Newave Aerochemical FCY-2 Bio+ ..................................A-17 Table
Adj-16: Adjusted Type III Holdover Times for AllClear AeroClear MAX Applied Unheated on Low
Speed Aircraft ...............................................................................................................................................A-18
Table Adj-17: Adjusted Type III Holdover Times for AllClear AeroClear MAX Applied Unheated on High
Speed Aircraft ...............................................................................................................................................A-19
Table Adj-18: Adjusted Type III Holdover Times for Clariant Safewing MP III 2031 ECO Applied Heated on
Low Speed Aircraft........................................................................................................................................A-20
Table Adj-19: Adjusted Type III Holdover Times for Clariant Safewing MP III 2031 ECO Applied Heated on
High Speed Aircraft .......................................................................................................................................A-21
Table Adj-20: Adjusted Generic Holdover Times for SAE Type IV Fluids .........................................................A-22
Table Adj-21: Adjusted Type IV Holdover Times for ABAX ECOWING AD-49 .................................................A-23
Table Adj-22: Adjusted Type IV Holdover Times for Chemco ChemR EG IV ...................................................A-24
Table Adj-23: Adjusted Type IV Holdover Times for Clariant Max Flight 04......................................................A-25
Table Adj-24: Adjusted Type IV Holdover Times for Clariant Max Flight AVIA .................................................A-26
Table Adj-25: Adjusted Type IV Holdover Times for Clariant Max Flight SNEG ...............................................A-27
Table Adj-26: Adjusted Type IV Holdover Times for Clariant Safewing EG IV NORTH ....................................A-28
Table Adj-27: Adjusted Type IV Holdover Times for Clariant Safewing MP IV LAUNCH..................................A-29 Table
Adj-28: Adjusted Type IV Holdover Times for Clariant Safewing MP IV LAUNCH PLUS .......................A-30 Table Adj-
29: Adjusted Type IV Holdover Times for Cryotech Polar Guard® Advance ....................................A-31 Table Adj-30:
Adjusted Type IV Holdover Times for Dow Chemical UCAR™ Endurance EG106 ....................A-32 Table Adj-31:
Adjusted Type IV Holdover Times for Dow Chemical UCAR™ FlightGuard AD-49 ...................A-33 Table Adj-32:
Adjusted Type IV Holdover Times for Inland Technologies ECO-SHIELD®...............................A-34 Table Adj-33:
Adjusted Type IV Holdover Times for Kilfrost ABC-S Plus..........................................................A-35
Table Adj-34: Adjusted Type IV Holdover Times for LNT Solutions E450.........................................................A-36 Table
Adj-35: Adjusted Type IV Holdover Times for Newave Aerochemical FCY 9311....................................A-37
Table Adj-36: Adjusted Type IV Holdover Times for Oksayd Defrost ECO 4 ....................................................A-38 Table
Adj-37: Adjusted Type IV Holdover Times for Shaanxi Cleanway Aviation Cleansurface IV ..................A-39 Table Adj-
38: Adjusted Allowance Times for SAE Type III Fluids .....................................................................A-40
Table Adj-39: Adjusted Allowance Times for SAE Type IV Fluids .....................................................................A-41

TABLE ADJ-1: ADJUSTED ACTIVE FROST HOLDOVER TIMES FOR SAE TYPE I, TYPE II, TYPE III, AND TYPE IV FLUIDS
Concentratio
Outside Air
Outside Air n Fluid/Water Type II Type III4 Type IV
Type I Temperature2,3
Temperature1,2,3 By % Volume
100/0 6:04 1:31 9:07

-1 °C and above
-1 °C and above 75/25 3:48 0:45 3:48

(30 °F and above)
(30 °F and above)
50/50 2:16 0:22 2:16

100/0 6:04 1:31 9:07
below -1 to -3 °C
below -1 to -3 °C 75/25 3:48 0:45 3:48
50/50 1:08 0:22 2:16
below -3 to -10 °C 100/0 6:04 1:31 7:36

below -3 to -10 °C
0:34 (below 27 to 14 °F) 75/25 3:48 0:45 3:48
(0:26)5 100/0 4:33 1:31 4:33
(below 14 to 7 °F) 75/25 0:45 0:45 0:45
(below 14 to 7 °F)
below -14 to -21 °C 100/0 4:33 1:31 4:33
(below 7 to -6 °F)
(below 7 to -6 °F)
below -21 to -25 °C 100/0 1:31 1:31 3:02
below -25 °C
below -25 °C to LOUT 100/0 No Holdover Time Guidelines Exist
(below -13 °F)
THIS TABLE IS FOR USE WHEN FLAPS/SLATS ARE DEPLOYED PRIOR TO DE/ANTI-ICING. HOLDOVER TIMES HAVE BEEN ADJUSTED TO 76 PERCENT.
NOTES
1 Type I Fluid / Water Mixture must be selected so that the freezing point of the mixture is at least 10 °C (18 °F) below outside air temperature.
3 Changes in outside air temperature (OAT) over the course of longer frost events can be significant; the appropriate holdover time to use is the one provided
for the coldest OAT that has occurred in the time between the de/anti-icing fluid application and takeoff.
4 To use the Type III fluid frost holdover times, the fluid brand being used must be known. AllClear AeroClear MAX must be applied unheated. Clariant
Safewing MP III 2031 ECO must be applied heated.
5 Value in parentheses is for aircraft with critical surfaces that are predominantly or entirely constructed of composite materials.
CAUTIONS

TABLE ADJ-2: ADJUSTED HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL AIRCRAFT SURFACES COMPOSED
PREDOMINANTLY OF ALUMINUM
Light
Temperature1.2 Grains or Snow Drizzle5 Freezing Rain Soaked Wing6

Pellets3,4

-3 °C and above
0:08 - 0:13 0:14 - 0:17 0:08 - 0:14 0:05 - 0:08 0:07 - 0:10 0:02 - 0:04 0:02 - 0:04
(27 °F and above)
below -3 to -6 °C
0:06 - 0:10 0:11 - 0:13 0:06 - 0:11 0:04 - 0:06 0:04 - 0:07 0:02 - 0:04
CAUTION:
below -6 to -10 °C
0:05 - 0:08 0:08 - 0:10 0:05 - 0:08 0:03 - 0:05 0:03 - 0:05 0:02 - 0:04 No holdover time
guidelines exist
below -10 °C
0:04 - 0:07 0:05 - 0:06 0:03 - 0:05 0:02 - 0:03
(below 14 °F)
NOTES
CAUTIONS

TABLE ADJ-3: ADJUSTED HOLDOVER TIMES FOR SAE TYPE I FLUID ON CRITICAL AIRCRAFT SURFACES
COMPOSED PREDOMINANTLY OF COMPOSITES
Light


Pellets3,4
-3 °C and above
0:07 - 0:12 0:09 - 0:11 0:05 - 0:09 0:02 - 0:05 0:06 - 0:10 0:02 - 0:04 0:01 - 0:04
(27 °F and above)
below -3 to -6 °C
0:05 - 0:06 0:08 - 0:10 0:04 - 0:08 0:02 - 0:04 0:04 - 0:07 0:02 - 0:04
CAUTION:
below -6 to -10 °C
0:03 - 0:06 0:07 - 0:09 0:04 - 0:07 0:02 - 0:04 0:03 - 0:05 0:02 - 0:04 No holdover time
guidelines exist
below -10 °C
0:03 - 0:05 0:05 - 0:06 0:03 - 0:05 0:02 - 0:03
(below 14 °F)
NOTES
CAUTIONS

TABLE ADJ-4: ADJUSTED GENERIC HOLDOVER TIMES FOR SAE TYPE II FLUIDS
Fluid
Freezing Fog Snow,
By % Volume
100/0 0:42 - 1:20 0:19 - 0:38 0:27 - 0:49 0:19 - 0:27 0:05 - 0:34

-3 °C and above
75/25 0:19 - 0:42 0:11 - 0:19 0:11 - 0:30 0:08 - 0:15 0:03 - 0:19

(27 °F and above)
50/50 0:11 - 0:19 0:04 - 0:08 0:06 - 0:11 0:05 - 0:07
below -3 to -14 °C 100/0 0:23 - 0:49 0:11 - 0:23 0:15 - 0:347 0:11 - 0:157
(below 27 to 7 °F) 75/25 0:19 - 0:38 0:06 - 0:15 0:11 - 0:197 0:06 - 0:117

100/0 0:11 - 0:27 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:11 - 0:27 0:02 - 0:07

100/0 0:11 - 0:278 0:01 - 0:058
NOTES
8 If the LOUT is unknown, no holdover time guidelines exist below -25 °C (-13 °F).
CAUTIONS

TABLE ADJ-5: ADJUSTED TYPE II HOLDOVER TIMES FOR

ABAX ECOWING 26

Freezing Fog
or Other6

Ice Crystals

100/0 1:05 - 1:58 1:12 - 1:24 0:46 - 1:12 0:30 - 0:46 0:38 - 1:12 0:30 - 0:38 0:15 - 1:05
-3 °C and above
75/25 0:49 - 1:27 1:01 - 1:16 0:30 - 1:01 0:15 - 0:30 0:34 - 0:49 0:19 - 0:27 0:08 - 0:46
(27 °F and above)
50/50 0:23 - 0:34 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 0:11 - 0:19 0:06 - 0:08
below -3 to -14 °C 100/0 0:34 - 1:43 1:05 - 1:16 0:42 - 1:05 0:27 - 0:42 0:23 - 0:537 0:11 - 0:277
No holdover time
100/0 0:19 - 0:34 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15
(below 7 to 0 °F)

100/0 0:19 - 0:34 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
NOTES
CAUTIONS


ABAX ECOWING AD-2
Freezing Fog
or Other6
Ice Crystals

100/0 1:01 - 2:17 1:50 - 2:13 0:57 - 1:50 0:30 - 0:57 0:30 - 1:16 0:23 - 0:34 0:07 - 1:05

-3 °C and above
75/25 0:57 - 1:05 1:20 - 1:39 0:42 - 1:20 0:19 - 0:42 0:27 - 0:49 0:15 - 0:23 0:03 - 0:38
(27 °F and above)
50/50 0:11 - 0:23 0:27 - 0:30 0:11 - 0:27 0:05 - 0:11 0:07 - 0:11 0:05 - 0:07
below -3 to -14 °C 100/0 0:34 - 1:54 1:20 - 1:35 0:42 - 1:20 0:23 - 0:42 0:19 - 0:537 0:15 - 0:237
(below 27 to 7 °F) 75/25 0:27 - 1:27 1:12 - 1:31 0:38 - 1:12 0:19 - 0:38 0:11 - 0:427 0:15 - 0:277

100/0 0:11 - 0:30 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:11 - 0:30 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:11 - 0:30 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -16.6 °F)
NOTES
CAUTIONS


AVIATION SHAANXI HI-TECH CLEANWING II
Fluid
Freezing Fog Snow,
By % Volume

100/0 0:42 - 1:24 0:23 - 0:42 0:27 - 0:49 0:19 - 0:27 0:08 - 0:42
-3 °C and above
75/25 0:38 - 1:01 0:19 - 0:34 0:27 - 0:46 0:15 - 0:23 0:05 - 0:38
(27 °F and above)
50/50 0:27 - 0:46 0:11 - 0:23 0:15 - 0:30 0:08 - 0:15
below -3 to -14 °C 100/0 0:34 - 1:24 0:23 - 0:42 0:23 - 0:427 0:15 - 0:197
(below 27 to 7 °F) 75/25 0:30 - 1:20 0:19 - 0:34 0:27 - 0:307 0:15 - 0:197 CAUTION:
No holdover time
100/0 0:15 - 0:38 0:05 - 0:15
(below 7 to 0 °F)

100/0 0:15 - 0:38 0:02 - 0:07
NOTES
CAUTIONS


BEIJING YADILITE AVIATION YD-102 TYPE II
Freezing Fog
or Other6
Ice Crystals

100/0 0:53 - 1:31 1:16 - 1:31 0:38 - 1:16 0:19 - 0:38 0:30 - 0:57 0:27 - 0:30 0:08 - 0:46

-3 °C and above
75/25 0:19 - 0:42 0:38 - 0:49 0:19 - 0:38 0:11 - 0:19 0:11 - 0:30 0:08 - 0:15 0:03 - 0:19
(27 °F and above)
50/50 0:11 - 0:19 0:19 - 0:23 0:08 - 0:19 0:04 - 0:08 0:06 - 0:11 0:05 - 0:07
below -3 to -14 °C 100/0 0:34 - 1:08 0:46 - 0:57 0:23 - 0:46 0:11 - 0:23 0:27 - 0:387 0:19 - 0:197
(below 27 to 7 °F) 75/25 0:23 - 0:38 0:27 - 0:34 0:15 - 0:27 0:06 - 0:15 0:11 - 0:197 0:07 - 0:117

100/0 0:15 - 0:34 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:34 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:15 - 0:34 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS


CLARIANT SAFEWING MP II FLIGHT
Freezing Fog
or Other6
Ice Crystals

100/0 2:40 - 3:02 1:58 - 2:21 1:12 - 1:58 0:46 - 1:12 1:01 - 1:31 0:34 - 1:05 0:08 - 1:08

-3 °C and above
75/25 1:24 - 2:05 1:58 - 2:24 1:01 - 1:58 0:30 - 1:01 0:53 - 1:08 0:23 - 0:42 0:05 - 0:38
(27 °F and above)
50/50 0:42 - 1:20 0:34 - 0:42 0:19 - 0:34 0:08 - 0:19 0:15 - 0:23 0:08 - 0:11
below -3 to -14 °C 100/0 0:42 - 1:20 1:24 - 1:39 0:49 - 1:24 0:30 - 0:49 0:27 - 1:087 0:19 - 0:347
(below 27 to 7 °F) 75/25 0:19 - 0:49 1:01 - 1:16 0:30 - 1:01 0:15 - 0:30 0:19 - 0:537 0:15 - 0:277

100/0 0:23 - 0:38 0:53 - 1:16 0:19 - 0:53 0:06 - 0:19 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:38 0:23 - 0:30 0:08 - 0:23 0:02 - 0:08

100/0 0:23 - 0:38 0:15 - 0:23 0:05 - 0:15 0:02 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS


CLARIANT SAFEWING MP II FLIGHT PLUS
Fluid
Freezing Fog Snow,
By % Volume

100/0 2:02 - 3:02 0:38 - 1:24 1:05 - 1:31 0:34 - 0:46 0:11 - 1:31

-3 °C and above
75/25 1:58 - 3:02 0:46 - 1:20 1:12 - 1:31 0:38 - 0:57 0:11 - 0:57
(27 °F and above)
50/50 0:49 - 1:46 0:11 - 0:19 0:23 - 0:49 0:11 - 0:15
below -3 to -14 °C 100/0 0:30 - 1:46 0:27 - 0:57 0:27 - 1:057 0:27 - 0:427
(below 27 to 7 °F) 75/25 0:23 - 1:20 0:42 - 1:16 0:19 - 0:537 0:23 - 0:347

100/0 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:30 0:02 - 0:07

100/0 0:15 - 0:30 0:01 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS


CRYOTECH POLAR GUARD® II
Freezing Fog
or Other6
Ice Crystals

100/0 2:09 - 3:02 2:28 - 2:59 1:27 - 2:28 0:49 - 1:27 1:12 - 1:31 0:57 - 1:08 0:11 - 1:31

-3 °C and above
75/25 1:54 - 3:02 2:17 - 2:55 1:05 - 2:17 0:30 - 1:05 1:16 - 1:31 0:30 - 0:53 0:07 - 1:16
(27 °F and above)
50/50 0:38 - 1:05 0:53 - 1:12 0:19 - 0:53 0:08 - 0:19 0:15 - 0:34 0:07 - 0:15
below -3 to -14 °C 100/0 0:42 - 1:54 1:31 - 1:46 0:53 - 1:31 0:30 - 0:53 0:27 - 1:127 0:27 - 0:347
(below 27 to 7 °F) 75/25 0:30 - 1:08 1:31 - 1:54 0:42 - 1:31 0:19 - 0:42 0:19 - 0:497 0:27 - 0:347

100/0 0:19 - 0:38 1:12 - 1:43 0:27 - 1:12 0:08 - 0:27 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:38 0:30 - 0:42 0:11 - 0:30 0:03 - 0:11
below -25 to -30.5 °C

100/0 0:19 - 0:38 0:19 - 0:27 0:06 - 0:19 0:02 - 0:06
(below -13 to -22.9 °F)
NOTES
CAUTIONS


KILFROST ABC-ICE CLEAR II
Freezing Fog
or Other6
Ice Crystals

100/0 0:46 - 1:20 1:20 - 1:39 0:38 - 1:20 0:19 - 0:38 0:30 - 0:49 0:19 - 0:27 0:05 - 0:34

-3 °C and above
75/25 0:38 - 0:53 1:01 - 1:20 0:30 - 1:01 0:15 - 0:30 0:23 - 0:34 0:15 - 0:23 0:04 - 0:27
(27 °F and above)
50/50 0:11 - 0:23 0:15 - 0:19 0:11 - 0:15 0:06 - 0:11 0:08 - 0:15 0:05 - 0:08
below -3 to -14 °C 100/0 0:30 - 1:12 0:57 - 1:12 0:27 - 0:57 0:15 - 0:27 0:19 - 0:467 0:11 - 0:237
(below 27 to 7 °F) 75/25 0:30 - 1:01 0:42 - 0:53 0:19 - 0:42 0:11 - 0:19 0:19 - 0:347 0:11 - 0:157

100/0 0:15 - 0:30 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:30 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -29.5 °C

100/0 0:15 - 0:30 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -21.1 °F)
NOTES
CAUTIONS


KILFROST ABC-K PLUS
Fluid
Freezing Fog Snow,
By % Volume

100/0 1:43 - 2:51 0:46 - 1:16 1:24 - 1:31 0:46 - 1:05 0:15 - 1:31

-3 °C and above
75/25 1:16 - 1:54 0:27 - 0:53 1:05 - 1:31 0:38 - 0:53 0:11 - 1:31
(27 °F and above)
50/50 0:27 - 0:49 0:05 - 0:11 0:15 - 0:23 0:08 - 0:11
below -3 to -14 °C 100/0 0:23 - 0:49 0:38 - 1:05 0:19 - 0:467 0:11 - 0:277
(below 27 to 7 °F) 75/25 0:19 - 1:05 0:27 - 0:49 0:15 - 0:427 0:07 - 0:237

100/0 0:23 - 0:42 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:42 0:02 - 0:07

100/0 0:23 - 0:42 0:01 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS


NEWAVE AEROCHEMICAL FCY-2
Fluid
Freezing Fog Snow,
By % Volume

100/0 0:57 - 1:50 0:23 - 0:42 0:27 - 0:49 0:19 - 0:27 0:06 - 0:34

-3 °C and above
75/25 0:38 - 1:08 0:15 - 0:30 0:19 - 0:34 0:11 - 0:19 0:04 - 0:19
(27 °F and above)
50/50 0:19 - 0:27 0:11 - 0:19 0:08 - 0:15 0:05 - 0:08
below -3 to -14 °C 100/0 0:34 - 1:08 0:11 - 0:23 0:15 - 0:347 0:11 - 0:157
(below 27 to 7 °F) 75/25 0:23 - 0:49 0:08 - 0:15 0:11 - 0:237 0:06 - 0:117

100/0 0:19 - 0:27 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:27 0:02 - 0:07

100/0 0:19 - 0:27 0:01 - 0:05
(below -13 to -18.4 °F)
NOTES
CAUTIONS


NEWAVE AEROCHEMICAL FCY-2 BIO+
Freezing Fog
or Other6
Ice Crystals

100/0 1:05 - 1:54 1:46 - 2:13 0:49 - 1:46 0:23 - 0:49 0:38 - 1:01 0:19 - 0:34 0:06 - 0:57

-3 °C and above
75/25 0:34 - 1:01 1:01 - 1:16 0:30 - 1:01 0:15 - 0:30 0:19 - 0:38 0:11 - 0:19 0:05 - 0:27
(27 °F and above)
50/50 0:11 - 0:23 0:19 - 0:23 0:11 - 0:19 0:06 - 0:11 0:08 - 0:15 0:06 - 0:08
below -3 to -14 °C 100/0 0:30 - 1:08 0:46 - 0:57 0:23 - 0:46 0:11 - 0:23 0:27 - 0:497 0:11 - 0:237
(below 27 to 7 °F) 75/25 0:23 - 0:49 0:27 - 0:34 0:15 - 0:27 0:06 - 0:15 0:15 - 0:277 0:11 - 0:157

100/0 0:15 - 0:46 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:46 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -28.5 °C

100/0 0:15 - 0:46 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -19.3 °F)
NOTES
CAUTIONS

TABLE ADJ-16: ADJUSTED TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON LOW SPEED AIRCRAFT1
Freezing Fog
or Other7
Ice Crystals

100/0 0:34 - 1:27 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30 0:19 - 0:38 0:11 - 0:19 0:04 - 0:30

-3 °C and above
(27 °F and above)
below -3 to -10 °C 100/0 0:38 - 1:16 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30 0:19 - 0:34 0:11 - 0:19
CAUTION:
(below 27 to 14 °F) 75/25 N/A N/A N/A N/A N/A N/A No holdover time
guidelines exist
100/0 0:30 - 1:20 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 low speed aerodynamic test criterion. Fluid must be applied unheated to use
these holdover times. No holdover times exist for this fluid applied heated.
CAUTIONS

TABLE ADJ-17: ADJUSTED TYPE III HOLDOVER TIMES FOR ALLCLEAR AEROCLEAR MAX
APPLIED UNHEATED ON HIGH SPEED AIRCRAFT1

Freezing Fog
or Other7
Ice Crystals

100/0 0:34 - 1:27 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30 0:19 - 0:38 0:11 - 0:19 0:04 - 0:30

-3 °C and above
(27 °F and above)
below -3 to -10 °C 100/0 0:38 - 1:16 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30 0:19 - 0:34 0:11 - 0:19
No holdover time
100/0 0:30 - 1:20 1:01 - 1:20 0:30 - 1:01 0:14 - 0:30

100/0 0:19 - 0:46 0:34 - 0:46 0:15 - 0:34 0:08 - 0:15
(below -13 to -31 °F)
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 high speed aerodynamic test criterion. Fluid must be applied unheated to use
these holdover times. No holdover times exist for this fluid applied heated.
7 Heavy snow, ice pellets, moderate and heavy freezing rain, small hail and hail (Table ADJ-38 provides allowance times for ice pellets and small hail).
CAUTIONS

TABLE ADJ-18: ADJUSTED TYPE III HOLDOVER TIMES FOR CLARIANT SAFEWING MP III 2031 ECO
APPLIED HEATED ON LOW SPEED AIRCRAFT1
Freezing Fog
or Other7
Ice Crystals

100/0 0:19 - 0:38 0:30 - 0:42 0:15 - 0:30 0:08 - 0:15 0:13 - 0:23 0:08 - 0:11 0:04 - 0:23

-3 °C and above
75/25 0:14 - 0:30 0:27 - 0:34 0:12 - 0:27 0:05 - 0:12 0:10 - 0:15 0:06 - 0:07 0:02 - 0:14
(27 °F and above)
50/50 0:10 - 0:14 0:19 - 0:23 0:10 - 0:19 0:05 - 0:10 0:10 - 0:11 0:05 - 0:05
below -3 to -10 °C 100/0 0:27 - 0:57 0:30 - 0:38 0:15 - 0:30 0:08 - 0:15 0:11 - 0:23 0:07 - 0:10
CAUTION:
(below 27 to 14 °F) 75/25 0:14 - 0:348 0:19 - 0:278 0:09 - 0:198 0:04 - 0:098 0:07 - 0:128 0:05 - 0:068 No holdover time
guidelines exist
below -10 to -16.5 °C
100/0 0:19 - 0:34 0:30 - 0:34 0:14 - 0:30 0:07 - 0:14
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 low speed aerodynamic test criterion. Fluid must be applied heated to use these
8 No holdover time guidelines exist for 75/25 fluid below -9 °C (15.8 °F).
CAUTIONS

TABLE ADJ-19: ADJUSTED TYPE III HOLDOVER TIMES FOR CLARIANT SAFEWING MP III 2031 ECO
APPLIED HEATED ON HIGH SPEED AIRCRAFT1
Freezing Fog
or Other7
Ice Crystals

100/0 0:19 - 0:38 0:30 - 0:42 0:15 - 0:30 0:08 - 0:15 0:13 - 0:23 0:08 - 0:11 0:04 - 0:23

-3 °C and above
75/25 0:14 - 0:30 0:27 - 0:34 0:12 - 0:27 0:05 - 0:12 0:10 - 0:15 0:06 - 0:07 0:02 - 0:14
(27 °F and above)
50/50 0:10 - 0:14 0:19 - 0:23 0:10 - 0:19 0:05 - 0:10 0:10 - 0:11 0:05 - 0:05
below -3 to -10 °C 100/0 0:27 - 0:57 0:30 - 0:38 0:15 - 0:30 0:08 - 0:15 0:11 - 0:23 0:07 - 0:10
No holdover time
100/0 0:19 - 0:34 0:30 - 0:34 0:14 - 0:30 0:07 - 0:14

100/0 0:19 - 0:34 0:30 - 0:34 0:14 - 0:30 0:07 - 0:14
(below -13 to -20.2 °F)
NOTES
1 These holdover times are for aircraft conforming to the SAE AS5900 high speed aerodynamic test criterion. Fluid must be applied heated to use these
CAUTIONS

TABLE ADJ-20: ADJUSTED GENERIC HOLDOVER TIMES FOR SAE TYPE IV FLUIDS
Freezing Fog
or Other6
Ice Crystals
100/0 0:57 - 2:02 1:46 - 2:05 0:53 - 1:46 0:27 - 0:53 0:30 - 1:08 0:19 - 0:30 0:06 - 0:53

-3 °C and above
75/25 1:05 - 2:02 1:35 - 1:50 0:57 - 1:35 0:30 - 0:57 0:38 - 1:01 0:23 - 0:34 0:07 - 0:57

(27 °F and above)
50/50 0:19 - 0:38 0:30 - 0:34 0:19 - 0:30 0:08 - 0:19 0:11 - 0:23 0:07 - 0:11
below -3 to -14 °C 100/0 0:15 - 1:12 1:01 - 1:16 0:34 - 1:01 0:19 - 0:34 0:19 - 1:017 0:15 - 0:197
(below 27 to 7 °F) 75/25 0:23 - 0:53 1:16 - 1:31 0:34 - 1:16 0:15 - 0:34 0:11 - 0:497 0:11 - 0:197

100/0 0:15 - 0:30 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:308 0:15 - 0:198 0:07 - 0:158 0:02 - 0:078
0:15 - 0:30 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
100/0 8 8 8 8
NOTES
8 If the LOUT is unknown, no holdover time guidelines exist below -22.5 °C (-8.5 °F).
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity, or jet blast may reduce
holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is lower than outside air temperature.

TABLE ADJ-21: ADJUSTED TYPE IV HOLDOVER TIMES FOR

ABAX ECOWING AD-49
Freezing Fog
or Other6
Ice Crystals

100/0 2:32 - 3:02 2:47 - 3:00 1:27 - 2:47 0:46 - 1:27 1:05 - 1:31 0:46 - 1:05 0:08 - 1:27

-3 °C and above
75/25 1:50 - 3:02 2:28 - 3:00 1:12 - 2:28 0:34 - 1:12 1:27 - 1:31 0:38 - 1:08 0:08 - 1:16
(27 °F and above)
50/50 0:19 - 0:38 0:30 - 0:34 0:19 - 0:30 0:11 - 0:19 0:11 - 0:23 0:08 - 0:11
below -3 to -14 °C 100/0 0:15 - 1:12 1:50 - 2:17 0:57 - 1:50 0:30 - 0:57 0:19 - 1:057 0:15 - 0:197
(below 27 to 7 °F) 75/25 0:23 - 0:53 1:46 - 2:13 0:49 - 1:46 0:23 - 0:49 0:11 - 0:497 0:11 - 0:197

100/0 0:19 - 0:30 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:30 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:19 - 0:30 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -14.8 °F)
NOTES
CAUTIONS


CHEMCO CHEMR EG IV
Freezing Fog
or Other6
Ice Crystals

100/0 1:35 - 2:43 2:17 - 2:55 0:57 - 2:17 0:27 - 0:57 0:34 - 1:16 0:19 - 0:30 0:07 - 1:20

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:05 - 2:47 2:17 - 2:55 0:57 - 2:17 0:27 - 0:57 0:46 - 1:127 0:27 - 0:387

100/0 0:30 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23

100/0 0:30 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23
(below -13 to -16.6 °F)
NOTES
CAUTIONS


CLARIANT MAX FLIGHT 04
Freezing Fog
or Other6
Ice Crystals

100/0 2:02 - 3:02 3:00 - 3:00 2:05 - 3:00 1:05 - 2:05 1:31 - 1:31 0:53 - 1:08 0:15 - 1:31

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:38 - 1:54 1:46 - 2:09 0:53 - 1:46 0:27 - 0:53 0:19 - 1:087 0:15 - 0:307
No holdover time
100/0 0:15 - 0:34 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15
(below 7 to 0 °F)
below -18 to -23.5 °C

100/0 0:15 - 0:34 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
(below 0 to -10.3 °F)
NOTES
CAUTIONS


CLARIANT MAX FLIGHT AVIA
Freezing Fog
or Other6
Ice Crystals

100/0 2:21 - 3:02 2:17 - 2:43 1:20 - 2:17 0:46 - 1:20 1:05 - 1:31 0:42 - 0:53 0:07 - 1:31

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:20 - 2:59 1:39 - 1:58 0:57 - 1:39 0:30 - 0:57 0:53 - 1:317 0:42 - 1:087

100/0 0:27 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:27 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23
below -25 to -28.5 °C

100/0 0:27 - 1:05 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23
(below -13 to -19.3 °F)
NOTES
CAUTIONS


CLARIANT MAX FLIGHT SNEG
Freezing Fog
or Other6
Ice Crystals

100/0 1:50 - 3:02 2:17 - 2:47 1:16 - 2:17 0:42 - 1:16 1:31 - 1:31 0:38 - 1:16 0:15 - 1:08

-3 °C and above
75/25 3:02 - 3:02 1:50 - 2:09 1:08 - 1:50 0:42 - 1:08 1:08 - 1:31 0:49 - 1:01 0:11 - 1:20
(27 °F and above)
50/50 1:08 - 2:40 1:20 - 1:46 0:34 - 1:20 0:15 - 0:34 0:27 - 0:53 0:11 - 0:23
below -3 to -14 °C 100/0 0:34 - 1:46 1:35 - 1:54 0:53 - 1:35 0:30 - 0:53 0:23 - 1:057 0:19 - 0:307
(below 27 to 7 °F) 75/25 0:23 - 1:05 1:16 - 1:31 0:46 - 1:16 0:30 - 0:46 0:15 - 0:497 0:15 - 0:307

100/0 0:15 - 0:38 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:15 - 0:38 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:15 - 0:38 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS
• The time of protection will be shortened in heavy weather conditions. Heavy precipitation rates or high moisture content, high wind velocity, or jet blast may
reduce holdover time below the lowest time stated in the range. Holdover time may be reduced when aircraft skin temperature is lower than outside air
temperature.


CLARIANT SAFEWING EG IV NORTH
Freezing Fog
or Other6
Ice Crystals

100/0 1:46 - 2:59 2:17 - 2:47 1:16 - 2:17 0:38 - 1:16 1:08 - 1:31 0:38 - 0:42 0:06 - 1:31

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:20 - 3:02 2:05 - 2:32 1:08 - 2:05 0:38 - 1:08 0:49 - 1:247 0:42 - 1:057

100/0 0:30 - 1:01 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 1:01 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23

100/0 0:30 - 1:01 0:30 - 0:38 0:23 - 0:30 0:11 - 0:23
(below -13 to -22 °F)
NOTES
CAUTIONS


CLARIANT SAFEWING MP IV LAUNCH
Freezing Fog
or Other6
Ice Crystals

100/0 3:02 - 3:02 2:09 - 2:32 1:20 - 2:09 0:49 - 1:20 1:08 - 1:31 0:46 - 1:16 0:11 - 1:16

-3 °C and above
75/25 2:47 - 3:02 2:21 - 2:47 1:20 - 2:21 0:46 - 1:20 1:16 - 1:31 0:34 - 0:57 0:08 - 1:20
(27 °F and above)
50/50 1:05 - 2:05 1:05 - 1:16 0:34 - 1:05 0:19 - 0:34 0:23 - 0:38 0:15 - 0:19
below -3 to -14 °C 100/0 0:46 - 1:27 1:39 - 1:54 1:01 - 1:39 0:38 - 1:01 0:27 - 1:167 0:19 - 0:347
(below 27 to 7 °F) 75/25 0:30 - 1:01 1:50 - 2:13 1:05 - 1:50 0:34 - 1:05 0:19 - 0:537 0:19 - 0:347

100/0 0:23 - 0:38 0:57 - 1:20 0:15 - 0:57 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:38 0:23 - 0:34 0:07 - 0:23 0:02 - 0:07
below -25 to -28.5 °C

100/0 0:23 - 0:38 0:15 - 0:23 0:05 - 0:15 0:01 - 0:05
(below -13 to -19.3 °F)
NOTES
CAUTIONS


CLARIANT SAFEWING MP IV LAUNCH PLUS
Freezing Fog
or Other6
Ice Crystals

100/0 2:59 - 3:02 3:00 - 3:00 1:35 - 3:00 0:42 - 1:35 1:31 - 1:31 0:46 - 1:31 0:15 - 1:31

-3 °C and above
75/25 2:59 - 3:02 3:00 - 3:00 1:27 - 3:00 0:38 - 1:27 1:31 - 1:31 1:01 - 1:05 0:15 - 1:24
(27 °F and above)
50/50 0:57 - 1:24 1:12 - 1:31 0:34 - 1:12 0:15 - 0:34 0:19 - 0:46 0:11 - 0:15
below -3 to -14 °C 100/0 0:42 - 1:43 2:28 - 3:00 1:05 - 2:28 0:30 - 1:05 0:19 - 1:127 0:19 - 0:307
(below 27 to 7 °F) 75/25 0:30 - 1:31 2:13 - 2:55 0:57 - 2:13 0:23 - 0:57 0:15 - 0:497 0:15 - 0:237

100/0 0:19 - 0:38 0:57 - 1:24 0:19 - 0:57 0:05 - 0:19 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:38 0:23 - 0:34 0:07 - 0:23 0:02 - 0:07

100/0 0:19 - 0:38 0:15 - 0:23 0:05 - 0:15 0:02 - 0:05
(below -13 to -20.2 °F)
NOTES
CAUTIONS


CRYOTECH POLAR GUARD® ADVANCE
Freezing Fog
or Other6
Ice Crystals

100/0 2:09 - 3:02 2:28 - 2:59 1:27 - 2:28 0:49 - 1:27 1:12 - 1:31 0:57 - 1:08 0:11 - 1:31

-3 °C and above
75/25 1:54 - 3:02 2:17 - 2:55 1:05 - 2:17 0:30 - 1:05 1:16 - 1:31 0:30 - 0:53 0:07 - 1:16
(27 °F and above)
50/50 0:38 - 1:05 0:53 - 1:12 0:19 - 0:53 0:08 - 0:19 0:15 - 0:34 0:07 - 0:15
below -3 to -14 °C 100/0 0:42 - 1:54 1:31 - 1:46 0:53 - 1:31 0:30 - 0:53 0:27 - 1:127 0:27 - 0:347
(below 27 to 7 °F) 75/25 0:30 - 1:08 1:31 - 1:54 0:42 - 1:31 0:19 - 0:42 0:19 - 0:497 0:27 - 0:347

100/0 0:19 - 0:38 1:12 - 1:43 0:27 - 1:12 0:08 - 0:27 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:38 0:30 - 0:42 0:11 - 0:30 0:03 - 0:11
below -25 to -30.5 °C

100/0 0:19 - 0:38 0:19 - 0:27 0:06 - 0:19 0:02 - 0:06
(below -13 to -22.9 °F)
NOTES
CAUTIONS


DOW CHEMICAL UCAR™ ENDURANCE EG106
Freezing Fog
or Other6
Ice Crystals

100/0 1:35 - 2:24 2:05 - 2:40 1:01 - 2:05 0:30 - 1:01 0:53 - 1:31 0:38 - 0:57 0:15 - 1:31

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:24 - 2:32 1:39 - 2:05 0:49 - 1:39 0:23 - 0:49 0:42 - 1:247 0:34 - 0:537

100/0 0:23 - 0:49 1:20 - 1:43 0:38 - 1:20 0:19 - 0:38 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:49 1:08 - 1:27 0:30 - 1:08 0:15 - 0:30

100/0 0:23 - 0:49 1:01 - 1:20 0:30 - 1:01 0:15 - 0:30
(below -13 to -20.2 °F)
NOTES
CAUTIONS
• This table is for departure planning only and should be used in conjunction with pretakeoff check procedures


DOW CHEMICAL UCAR™ FLIGHTGUARD AD-49
Freezing Fog
or Other6
Ice Crystals

100/0 2:32 - 3:02 2:47 - 3:00 1:27 - 2:47 0:46 - 1:27 1:05 - 1:31 0:46 - 1:05 0:08 - 1:27

-3 °C and above
75/25 1:50 - 3:02 2:28 - 3:00 1:12 - 2:28 0:34 - 1:12 1:27 - 1:31 0:38 - 1:08 0:08 - 1:16
(27 °F and above)
50/50 0:19 - 0:38 0:30 - 0:34 0:19 - 0:30 0:11 - 0:19 0:11 - 0:23 0:08 - 0:11
below -3 to -14 °C 100/0 0:15 - 1:12 1:50 - 2:17 0:57 - 1:50 0:30 - 0:57 0:19 - 1:057 0:15 - 0:197
(below 27 to 7 °F) 75/25 0:23 - 0:53 1:46 - 2:13 0:49 - 1:46 0:23 - 0:49 0:11 - 0:497 0:11 - 0:197

100/0 0:19 - 0:30 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:19 - 0:30 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:19 - 0:30 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -14.8 °F)
NOTES
CAUTIONS


INLAND TECHNOLOGIES ECO-SHIELD®
Freezing Fog
or Other6
Ice Crystals

100/0 0:57 - 2:02 1:50 - 2:09 1:01 - 1:50 0:34 - 1:01 0:30 - 1:08 0:27 - 0:30 0:11 - 1:12

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:53 - 1:58 1:27 - 1:43 0:49 - 1:27 0:27 - 0:49 0:38 - 1:057 0:23 - 0:307

100/0 0:23 - 0:46 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:46 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -25.5 °C

100/0 0:23 - 0:46 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -13.9 °F)
NOTES
CAUTIONS


KILFROST ABC-S PLUS
Freezing Fog
or Other6
Ice Crystals

100/0 1:39 - 3:02 2:43 - 3:00 1:35 - 2:43 0:57 - 1:35 1:24 - 1:31 0:49 - 1:31 0:19 - 1:31

-3 °C and above
75/25 1:05 - 2:02 1:35 - 1:50 0:57 - 1:35 0:34 - 0:57 0:46 - 1:01 0:23 - 0:38 0:08 - 1:01
(27 °F and above)
50/50 0:23 - 0:42 0:46 - 0:53 0:23 - 0:46 0:11 - 0:23 0:11 - 0:30 0:11 - 0:15
below -3 to -14 °C 100/0 0:42 - 2:40 2:13 - 2:40 1:20 - 2:13 0:46 - 1:20 0:19 - 1:127 0:15 - 0:237
(below 27 to 7 °F) 75/25 0:34 - 1:24 1:20 - 1:31 0:46 - 1:20 0:27 - 0:46 0:15 - 0:537 0:11 - 0:197

100/0 0:30 - 0:46 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:30 - 0:46 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07

100/0 0:30 - 0:46 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -18.4 °F)
NOTES
CAUTIONS


LNT SOLUTIONS E450
Freezing Fog
or Other6
Ice Crystals

100/0 1:24 - 2:13 1:50 - 2:05 1:12 - 1:50 0:46 - 1:12 1:12 - 1:31 0:42 - 1:01 0:19 - 1:31

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 1:08 - 2:59 1:24 - 1:35 0:53 - 1:24 0:34 - 0:53 1:20 - 1:317 0:49 - 1:167
No holdover time
100/0 0:27 - 0:49 2:24 - 3:00 0:49 - 2:24 0:15 - 0:49
(below 7 to 0 °F)
below -18 to -22.5 °C

100/0 0:27 - 0:49 1:31 - 2:09 0:30 - 1:31 0:11 - 0:30
(below 0 to -8.5 °F)
NOTES
CAUTIONS


NEWAVE AEROCHEMICAL FCY 9311

Freezing Fog
or Other6
Ice Crystals

100/0 1:27 - 3:02 1:46 - 2:13 0:53 - 1:46 0:27 - 0:53 0:53 - 1:31 0:30 - 0:49 0:11 - 1:05
-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:27 - 1:35 1:12 - 1:31 0:38 - 1:12 0:19 - 0:38 0:27 - 1:017 0:15 - 0:277

100/0 0:23 - 0:42 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:42 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -29.5 °C

100/0 0:23 - 0:42 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -21.1 °F)
NOTES
CAUTIONS


OKSAYD DEFROST ECO 4
Freezing Fog
or Other6
Ice Crystals

100/0 1:08 - 2:02 1:54 - 2:24 0:57 - 1:54 0:27 - 0:57 0:49 - 1:08 0:30 - 0:49 0:11 - 0:53

-3 °C and above
(27 °F and above)
below -3 to -14 °C 100/0 0:42 - 1:58 1:35 - 1:58 0:46 - 1:35 0:23 - 0:46 0:38 - 1:017 0:27 - 0:387

100/0 0:23 - 0:38 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:38 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -25.5 °C

100/0 0:23 - 0:38 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -13.9 °F)
NOTES
CAUTIONS


SHAANXI CLEANWAY AVIATION CLEANSURFACE IV
Freezing Fog
or Other6
Ice Crystals

100/0 2:09 - 3:02 2:43 - 3:00 1:27 - 2:43 0:46 - 1:27 1:31 - 1:31 1:05 - 1:08 0:11 - 1:31

-3 °C and above
75/25 1:58 - 3:02 2:40 - 3:00 1:12 - 2:40 0:34 - 1:12 0:38 - 1:31 0:27 - 0:34 0:07 - 0:57
(27 °F and above)
50/50 0:49 - 1:50 1:16 - 1:46 0:30 - 1:16 0:11 - 0:30 0:19 - 0:38 0:11 - 0:15
below -3 to -14 °C 100/0 0:46 - 2:21 1:01 - 1:16 0:34 - 1:01 0:19 - 0:34 0:27 - 1:207 0:15 - 0:277
(below 27 to 7 °F) 75/25 0:38 - 1:27 1:16 - 1:39 0:34 - 1:16 0:15 - 0:34 0:23 - 1:017 0:19 - 0:307

100/0 0:23 - 0:38 0:30 - 0:38 0:15 - 0:30 0:05 - 0:15 No holdover time
(below 7 to 0 °F)
guidelines exist
100/0 0:23 - 0:38 0:15 - 0:19 0:07 - 0:15 0:02 - 0:07
below -25 to -28.5 °C

100/0 0:23 - 0:38 0:15 - 0:19 0:05 - 0:15 0:01 - 0:05
(below -13 to -19.3 °F)
NOTES
CAUTIONS

TABLE ADJ-38: ADJUSTED ALLOWANCE TIMES FOR

SAE TYPE III FLUIDS1
Precipitation Type
-5 °C and above Below -5 to -10 °C Below -10 °C2
Light Ice Pellets 8 minutes 8 minutes

Light Ice Pellets Mixed with Snow 8 minutes 8 minutes

Light Ice Pellets Mixed with Freezing Drizzle 5 minutes 4 minutes Caution:
No allowance
Light Ice Pellets Mixed with Freezing Rain 5 minutes 4 minutes times currently
exist
Moderate Ice Pellets (or Small Hail)4 4 minutes 4 minutes
THIS TABLE IS FOR USE WHEN FLAPS/SLATS ARE DEPLOYED PRIOR TO DE/ANTI-ICING. ALLOWANCE TIMES
HAVE BEEN ADJUSTED TO 76 PERCENT.
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied unheated on aircraft with rotation
speeds of 100 knots or greater.
3 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice
pellets mixed with freezing rain.
intensity is
reported with small hail, the ice pellet condition with the equivalent intensity can be used, e.g. if light
small hail is reported, the “light ice pellets” allowance times can be used. This also applies in mixed
conditions, e.g. if light small hail mixed with snow is reported, use the “light ice pellets mixed with
snow” allowance times.
CAUTIONS

TABLE ADJ-39: ADJUSTED ALLOWANCE TIMES FOR SAE TYPE IV

FLUIDS1
Precipitation Type
-5 °C and Below -5 Below -10 Below -16
above to -10 °C to -16 °C to -22 °C2
Light Ice Pellets 38 minutes 23 minutes 23 minutes3 23 minutes3
Light Ice Pellets Mixed with Snow 30 minutes 11 minutes 11 minutes3

Light Ice Pellets Mixed with Freezing Drizzle 19 minutes 8 minutes
Caution:
Light Ice Pellets Mixed with Freezing Rain 19 minutes 8 minutes No allowance times
currently exist
Moderate Ice Pellets (or Small Hail)5 19 minutes6 8 minutes 8 minutes3 8 minutes7
Moderate Ice Pellets (or Small Hail)5 Mixed with

8 minutes 5 minutes Caution:
Freezing Drizzle
No allowance times
Moderate Ice Pellets (or Small Hail)5 Mixed with currently exist
8 minutes8
Rain
THIS TABLE IS FOR USE WHEN FLAPS/SLATS ARE DEPLOYED PRIOR TO DE/ANTI-ICING. ALLOWANCE TIMES HAVE
BEEN ADJUSTED TO 76 PERCENT.
NOTES
1 These allowance times are for use with undiluted (100/0) fluids applied on aircraft with rotation speeds of 100
knots or greater. All Type IV fluids are propylene glycol based with the exception of CHEMCO ChemR EG IV,
Clariant Max Flight AVIA, Clariant Safewing EG IV NORTH, Dow EG106 and LNT E450, which are ethylene
glycol based.
3 No allowance times exist for propylene glycol (PG) fluids when used on aircraft with rotation speeds less than
115 knots. (For these aircraft, if the fluid type is not known, assume zero allowance time.)
4 No allowance times exist in this condition for temperatures below 0 °C; consider use of light ice pellets mixed
with light freezing rain.
intensity is reported with small hail, the ice pellet condition with the equivalent intensity can be used, e.g. if light
small hail is reported, the “light ice pellets” allowance times can be used. This also applies in mixed conditions,
e.g. if light small hail mixed with snow is reported, use the “light ice pellets mixed with snow” allowance times.
6 Allowance time is 14 minutes for propylene glycol (PG) fluids or when the fluid type is unknown.
7 No allowance times exist for propylene glycol (PG) fluids in this condition for temperatures below -16 °C.
8 No allowance times exist in this condition for temperatures below 0 °C.
CAUTIONS

APP 21 – COMAT
OPERATIONS MANUAL VOL. A Acceptance
APPENDIX 21 – COMAT ACCCEPTANCE


APP 21 – COMAT
OPERATIONS MANUAL VOL. A Acceptance


OPERATIONS MANUAL VOL. A APP 22 – IATA DGR Table
APPENDIX 22 – IATA DGR TABLE


OPERATIONS MANUAL VOL. A APP 22 – IATA DGR Table


APP 23 – Pre-Flight and Top
OPERATIONS MANUAL VOL. A of Descent Disinsection
Certificate
APPENDIX 23 – PREFLIGHT AND TOP OF DESCENT DISINSECTION CERTIFICATE

2
3
3
Pre-flight and Top of Descent Disinsection Certificate Filling Instructions

Certificate
Aircraft Registration
Please fill with actual Aircraft Registrasion, as example: PK-LAF.
Diisi dengan Registrasi Pesawat, contoh: PK-LAF
Port of Departure
Please fill with actual port of Departure, as example: DPS
Diisi dengan station keberangkatan, contoh: DPS
Aircraft Type

Please fill with aircraft type, as example: A320 or B737.

Diisi dengan tipe pesawat, contoh: A320 atau B737
1
Flight Number
Please fill with flight number, as example: ID7078
Diisi dengan flight number pesawat, contoh: ID7078
Date of Departure
Please fill with format dd-mm-yyyy, as example: 1 April 2017
Diisi dengan format dd-mm-yyyy, contoh: 1 April 2017
Series
Please fill with the series of aircraft, as example: 214 or 800/900ER
Size of Can Used

Please fill with the actual size of can, as example: 100gr or 150gr
Diisi sesuai dengan ukuran yang tertera pada kaleng.
Serial number of aerosol can be used

2 Please fill with the serial number of aerosol, located at the bottom of can.
Diisi dengan serial number yang tertera pada bagian bawah kaleng.
Signature
Please fill with the signature of cabin treatment.
Diisi dengan tanda tangan orang yang melakukan cabin disinsection procedures.
Full Name
Please fill with the full name of cabin treatment.
Diisi dengan nama lengkap orang yang melakukan cabin disinsection procedures.
3
Position
Please fill with the position of cabin treatment, as example: FA1
Diisi dengan posisi/jabatan orang yang melakukan cabin disinsection procedures.
Name of Organization
Please fill with the company name, as example: PT. Batik Air Indonesia
Diisi dengan nama perusahaan. Contoh: PT. Batik Air Indonesia

Certificate
Size of Can Used

4
Serial number of aerosol can be used
Please fill with the serial number of aerosol, located at the bottom of can.

Signature

Please fill with the signature of cabin treatment.
Diisi dengan tanda tangan orang yang melakukan cabin disinsection procedures.
5 Full Name
Please fill with the full name of cabin treatment.
Diisi dengan nama lengkap orang yang melakukan cabin disinsection procedures.
Position
Please fill with the position of cabin treatment, as example: FA1
Diisi dengan posisi/jabatan orang yang melakukan cabin disinsection procedures, contoh:
FA1.
Size of Can Used

6 Serial number of aerosol can be used
Please fill with the serial number of aerosol, located at the bottom of can.
Signature
Please fill with the signature of cargo hold treatment.
Diisi dengan tanda tangan orang yang melakukan cargo hold disinsection procedures
Full Name
Please fill with the full name of cargo hold treatment.
7 Diisi dengan nama lengkap orang yang melakukan cargo hold disinsection procedures
Position
Please fill with the position of cargo hold treatment, as example: Ramp staff
Diisi dengan posisi/jabatan orang yang melakukan cargo hold disinsection procedures

APP 24 – SATCOM ATS
OPERATIONS MANUAL VOL. A Numbers
APPENDIX 24 – SATCOM ATS

LIST OF SATCOM ATS NUMBERS:
COUNTRY CITY NO REMARKS
ADELAIDE TCU 450301 Adelaide Approach
BRISBANE CENTRE 450302 Brisbane ATC

AUSTRALIA MELBOURNE CENTRE 450303 Melbourne ATC
PERTH TCU 450304 Perth Terminal Control
SYDNEY TCU 450305 Sydney TCU
CHENGDU 441202 Chengdu ACC
KUNMING 441204 Kunming ATC
CHINA LANZHOU 441205 Lanzhou ACC
URUMQUI 441208 Urumqui ATC
HONG KONG 441299 Hong Kong ATC
BOMBAY (Mumbai) 441901
CALCUTTA 441902 Kolkata ACC
DELHI (East) 441903 Delhi ACC
MADRAS (Chennai) 441905 Chennai ACC

INDIA
AHMEDABAD 441906 Ahmedabad ACC
NAGPUR 441907 Nagpur ACC
TRIVANDRUM 441908 Trivandrum ACC
HYDERABAD 441909 Hyderabad ACC
KOTA KINABALU 453301 ATC / FIS

MALAYSIA
KUALA LUMPUR 453302 Kuala Lumpur ACC
MYANMAR YANGON 450601 Yangon ACC
SINGAPORE SINGAPORE 456301 Singapore ATC / HF

COUNTRY CITY NO REMARKS
COLOMBO 441701 Colombo ACC

SRILANKA
COLOMBO 441702 Colombo FIC
THAILAND BANGKOK 456702 Bangkok ACC


APPENDIX 25 – SATCOM COMMUNICATIONS
FAA APPROVED
AIRPLANE FLIGHT MANUAL SUPPLEMENT BOEING MODEL
737-700/-800/-900/-900ER SERIES WITH

FLIGHTLINK SYSTEM

AIRPLANE SERIAL NUMBER:
AIRPLANE REGISTRATION NUMBER:
This Supplement must be attached to the FAA approved Airplane Flight Manual for the aircraft
when a Flightlink System is installed in accordance with STC ST09865AC.
The information contained in this document supplements or supersedes the basic manual only in
those areas listed. For limitations, procedures, performance, and loading information not
contained in this supplement consult the basic Airplane Flight Manual.
Rev C Approval Date:

LOG OF REVISIONS
REV PAGE SUBJECT DATE APPROVAL
IR ALL Initial release of new supplement 06 SEP 2016 -

ALL Changed Audio Selector Panel (ASP) to
Audio Control Panel (ACP). Revised
phone number format on MCDU
Figures.

6 Section 3.1: Added P18-2 grid locations

for circuit breakers
8 Section 3.2.2: Added new Figure 3 and

NOTE for aircraft with inactive HF-2
systems. Re-numbered subsequent
figures.
9-10 Section 3.2.3: Revised Figure 3: MCDU

MENU Page. Added new Figure 5:
SATCOM MENU Page.
A 11 Section 3.2.6: Updated description of 10 NOV 2016 Matt Crouch

phone number format requirements.
Added HF/SAT and ACP configuration
steps to Table 3.
13-14 Section 3.2.7: Updated Table 4

incoming call steps and options.
Updated Figure 9 to remove incoming
call prompt.
14 Section 3.2.8: Added further description

about MCDU CALL light.
15 Section 3.3: Deleted NOTE before

Table 5. Added HF/SAT and ACP
configuration steps to Table 5.
16 Section 3.4: Re-named Figure 13.

Revised per ECN-L2-16-B107-1108.
1 Changed document number in page

B 10 JAN 2017 Jim Grigg
header to 3170-B107-AFM. Changed
FAA project number to FAA STC
number.

REV PAGE SUBJECT DATE APPROVAL

Revised per ECN-L2-16-B107-1111.
ALL Replace “Single HF/SAT Select

Panel” with “HF/SAT Select Panel”
where appropriate.

1 Updated signature line to be

generic.
C 5–6 Clarify contents regarding the 29 MAR 2017 Jim Grigg

difference between Iridium network
and FlightLink System.
7 Section 3.2.1: Revised Section title.
8 Section 3.2.2: Revised Section title.

Added information about the Dual
HF/SAT Select Panel. Added new
Figures 4 and 5.

TABLE OF CONTENTS
GENERAL ............................................................................................................................................. 6
FUNCTIONAL OVERVIEW ................................................................................................................... 6
SECTION 1 – CERTIFICATE LIMITATIONS ......................................................................................... 7
SECTION 2 – NON-NORMAL PROCEDURES ..................................................................................... 7
SECTION 3 – NORMAL PROCEDURES .............................................................................................. 7
3.1 CIRCUIT BREAKERS ............................................................................................................... 7
3.2 VOICE INTERFACE .................................................................................................................. 7

3.2.1 AUDIO CONTROL PANEL........................................................................................................ 8

3.2.2 HF/SAT SELECT PANEL .......................................................................................................... 9
3.2.3 MCDU SATCOM PAGE ......................................................................................................... 11
3.2.4 CHANNEL STATUS FIELD .................................................................................................... 13
3.2.5 LINE SELECT KEY (LSK) FUNCTIONS ................................................................................ 13
3.2.6 MAKING A CALL ................................................................................................................... 14
3.2.7 INCOMING CALL ................................................................................................................... 16
3.2.8 MCDU CALL ANNUNCIATION .............................................................................................. 18
3.3 THE SATCOM DIRECTORY PAGE ....................................................................................... 19
3.4 THE SATCOM CALL HISTORY PAGE .................................................................................. 20
SECTION 4 – PERFORMANCE .......................................................................................................... 20

TABLE OF FIGURES
Figure 1: ACP with Dual HF/SAT Nomenclature. Panel representation is typical. .. 8

Figure 2: Single HF/SAT Select Panel ........................................................................ 9
Figure 3: Single HF/SAT Select Panel with HF-2 INOP ............................................ 10
Figure 4: Dual HF/SAT Select Panel with HF/SAT-1 INOP ....................................... 10

Figure 5: Dual HF/SAT Select Panel with HF/SAT-1 and HF-2 INOP ....................... 10

Figure 6: MCDU MENU Page ..................................................................................... 11
Figure 7: SATCOM MENU Page ................................................................................ 12
Figure 8: SATCOM CALL Menu Page ....................................................................... 12
Figure 9: Outgoing Call, Scratchpad ........................................................................ 15
Figure 10: Outgoing Call ........................................................................................... 15
Figure 11: Outgoing Call, .......................................................................................... 16
Figure 12: Outgoing Call, .......................................................................................... 16
Figure 13: Incoming Call ........................................................................................... 17
Figure 14: Incoming Call Active ................................................................................ 17
Figure 15: SATCOM Directory Page, Incoming Call Example ................................. 18
Figure 16: SATCOM Directory Page ......................................................................... 19
Figure 17: SATCOM CALL HISTORY Page ............................................................... 20
TABLE OF TABLES
Table 1: SATCOM CALL Page Fields ........................................................................ 13

Table 2: LINE SELECT KEY Functions ..................................................................... 13
Table 3: Making a Call ............................................................................................... 15
Table 4: Answering a Call.......................................................................................... 17
Table 5: Accessing the SATCOM Directory ............................................................. 19
Table 6: Accessing the SATCOM Call History ......................................................... 20

SECTION 1 – CERTIFICATE LIMITATIONS
The Federal Aviation Administration (FAA) has approved the FlightLink System as installed. However, the FlightLink
System approval does not include operational approval for Required Air Traffic Services (ATS) communications. The
FlightLink System shall be used as a supplemental communication system only. It is not intended to replace the
functions of required HF or VHF communication systems.
SECTION 2 – NON-NORMAL PROCEDURES
If the FlightLink system fails, or in any way interferes with required aircraft systems, pull the FLIGHTLINK circuit

breaker located on the P18-2 Circuit Breaker Panel located behind the Captain’s seat as required. If a TAMDAR

6000C is installed, pull the TAMDAR HEATER and TAMDAR SENSOR circuit breakers that are installed below the
FLIGHTLINK circuit breaker on the P18-2 Circuit Breaker Panel.
SECTION 3 – NORMAL PROCEDURES
The operating procedures contained in this supplement have been developed by the manufacturer for use in the
operation of this system. These procedures are for guidance only in identifying acceptable operating procedures.
3.1 CIRCUIT BREAKERS

The FlightLink receives power from the Bus 1, Section 1, 28 VDC bus. The TAMDAR SENSOR and TAMDAR HEATER
receive power from the Bus 2, Section 1, 28 VDC Bus.
The circuit breakers for the equipment are located on the P18-2 Circuit Breaker Panel behind the Captain’s seat
and are labeled as follows:
CB Num)ber Rating Label Grid Location:

C9025 3 AMP FLIGHTLINK D14
C9026 15 AMP TAMDAR HEATER E14 (OPTIONAL)
C9027 1 AMP TAMDAR SENSOR E15 (OPTIONAL)
3.2 VOICE INTERFACE

The crew uses the MCDUs and ACPs to control the voice mode of the FlightLink System. The MCDUs are used to
manage calls, i.e. dial a number, answer a call, end a call, and obtain call/system status. SATCOM CALL access is
available via the <VOICE CALL selection on the SATCOM MENU page.
See Section 3.2.1 for detailed operation of the ACP interface with the FlightLink System.
With the HF/SAT Select Panel installed, the SAT position must be selected on this panel to direct FlightLink System
(SAT) audio to the designated HF/SAT position on the ACP.
The flight crew can answer an incoming call when alerted by a single audio chime (same as SELCAL) in the flight
compartment and CALL light annunciator on the MDCU (only when the MCDU is not currently displaying the
SATCOM MENU). The ACP has been re-configured to be utilized for HF-2 or SAT audio because the ACP does not
have built-in SAT ports. Also, because the ACP does not have built-in SELCAL annunciators dedicated to SAT, the
SAT call is annunciated on the HF/SAT Select Panel. See Section 3.2.2 for more information on the HF/SAT audio
select panel and the built in call annunciation.
When a PTT switch is pushed, the microphone audio and PTT signals go to the system selected (either HF or SAT)
via the selector switch on the HF/SAT audio panel.

If required, push the MIC Selector switch on the ACP (push-on, push-off) to listen to HF-2 or SAT system audio.
Vary the knob to adjust the volume.
When the call connects, push the PTT switch and speak into the microphone. The PTT switch does not need to be
released to listen to the call.
To end a call:
 Use MCDU SATCOM CALL page. See Section 3.2.5 for more information.

3.2.1 AUDIO CONTROL PANEL

The Captain’s, FO’s, and observer’s (if installed) audio control panels HF switches have been re-labeled for HF or
SAT selection. See Figure 1.
The call is terminated via the MCDU SATCOM CALL page. See Section 3.2.5 for more information.
HF/SAT Legend
Figure 1: ACP with Dual HF/SAT Nomenclature. Panel representation is typical.

3.2.2. HF/SAT SELECT PANEL

A Single HF/SAT Select Panel, as shown in Figure 2, is installed on aircraft that have active HF-2 systems,
no SATCOM position available on the ACPs, and wish to retain HF-2 system functionality along with the
new FlightLink System installation. This panel provides switching capability between the FlightLink System
audio and the HF-2 audio, and is typically installed in the P8 Aisle Stand.
For aircraft configurations where a Dual HF/SAT Select Panel is installed, the HF/SAT-1 and CALL/FAIL-1
functionality is labeled as “INOP” to support the FlightLink System installation. This configuration is shown
in Figure 4.

The HF/SAT Select Panel SAT-2 CALL light indicates CALL status: light ON for an incoming and outgoing
calls and will stay ON until the call is terminated.
NOTE: The amber SAT-2 FAIL light on the HF/SAT Select Panel shown in Figure 2 – Figure 5, is provisioned
for future expansion. This legend will annunciate on Press-To-Test only and is not otherwise visible to the
flight deck.
NOTE: For aircraft with inactive HF-2 systems, a placard displaying “INOP” will be installed over the HF portion
of the HF/SAT Selector Switch, as shown in Figure 3 and Figure 5.
SAT CALL/FAIL
HF/SAT Selector Switch Annunciator
Figure 2: Single HF/SAT Select Panel

HF-2 System INOP

Placard
SAT CALL/FAIL

Annunciator

HF/SAT Selector Switch
Figure 3: Single HF/SAT Select Panel with HF-2 INOP
HF/SAT-1 INOP Placard CALL/FAIL-1 INOP Placard
INOP INOP
HF/SAT Selector Switches SAT CALL/FAIL

Annunciators
Figure 4: Dual HF/SAT Select Panel with HF/SAT-1 INOP


HF/SAT Selector Switches SAT CALL/FAIL
Annunciators
Figure 5: Dual HF/SAT Select Panel with HF/SAT-1 and HF-2 INOP

3.2.1. MCDU SATCOM PAGE

This section describes the operations of the FlightLink System via the Multi-Purpose Control Display Unit (MCDU)
terminals, including how to make a voice call, answer a call, and monitor the SATCOM availability status.
The MCDU interface will be required to initiate calls as there is no other dial pad or directory interface available.
NOTE: The following screens may not directly represent your system. Details such as specific Line Select Keys
represent a typical condition only.
To select the SATCOM MENU page, first push the MENU key on the MCDU to display the main MENU page.

Figure 6: MCDU MENU Page
As shown in Figure 6, select <SATCOM line select key to display the SATCOM MENU page as represented in Figure 7.
Select the <VOICE CALL line select key to display the SATCOM CALL page as represented in Figure 8. This page is used
by the flight crew to control the satellite communications system for placing calls, answering calls, ending calls and
determining channel statuses.
SAT line indicates the channel status, e.g. READY, DIALING, RINGING, ACTIVE, CALL FAIL, INCOMING, UNAVAILABLE
and CALL ENDED.


Figure 7: SATCOM MENU Page
Status
Line Select Key
Access to the Call Access to the

History Page Directory
Figure 8: SATCOM CALL Menu Page

3.2.2. CHANNEL STATUS FIELD
The Channel status field can have values as follows:
CHANNEL STATUS FUNCTION DEFINITION
The SAT Channel is registered onto the Network and is

READY
available for making a voice call
DIALING FlightLink is processing the call

The call has been passed through to the ground telephone

RINGING network, is ringing, and is waiting for the remote party to pick
up
The placed call was answered and the call is
ACTIVE
answered/active
CALL FAIL The call has failed
INCOMING Incoming Call – Awaiting flight crew ANSWER
UNAVAILABLE The SAT Channel is not available; insufficient signal level
CALL ENDED The call has been terminated
NOTE: DIALING and CALL ENDED can clear quickly to go to next phone status stage.
Table 1: SATCOM CALL Page Fields
3.2.3. LINE SELECT KEY (LSK) FUNCTIONS
The LSKs are multi-function buttons depending on SATCOM CALL menu statuses.
LINE SELECT KEY FUNCTION DEFINITION

<MAKE CALL Make a call to the dialed Phone Number displayed below the LSK
text
<CLR STATUS Clear the CALL FAIL Channel Status
<ANSWER Answer Incoming Call
<END CALL Terminate current active call
<REJECT Rejects current incoming call
<MANUAL ENTRY Make a call to the dialed Phone Number displayed below the LSK
text
Table 2: LINE SELECT KEY Functions

3.2.4. MAKING A CALL
SATCOM calls can be made by dialing numbers from the SATCOM DIRECTORY or by dialing numbers manually. For
more information on dialing numbers from the SATCOM DIRECTORY, see Section 3.3.
Manual dialing is enabled for phone numbers of the format 00YYXXXXXXXXXX, where YY is the country code and
XXXXXXXXXX is the phone number including area code. For example, a valid phone number is 0015125551234, where
“1” is the country code for the United States of America and “5125551234” is the phone number.

To make a call:

STEP DESCRIPTION
1 On the HF/SAT Select Panel switch to the SAT-2 position.
On the ACP, set the mic identified by the HF-2/SAT-2 and volume
2
control to mid-level.
Push the <SATCOM LSK on the MCDU Main Menu to access the
3 SATCOM MENU page. On the MCDU SATCOM MENU page, push the
<VOICE CALL LSK to access the SATCOM CALL page.
4 SAT channel status is READY.
Using the scratchpad on the MCDU display, dial a phone number using
5 00YYXXXXXXXXXX, where YY is the country code and XXXXXXXXXX
is the phone number including area code.
<MAKE CALL LSK changes to <MANUAL ENTRY after a number has

6
been manually entered into the scratchpad.
7 Push the <MANUAL ENTRY LSK to initiate the call.
8 SAT channel status on the MCDU changes from READY to RINGING.
When speaking, depress the Push to Talk (PTT) switch on the yoke.
9 When interfaced to ACPs, the FlightLink System as installed operates
similar to a two-way radio.
The SAT channel status on the MCDU changes from RINGING to

10
ACTIVE.
11 The SAT-2 CALL light will be illuminated on the HF/SAT Select Panel.
12 Clear two-way communication is established.

STEP DESCRIPTION
13 The <MAKE CALL prompt on the MCDU changes to <END CALL.
Upon completion of the call, to terminate, press the <END CALL LSK
14
on the MCDU.
15 The SAT-2 CALL light is extinguished on the HF/SAT Select Panel.

16 The <END CALL prompt on the MCDU changes to <MAKE CALL.
The SAT channel status changes from ACTIVE to CALL ENDED to

17
READY.
Table 3: Making a Call
Scratchpad
Figure 9: Outgoing Call, Scratchpad Figure 10: Outgoing Call

Enter Number in Scratchpad Press <Manual Entry


Figure 11: Outgoing Call, Figure 12: Outgoing Call,
Status Is Ringing Call Is Answered
3.2.5. INCOMING CALL
To answer a call:
STEP DESCRIPTION
On the ACP, set the mic identified by the HF-2/SAT-2 and volume control to
2
mid-level.
3 The SELCAL chime will be heard.
4 The SAT-2 CALL light will be illuminated on the HF/SAT Select Panel.
The CALL light on the left annunciator block of the MCDU is illuminated.
NOTE: The CALL light on the MCDU only illuminates when the user is on a
5
screen other than the SATCOM menu. If the user is within the SATCOM
menu structure, INCOMING CALL* will be displayed in the lower right
corner of the screen.
Select the MAIN MENU button on the MCDU. (REQ) is displayed next to
6
<SATCOM on the Main Menu page.
7 Select <SATCOM on the MCDU to display the SATCOM MENU page.
Select <VOICE CALL to display the SATCOM CALL page. The SAT
8
channel status changes from READY to INCOMING on the MCDU.

STEP DESCRIPTION
Press the <ANSWER LSK on the MCDU. The SAT channel status on the
MCDU changes from INCOMING to ANSWERED to ACTIVE.
NOTE: Before answering the call, the <REJECT prompt will appear beneath
the <ANSWER prompt. A call may be rejected by pressing the <REJECT
LSK.
9
NOTE: While displaying MCDU menu page SATCOM MENU, SATCOM

CALL, SATCOM CALL HISTORY or SATCOM DIRECTORY, an incoming

call will be annunciated with INCOMING CALL* displayed in the lower right
corner of the screen. Press the INCOMING CALL* LSK to return to the
SATCOM CALL menu. Answer or reject the incoming call using the
appropriate LSK.
Table 4: Answering a Call
Figure 13: Incoming Call Figure 14: Incoming Call Active


Figure 15: SATCOM Directory Page, Incoming Call Example
3.2.6. MCDU CALL ANNUNCIATION
SATCOM Call Annunciation alerts MCDU users that there is an incoming call. The FlightLink communicates with
the MCDU, per the ARINC 739A specification, for Inactive System Call Annunciation. The MCDU will light up the
CALL light, where equipped, and display REQ next to the <SATCOM option on the MCDU Main Menu page.
NOTE: The CALL light is physically located on the MCDU front panel and is not the same as a CALL light on ACPs
with integrated SELCAL functionality or the CALL light on the HF/SAT audio switching panel.

3.3 THE SATCOM DIRECTORY PAGE

Figure 16: SATCOM Directory Page
The FlightLink supports directory dialing. The following section details using the directory in its default hierarchy. The
directories within the transceiver are customizable, flexible and, allow users to modify any or all of the entries as
needed.
To access the SATCOM Directory Page:
STEP DESCRIPTION
On the ACP, set the mic identified by the HF-2/SAT-2 and volume
2
control to mid-level.
3 Press the DIRECTORY> LSK on the SATCOM CALL page.
Press the NEXT PAGE button until the desired number or department is
4
located.
Select the directory phone number desired by pressing the LSK

5
associated with that phone number.
The page shown on the MCDU will change from SATCOM

6
DIRECTORY to SATCOM CALL.
The phone number selected from the directory now appears on the
7 SATCOM CALL page with the LSK <MAKE CALL shown directly
above it.
Select the <MAKE CALL LSK to initiate a phone call to the selected
8
directory phone number.
Table 5: Accessing the SATCOM Directory

APP 25 – SATCOM
3.4 THE SATCOM CALL HISTORY PAGE

Figure 17: SATCOM CALL HISTORY Page
The HISTORY page shows recent incoming or outgoing calls. Pressing any of the LSKs associated with the
number dialed will return the MCDU to the SATCOM CALL page. The number in the scratchpad area is
queued and ready for placing a call.
To access the SATCOM Call History Page:

STEP DESCRIPTION
To view the call history, navigate to the SATCOM CALL HISTORY

1
page by pressing the <HISTORY LSK on the SATCOM CALL page.
Table 6: Accessing the SATCOM Call History SECTION 4 – PERFORMANCE
SECTION 4 - PERFORMANCE
No change to basic Airplane Flight Manual.

OPERATIONS MANUAL VOL. A APP 26 – PIC Transit Check
APPENDIX 26 – PIC TRANSIT CHECK
INSTRUCTIONS
1. THIS TASKCARD MUST BE REFFERED TO WHEN PERFORMING A TRANSIT CHECK BY

PILOT IN COMMAND
2. CERTIFICATION OF THIS TRANSIT CHECK SHALL BE IN THE FUEL AND OIL LOG BY THE
APPROPRIATE PILOT (SIGN AND ANNOTATE ATPL NO.)
3. THIS TRANSIT CHECK IS TO BE CARRIED OUT DURING ALL A320 TRANSITS.

4. THIS TRANSIT CHECK BY PILOT IN COMMAND CAN ONLY BE CARRIED OUT AT
SECTORS LISTED BELOW, EXCEPT FOR DIVERSION DUE TO WEATHER AND NON

TECHNICAL, APPLICABLE TO ALL SECTORS
5. IF ANY DAMAGE FOUND, CONTACT MCC (+628111629586)
4.1 TRANSIT WITHOUT REFUELLING 4.2 TRANSIT WITH REFUELLING
TBA TBA
5.3 ENGINE OIL QUANTITY INDICATING SYSTEM IS SERVICEABLE

5.4 DOORS WARNING AND INDICATING SYSTEM IS SERVICEABLE
5.5 AIRCRAFT PRESSURE REFUELLING WITH AUTOMATIC CONTROL (AUTO REFUELLING) SYSTEM IS
SERVICEABLE

A320 MAINTENANCE SCHEDULE TRANSIT TASKCARD BY

PILOT IN COMMAND
DIAG ITEM DESCRIPTION RESPONSIBILITY
1.0 ARRIVAL
1.1 Prepare area for aircraft arrival with necessary personnel and
equipment available, observing all the safety precautions.

Ensure area is clean and free from foreign objects

(Ground Operations Manual Chapter 4.1 Arrival and Departure
Procedure & Ground Operations Manual Chapter 4.5.2 Aircraft
Parking Area Inspection)
1.2 Install the wheel chocks, forward and aft of nose wheels
(Ground Operations Manual Chapter 4.2 Chocks and Safety
3 RAMP HANDLER
Cones & Ground Operations Manual Chapter 4.5 Ramp
Activity)
1.3 If transit
Install the exceeds four gear
nose landing hours, chock
ground both
lock nose
safety pinwheels
(if and
outboard
aircraft main is
towing wheels fore and aft
required)
3
(Ground Operations Manual Chapter 4.5.1.2 Parking RAMP
Handling Procedures)
1.4 If aircraft towing is required, place the towing lever in the
3 “towing position” and install Steering Bypass Pin.
(Ground Operations Manual Chapter 4.3.8 Push Back)
1.5 Review the Notices to Crew, Maintenance Report and Cabin
Condition Log.
PILOT IN COMMAND
1.6 Monitoring ECAM ENG OIL QTY LOW LEVEL advisory is not
Z210 activated.
2.0 EXTERNAL CHECKS
Do an aircraft walk around and check the fuselage, wings and
empennage inclusive of probes and ports to make sure there
is no:
 Impact/Damage, Foreign Objects, Fluid leakage,
 Missing or loose parts,
 Missing overpressure discharge discs,
ALL 2.1  Damage of the fuselage tail skin by ground contact PILOT IN COMMAND
during take off
 Obstruction of inlets/outlets, and probes/ports which
may have occurred during last flight cycle
If necessary, where snow or ice condition exists, ensure aircraft
exterior especially control surfaces and engine intakes are free
from ice and snow.


PILOT IN COMMAND

4.0 REFUELLING
Do the check of the engines and make sure:
 There is no damage on the air intake and the fan
blades,
7,8,19,  There is no foreign objects in the engines intake,
2.2

20  There is no fluid leakage on the drain mast,
 The cowl doors are correctly close and latched,

 There is damage or metal deposit at the turbine
exhaust, inclusive of LPT blades, nozzle and plug. PILOT IN COMMAND
Do a check of the landing gears and make sure:

 The NLG and MLG shock absorber shows normal
extension,
3,11,16 2.3
 Tires: no abnormal wear, no obvious damage and/or
obvious signs of under-inflation,
 There is no hydraulic fluid leakage on the brake units.
3.0 PASSENGER COMPARTMENT
Z220 to Make sure that the passenger compartment including lavatories
3.1 PILOT IN COMMAND
Z260 and galleys are in clean and presentable condition.
Make sure that a fuel sampling for water contamination check is
done to the fuel in the fuel tank / pump unit.
Make sure and fuel tanker/pump unit are grounded and
4.2
electrically bonded together correctly.
4.3 Perform test on the refuel panel.
4.5 .Refuel aircraft up to the required dispatch quantity.
PILOT IN COMMAND
4.6 Make sure that the refuel coupling caps are in place and
secured.
4.7 Record uplift/content in the aircraft Transit Check & Fuel/Oil

Record Log.
5.0 WATER/WASTE SERVICING
In freezing conditions, observe the cold weather
5.1 maintenance.
AMM 12-31-00
Service the potable water system as necessary (after PILOT IN COMMAND
15 5.2
servicing ensure area is dry and no leak).
Service the toilet waste tank as necessary (after servicing

12 5.3
ensure area is dry and no leak).


PILOT IN COMMAND

6.0 DEPARTURE ITEMS
Ensure that the protective covers are removed from the
6.1
aircraft (If installed).
Check the Aircraft Flight and Maintenance Log (AFML) and
6.2 Cabin Maintenance Log are on board, and certify in Fuel and Oil

Log that a transit check has been carried out. PILOT IN COMMAND

6.3 Ensure landing gear lock pins are removed, if installed
Do A Final Walk Around

Note: Any damage found contact MCC.
 Make sure that no damage has been caused by ground
ALL 6.4 equipment during baggage loading and/or servicing.
PILOT IN COMMAND
 Make sure that all cabin doors (except door 1L), cargo
compartment doors and service panel doors are
correctly close and secured.
Ensure that all the service and passenger doors are closed
and secured (internal inspection). CABIN CREW
6.5
(SEP Manual Chapter 1.1.2 Normal Cockpit & Cabin Signal)
If external power has been used, de-energized GPU and PILOT IN COMMAND
6.6 instruct the ground crew for disconnection.
Make sure that the aircraft surrounding area is clear for
dispatch.
6.7
(Ground Operations Manual Chapter 4.1.2 , 4.5.2.2 & 4.5.3)
RAMP HANDLER
Remove the wheel chocks.
6.8 (Ground Operations Manual Chapter 4.2 Chocks and Safety
Cones)
CAUTION: DISCONNECT THE TOW BAR BEFORE YOU
REMOVE TOWING LEVER SAFETY PIN. THIS
PREVENT DAMAGE TO SYSTEM.
After aircraft towing or pushback, ensure the towing safety pin RAMP HANDLER
6.9 is removed and towing lever is in the normal (spring loaded)
position
Confirm with the ground crew that the aircraft is ready for PILOT IN COMMAND
6.10 dispatch
*****end*****

EXTERNAL WALK AROUND DIAGRAM


PILOT DETAILS
Name: Staff No.
ATPL No. ATPL Expiry Date:
TRAINING DETAILS
Course date: Instructor: LOA:
ON – JOB – TRAINING

Item Instructor’s
Subject Pilot’s signature

No. signature
1. Engine oil levels on the oil tanks sight gages
2. Engines and Pylons inspection
a. Engine cowlings, access panels, drains / masts,
blow out doors and latches
b. Engine inlet cowl, nose dome and visible fan
blades and engine air intake.
c. Engine thrust reversers, vortex generators,
exhaust tail plug, turbine exhaust and LPT
blades.
3. Walk around inspection of fuselage, empennage and
wings.
a. Radome, fuselage access / service panels,
hatches, cabin windows, static ports, TAT and pitot
static ports, angle of attack sensors, antennas,
drain and drain mast.
b. Oxygen discharge indicator disc (green) intact.
c. Landing gears, wheels, tyres, wheels wells, doors
and seals.
d. Ram air inlets/exhaust louvers, pressurization
relief and cabin pressure outflow valve
e. Visible portion of vertical fin and rudder horizontal
stabilizer, elevators and static dischargers.
f. APU inlet and exhaust.
g. APU fire extinguisher system discharge and
thermal relief indicator disc
h. Wing lower surface, wing tips, tank vents, static
discharges, and flight control surface
i. Forward lavatory service panel
j. Lower lobe cargo compartment’s liner and tapes.
k. Fuel dipsticks, servicing and inspection panel, and
air intakes
l. Landing gear lock pins
4 Servicing
Potable water
Toilet system

Item Instructor’s
Subject Pilot’s signature
No. signature
Refueling (IF APPLICABLE)
a. Fuel sampling for water contamination
check
b. Fuel tanker/pump unit grounding and
5 electrical bounding
c. Test on the refuel panel.
d. Refuel coupling caps security check.
Record uplift/content in the aircraft Transit Check &

Fuel Oil Log.

Note:
The A320 “Transit Check by Pilot in Command” TASKCARD shall be referred to throughout the On-Job
Training
QC COMPETENCY ASSESTMENT
QC Name: Date:
Signature:
Satisfactory Unsatisfactory
*Tick box as applicable
CONTINUOUS TRAINING RECORD

No Training Date Instructor’s Signature / LOA Next Due Date

INSTRUCTIONS
1. THIS TASKCARD MUST BE REFFERED TO WHEN PERFORMING A TRANSIT CHECK BY

PILOT IN COMMAND
2. CERTIFICATION OF THIS TRANSIT CHECK SHALL BE IN THE FUEL AND OIL LOG BY THE
APPROPRIATE PILOT (SIGN AND ANNOTATE ATPL NO.)
3. THIS TRANSIT CHECK IS TO BE CARRIED OUT DURING ALL B737NG TRANSITS.
4. THIS TRANSIT CHECK BY PILOT IN COMMAND CAN ONLY BE CARRIED OUT AT SECTORS
LISTED BELOW, EXCEPT FOR DIVERSION DUE TO WEATHER AND NON TECHNICAL,

APPLICABLE TO ALL SECTORS
5. IF ANY DAMAGE FOUND, CONTACT MCC (+628111629586)

4.1 TRANSIT WITHOUT REFUELLING 4.2 TRANSIT WITH REFUELLING
TBA TBA
5.1. ENGINE OIL QUANTITY INDICATING SYSTEM IS SERVICEABLE

5.2. DOORS WARNING AND INDICATING SYSTEM IS SERVICEABLE
5.3. AIRCRAFT PRESSURE REFUELLING WITH AUTOMATIC CONTROL (AUTO REFUELLING)
SYSTEM IS SERVICEABLE

B737NG MAINTENANCE SCHEDULE TRANSIT TASKCARD BY

PILOT IN COMMAND
1.0 ARRIVAL

1.1 Prepare area for aircraft arrival with necessary personnel
and equipment available, observing all the safety

precautions. Ensure area is clean and free from foreign
objects
(Ground Operations Manual Chapter 4.1 Arrival and
Departure Procedure & Ground Operations Manual Chapter
4.5.2 Aircraft Parking Area Inspection)
3 1.2 Install the wheel chocks, forward and aft of nose wheels
(Ground Operations Manual Chapter 4.2 Chocks and Safety
Cones & Ground Operations Manual Chapter 4.5 Ramp
Activity) RAMP HANDLER
If transit exceeds four hours, chock both nose wheels and
outboard main wheels fore and aft
3 1.3 Install the nose landing gear ground lock safety pin (if
aircraft towing is required)
(Ground Operations Manual Chapter 4.5.1.2 Parking RAMP
Handling Procedures)
3 1.4 If aircraft towing is required, place the towing lever in the
“towing position” and install Steering Bypass Pin.
1.5 Review the Notices to Crew, Maintenance Report and
Cabin Condition Log.
Z210 1.6 Monitoring ECAM ENG OIL QTY LOW LEVEL advisory is
not activated.
PILOT IN COMMAND


PILOT IN COMMAND

2.0 EXTERNAL CHECKS
ALL 2.1 Do an aircraft walk around and check the fuselage, wings and
empennage inclusive of probes and ports to make sure there

is no:
 Impact/Damage, Foreign Objects, Fluid leakage,

 Missing or loose parts,
 Missing overpressure discharge discs,
 Damage of the fuselage tail skin by ground contact
during take off PILOT IN COMMAND
 Obstruction of inlets/outlets, and probes/ports which
may have occurred during last flight cycle
If necessary, where snow or ice condition exists,
ensure aircraft exterior especially control surfaces and
engine intakes are free from ice and snow.
7,8,19,20 2.2 Do the check of the engines and make sure:

 There is no damage on the air intake and the fan
blades,
 There is no foreign objects in the engines intake,
 There is no fluid leakage on the drain mast,
 The cowl doors are correctly close and latched,
 There is damage or metal deposit at the turbine
exhaust, inclusive of LPT blades, nozzle and plug.
3,11,16 2.3 Do a check of the landing gears and make sure:

PILOT IN COMMAND
 The NLG and MLG shock absorber shows normal
extension,
 Tires: no abnormal wear, no obvious damage and/or
obvious signs of under-inflation,
 There is no hydraulic fluid leakage on the brake units.
3.0 PASSENGER COMPARTMENT

Z220 to 3.1 Make sure that the passenger compartment including
Z260 lavatories and galleys are in clean and presentable condition.
PILOT IN COMMAND

B737NG / B737 NG MAINTENANCE SCHEDULE TRANSIT

TASKCARD BY PILOT IN COMMAND

4.0 REFUELLING
Make sure that a fuel sampling for water contamination check
is done to the fuel in the fuel tank / pump unit.

Make sure and fuel tanker/pump unit are grounded and
4.2 electrically bonded together correctly.
Perform test on the refuel panel.

4.3
4.5 .Refuel aircraft up to the required dispatch quantity. PILOT IN COMMAND
Make sure that the refuel coupling caps are in place and
4.6
secured.
Record uplift/content in the aircraft Transit Check & Fuel/Oil

4.7
Record Log.
5.0 WATER/WASTE SERVICING
In freezing conditions, observe the cold weather

5.1 maintenance.
AMM 12-31-00
Service the potable water system as necessary (after PILOT IN COMMAND

15 5.2
servicing ensure area is dry and no leak).
Service the toilet waste tank as necessary (after servicing

12 5.3
ensure area is dry and no leak).


PILOT IN COMMAND

6.0 DEPARTURE ITEMS
Ensure that the protective covers are removed from the
6.1 aircraft (If installed).

Check the Aircraft Flight and Maintenance Log (AFML) and

6.2 Cabin Maintenance Log are on board, and certify in Fuel and
Oil Log that a transit check has been carried out. PILOT IN COMMAND
6.3 Ensure landing gear lock pins are removed, if installed
Do A Final Walk Around

ALL 6.4
Note: Any damage found contact MCC.
 Make sure that no damage has been caused by ground
equipment during baggage loading and/or servicing.
PILOT IN COMMAND
 Make sure that all cabin doors (except door 1L), cargo
compartment doors and service panel doors are
correctly close and secured.
Ensure that all the service and passenger doors are closed
6.5 and secured (internal inspection). CABIN CREW
(SEP Manual Chapter 1.1.2 Normal Cockpit & Cabin Signal)
If external power has been used, de-energized GPU and
instruct the ground crew for disconnection.
Make sure that the aircraft surrounding area is clear for
6.7 dispatch.
(Ground Operations Manual Chapter 4.1.2 , 4.5.2.2 & 4.5.3)
RAMP HANDLER
Remove the wheel chocks.
6.8 (Ground Operations Manual Chapter 4.2 Chocks and Safety
Cones)
CAUTION: DISCONNECT THE TOW BAR BEFORE YOU
REMOVE TOWING LEVER SAFETY PIN. THIS
PREVENT DAMAGE TO SYSTEM.
6.9 After aircraft towing or pushback, ensure the towing safety pin RAMP HANDLER
is removed and towing lever is in the normal
(spring loaded) position
Confirm with the ground crew that the aircraft is ready for
dispatch
*****end*****



B737NG TRANSIT CHECK BY PILOT IN COMMAND QUALIFYING FORM
PILOT DETAILS
Name: Staff No.
ATPL No. ATPL Expiry Date:

TRAINING DETAILS
Course date: Instructor: LOA
ON – JOB – TRAINING
Item Subject Pilot’s Instructor’s
No. signature signature
1. Engine oil levels on the oil tanks sight gages
2. Engines and Pylons inspection

a. Engine cowlings, access panels, drains /
masts, blow out doors and latches
b. Engine inlet cowl, nose dome and visible fan
blades and engine air intake.
c. Engine thrust reversers, vortex generators,
exhaust tail plug, turbine exhaust and LPT
blades.
3. Walk around inspection of fuselage, empennage
and wings.
a. Radome, fuselage access / service panels,
hatches, cabin windows, static ports, TAT and
pitot static ports, angle of attack sensors,
antennas, drain and drain mast.
b. Oxygen discharge indicator disc (green) intact.
c. Landing gears, wheels, tyres, wheels wells,
doors and seals.
d. Ram air inlets/exhaust louvers, pressurization
relief and cabin pressure outflow valve
e. Visible portion of vertical fin and rudder
horizontal stabilizer, elevators and static
dischargers.
f. APU inlet and exhaust.
g. APU fire extinguisher system discharge and
thermal relief indicator disc
h. Wing lower surface, wing tips, tank vents, static
discharges, and flight control surface
i. Forward lavatory service panel
j. Lower lobe cargo compartment’s liner and
tapes.

k. Fuel dipsticks, servicing and inspection panel,

and air intakes
l. Landing gear lock pins
Servicing
4
Potable water
Toilet system
5 Refueling (IF APPLICABLE)
a. Fuel sampling for water contamination
check
b. Fuel tanker/pump unit grounding and

electrical bounding

c. Test on the refuel panel.
d. Refuel coupling caps security check.
e. Record uplift/content in the aircraft Transit
Check & Fuel Oil Log.
Note:
The B737NG “Transit Check by Pilot in Command” TASKCARD shall be referred to throughout the On-Job
Training
QC COMPETENCY ASSESMENT
QC Name: Date:
Signature:
Satisfactory Unsatisfactory
*Tick box as applicable

Continuous Training Record
No. Training Date Instructor’s Signature / LOA Next Due Date

OPERATIONS MANUAL VOL. A APP 27 – MEDIF certificate
APPENDIX 27 – MEDIF CERTIFICATE






Doc. No. : BA-OPS-01-02

Operations Manual Vol. B
OPERATIONS MANUAL PART B

(OM-B)
Issued: 03
ORIGINAL

COMPANY
OPERATIONS MANUAL VOL. B APPROVAL
PREAMBLE PAGE: 1
PREPARED BY VERIFIED

SYAIFUL IKHWAN CAPT. ADRIAN W.

MANUAL SECTION FLIGHT STANDARDS MANAGER
This manual has been reviewed and found

In conformance with regulations and company policies
CAPT. I PUTU WIJAYA
OPERATIONS DIRECTOR
31 August 2017
Date of Approval

Organization of
OPERATIONS MANUAL VOL. B The Manual OM
Part B
PREAMBLE Page : 1
ORGANIZATION OF THE MANUAL OM PART B


Organization of
OPERATIONS MANUAL VOL. B The Manual OM
Part B
PREAMBLE Page : 2


Revision
OPERATIONS MANUAL VOL. B Highlight
PREAMBLE Page : 1
Revision Highlight


Revision
OPERATIONS MANUAL VOL. B Highlight
PREAMBLE Page : 2


Record of
OPERATIONS MANUAL VOL. B Revision
PREAMBLE Page : 1
Record of Revision


Rev.
No.
COM
00 01 11 Apr 2013 All
Manual.
 Preamble
01 03 31 Aug 2017 Organization of The Manual

Record of
PREAMBLE Page : 2


Temporary
PREAMBLE Page : 1
Temporary Revision
No Chap Sect Page Description TR No


Temporary
PREAMBLE Page : 2


List of Effective
OPERATION MANUAL VOL.B Pages
PREAMBLE Page : 1

Page Rev. Page Rev.
No. No. No. No.
Preamble Chapter 1 (Cont’d)
Company Pre-Flight and
1 00 31 Aug 2016
Approval 1.6 In-Flight 8 00 31 Aug 2016
2 00 31 Aug 2016 Planning Data
Organization Maximum
of The Manual 1 01 31 Aug 2017 Crosswind and
1.7 9 00 31 Aug 2016
OM Part B Tailwind

2 01 31 Aug 2017 Component
Instructions and

HR 1 00 31 Aug 2016 Data For Mass
2 00 31 Aug 2016 1.8 10 00 31 Aug 2016
and Balance
RoR 1 00 31 Aug 2016 Calculations.
2 00 31 Aug 2016 Aircraft Loading
TR 1 00 31 Aug 2016 1.9 and Securing of 11 00 31 Aug 2016
Load
2 00 31 Aug 2016 Aircraft
LoEP 1 00 31 Aug 2016 Systems and
1.10 12 00 31 Aug 2016
2 00 31 Aug 2016 Associated
TOC 1 00 31 Aug 2016 Controls
2 00 31 Aug 2016 Minimum
Equipment List
Chapter 0 1.11 and 13 00 31 Aug 2016
TOC 1 00 31 Aug 2016 Configuration
2 00 31 Aug 2016 Deviation List
0.1 Foreword 3 00 31 Aug 2016 Checklist of
00 31 Aug 2016 Emergency and
4 1.12 14 00 31 Aug 2016
Safety
Chapter 1 Equipment
TOC 1 00 31 Aug 2016 Emergency
2 00 31 Aug 2016 1.13 Evacuation 15 00 31 Aug 2016
1.1 Limitations 3 00 31 Aug 2016 Procedures
Normal,
Flight Crew
Abnormal and
Normal 00 31 Aug 2016
1.2 4 Emergency
Procedure
1.14 Procedures and 16 00 31 Aug 2016
and Checklist
Checklist For
Flight Crew
Flight
1.3 Supplementary 5 00 31 Aug 2016
Attendants
Procedures
Procedures For
Flight Crew
Coordination
Abnormal and
1.15 Between Flight 17 00 31 Aug 2016
1.4 Emergency 6 00 31 Aug 2016
Crew and Flight
Procedures and
Attendants
Checklist
Survival,
Climb
Emergency
Performance 1.16 18 00 31 Aug 2016
Equipment and
1.5 With All 7 00 31 Aug 2016
Oxygen
Engines
Ground – Air
Operating
1.17 Visual Signal 19 00 31 Aug 2016
Code

List of Effective
OPERATION MANUAL VOL.B Pages
PREAMBLE Page : 2
Page Rev.
Chap Sect Date
No. No.
Chapter 2
TOC 1 00 31 Aug 2016
2 00 31 Aug 2016
List of
Documents
2.1 3 00 31 Aug 2016
Associated To
OM Part B
4 00 31 Aug 2016

Prepared Checked Approved
Signature : Signature : Signature :

Name : Capt. Adrian. W Name : Capt. I Putu Wijaya Name : Capt. Renato J. Joesaki
Tittle : Flight Standard Manager Tittle : Operation Director Tittle : Principle Operation Inspector

OPERATIONS MANUAL VOL. B Table of Content
PREAMBLE Page : 1
TABLE OF CONTENT
INTERNAL APPROVAL 1
PREAMBLE
Organization of the Manual OM Part B 1
Highlight of Revision 1

Record of Revision 1

Temporary Revision 1
List of Effective Page 1
Table of Content 1
CHAPTER 0
Foreword 1
CHAPTER 1 AIRCRAFT OPERATING PROCEDURES
1.1 LIMITATIONS 3
1.2 FLIGHT CREW NORMAL PROCEDURES AND CHECKLISTS 4
1.3 FLIGHT CREW SUPPLEMENTARY PROCEDURES 5
1.4 FLIGHT CREW ABNORMAL AND EMERGENCY PROCEDURES AND CHECKLISTS 6
1.5 CLIMB PERFORMANCE WITH ALL ENGINES OPERATING 7
1.6 PRE-FLIGHT AND IN-FLIGHT PLANNING DATA 8
1.7 MAXIMUM CROSSWIND AND TAILWIND COMPONENT 9
1.8 INSTRUCTIONS AND DATA FOR MASS AND BALANCE CALCULATIONS 10
1.9 AIRCRAFT LOADING AND SECURING OF LOAD 11
1.10 AIRCRAFT SYSTEMS AND ASSOCIATED CONTROLS 12
1.11 MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST 13
1.12 CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT 14
1.13 EMERGENCY EVACUATION PROCEDURES 15
1.14 NORMAL, ABNORMAL AND EMERGENCY PROCEDURES AND CHECKLISTS FOR

FLIGHT ATTENDANTS 16
1.15 PROCEDURES FOR COORDINATION BETWEEN FLIGHT CREW AND FLIGHT

ATTENDANTS 17
1.16 SURVIVAL, EMERGENCY EQUIPMENT AND OXYGEN 18
1.17 GROUND-AIR VISUAL SIGNAL CODE 19

PREAMBLE Page : 2
CHAPTER 2 LIST OF DOCUMENTS ASSOCIATED TO OM PART B
2.1 LIST OF DOCUMENTS ASSOCIATED TO OM PART B 3


TABLE OF
OPERATIONS MANUAL VOL. B CONTENT
PREAMBLE PAGE 1
CHAPTER 0 - PREAMBLE
0.1 FOREWORD ........................................................................................................................... 3


TABLE OF
PREAMBLE PAGE 2


OPERATIONS MANUAL VOL. B FOREWORD
PREAMBLE PAGE 3
0.1 FOREWORD
The Operations Manual (OM) Part B has been compiled to provide the flight crew with aircraft
operating information such as limitation, performance, normal, abnormal, and emergency procedure.
Standard, procedures, and practices for safe operation of civil aircraft in Indonesia as well as operation
of outside Indonesia territory are contained in the relevant parts of the Indonesia Civil Aviation Safety
Regulation (CASR) promulgated by the Director General of Civil Aviation under the authority of the
Minister of Transportation.

This manual is published under my authority, being delegated to me by the President Director of
BATIK AIR, as part of the airline’s manual system. aircraft operating procedures and data set forth in
Operations Manual B and must be used in conjunction with policies and general procedures set forth
in Operations Manual Part A, with routes and aerodromes specific procedures and instructions set
forth in Operational Manual Part C.
The different parts of the Operations Manual (OM) reflect BATIK AIR priorities in the conduct of its
operations:
• Safety;
• Economy and efficiency of operations.
The Operations Manual is therefore the reference manual for each of us to achieve the optimal results
in these tasks.
DIRECTOR OF FLIGHT OPERATIONS

OPERATIONS MANUAL VOL. B FOREWORD
PREAMBLE PAGE 4


VOL. B
CHAPTER 1
PROCEDURES

OPERATIONS MANUAL
AIRCRAFT OPERATING
TABLE OF
AIRCRAFT OPERATING PROCEDURES PAGE 1
CHAPTER 1 - AIRCRAFT OPERATING PROCEDURES

1.1 LIMITATIONS ............................................................................................................................. 3
1.2 FLIGHT CREW NORMAL PROCEDURES AND CHECKLISTS ............................................... 4
1.3 FLIGHT CREW SUPPLEMENTARY PROCEDURES................................................................ 5
1.4 FLIGHT CREW ABNORMAL AND EMERGENCY PROCEDURES AND CHECKLISTS ......... 6
1.5 CLIMB PERFORMANCE WITH ALL ENGINES OPERATING .................................................. 7
1.6 PRE-FLIGHT AND IN-FLIGHT PLANNING DATA .................................................................... 8

1.7 MAXIMUM CROSSWIND AND TAILWIND COMPONENT ....................................................... 9

1.8 INSTRUCTIONS AND DATA FOR MASS AND BALANCE CALCULATIONS ....................... 10
1.9 AIRCRAFT LOADING AND SECURING OF LOAD ................................................................ 11
1.10 AIRCRAFT SYSTEMS AND ASSOCIATED CONTROLS ....................................................... 12
1.11 MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST ............................. 13
1.12 CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT ................................................. 14
1.13 EMERGENCY EVACUATION PROCEDURES ........................................................................ 15
1.14 NORMAL, ABNORMAL AND EMERGENCY PROCEDURES AND CHECKLISTS FOR
FLIGHT ATTENDANTS, .......................................................................................................... 16
1.15 PROCEDURES FOR COORDINATION BETWEEN FLIGHT CREW AND FLIGHT
ATTENDANTS ......................................................................................................................... 17
1.16 SURVIVAL, EMERGENCY EQUIPMENT AND OXYGEN ....................................................... 18
1.17 GROUND-AIR VISUAL SIGNAL CODE .................................................................................. 19

TABLE OF


OPERATIONS MANUAL VOL. B LIMITATIONS
1.1 LIMITATIONS
Certification limitations and operating limitations are detailed in:
B737NG : B737-800/900ER FCOM - Vol. 1 - Chapter L (Limitations) BKI

B737-800/900ER FCOM - Vol. 1 - Chapter L (Limitations) MLI
A320 : A320 FCOM: LIM-10


FLIGHT CREW NORMAL
OPERATIONS MANUAL VOL. B PROCEDURES AND
CHECKLISTS
AIRCRAFT OPERATING PROCEDURES
PAGE 4
1.2 FLIGHT CREW NORMAL PROCEDURES AND CHECKLISTS
The normal, abnormal and emergency procedures to be used by the flight crew and the associated
checklists are detailed in:
B737NG : (a.1) B737-800/900ER FCOM Vol.1, Chapter NP (Normal Procedures) BKI
(a.2) B737-800/900ER FCOM Vol.1, Chapter NP (Normal Procedures) MLI
(b.1) B737-800/900ER QRH, Chapter NC (Normal Checklists) BKI

(b.2) B737-800/900ER QRH, Chapter NC (Normal Checklists) MLI
A320 : A320 FCOM: PRO-NOR, PRO-ABN, QRH

FLIGHT CREW
OPERATIONS MANUAL VOL. B SUPPLEMENTARY
PROCEDURES
AIRCRAFT OPERATING PROCEDURES
PAGE 5
1.3 FLIGHT CREW SUPPLEMENTARY PROCEDURES
The supplementary procedures to be used by the flight crew are detailed in:
B737NG : B737-800/900ER FCOM Vol.1, Chapter SP (Supplementary Procedures) BKI

B737-800/900ER FCOM Vol.1, Chapter SP (Supplementary Procedures) MLI
A320 : A320 FCOM: PRO-SUP


FLIGHT CREW ABNORMAL AND
OPERATIONS MANUAL VOL. B EMERGENCY PROCEDURES
AND CHECKLISTS
AIRCRAFT OPERATING
PAGE 6
PROCEDURES
1.4 FLIGHT CREW ABNORMAL AND EMERGENCY PROCEDURES AND

CHECKLISTS
The abnormal and emergency procedures to be used by the flight crew and the associated checklists
are detailed in:
B737NG : B737-800/900ER FCOM BKI & MLI,

QRH Chapter NCC (Non-Normal Checklists) BKI
QRH Chapter NCC (Non-Normal Checklists) MLI

A320 : A320 FCOM, QRH.

SEP MANUAL. Document No. BA-OPS-01-006

CLIMB PERFORMANCE
WITH ALL ENGINES
OPERATIONS MANUAL VOL. B OPERATING
AIRCRAFT OPERATING
PAGE 7
PROCEDURES
1.5 CLIMB PERFORMANCE WITH ALL ENGINES OPERATING
Operating instructions and information on climb performance with all engines operating are detailed in:
B737NG : (a) B737-800/900 FCOM, Vol. 1, Chapters PD (Performance Dispatch)

and PI (Performance Inflight) BKI, MLI
(b) B737-800 FPPM or B737-900ER FPPM, as applicable

A320 : A320 FCOM : PER-CLB

PRE-FLIGHT AND IN-
FLIGHT PLANNING
OPERATIONS MANUAL VOL. B DATA
1.6 PRE-FLIGHT AND IN-FLIGHT PLANNING DATA
Flight planning and performance data for pre-flight and in-flight planning with different thrust/power
and speed settings including fuel calculations for phase of flight is provided in:
B737NG : (a) B737-800/900 FCOM, Vol. 1, Chapters PD (Performance Dispatch) and PI

(Performance Inflight) BKI, & MLI

(b) B737-800 FPPM or B737-900ER FPPM, as applicable

A320 : A320 FCOM: PER-FPL, QRH: PERFORMANCE IN FLIGHT, RAM

MAXIMUM CROSSWIND
OPERATIONS MANUAL VOL. B AND TAILWIND
COMPONENT
AIRCRAFT OPERATING
PAGE 9
PROCEDURES
1.7 MAXIMUM CROSSWIND AND TAILWIND COMPONENT
B737NG : B737-800/900 FCOM, Vol. 1, Chapter L (Operating Limitations) BKI & MLI
A320 : A320 FCOM: LIM-12


INSTRUCTIONS AND DATA
OPERATIONS MANUAL VOL. B FOR MASS AND BALANCE
CALCULATIONS
AIRCRAFT OPERATING
PAGE 10
PROCEDURES
1.8 INSTRUCTIONS AND DATA FOR MASS AND BALANCE CALCULATIONS
Instructions and data for mass and balance calculations are detailed in:
B737NG: B737-800 WBM (BKI & MLI) or B737-ER WBM (BKI & MLI), as applicable
A320: A320 WBM


AIRCRAFT LOADING
OPERATIONS MANUAL VOL. B AND SECURING OF
LOAD
1.9 AIRCRAFT LOADING AND SECURING OF LOAD
Instructions for aircraft loading and securing of load are detailed in:
B737NG: B737-800 WBM (BKI & MLI) or B737-ER WBM (BKI & MLI), as applicable
A320: A320 WBM


AIRCRAFT SYSTEMS
OPERATIONS MANUAL VOL. B AND ASSOCIATED
CONTROLS
1.10 AIRCRAFT SYSTEMS AND ASSOCIATED CONTROLS
Aircraft systems, associated controls and instructions for their use are detailed in:
B737NG: B737-800/900ER FCOM, Vol. 2 BKI

B737-800/900ER FCOM, Vol. 2 MLI
A320: FCOM: DSC Aircraft Systems


MINIMUM EQUIPMENT LIST
OPERATIONS MANUAL VOL. B AND CONFIGURATION
DEVIATION LIST
AIRCRAFT OPERATING
PAGE 13
PROCEDURES
1.11 MINIMUM EQUIPMENT LIST AND CONFIGURATION DEVIATION LIST
The minimum equipment list and configuration deviation list and specific operations authorized,
including any requirements relating to operations where performance-based navigation is prescribed,
are contained in:
B737NG: B737-800/900ER MEL (Approval Number: 1300/DKUPPU/APP/III/2015)

A320: A320 MEL (Approval Number: 4162/DKUPPU/APP/V/2014)

CHECKLIST OF
OPERATIONS MANUAL VOL. B EMERGENCY AND
SAFETY EQUIPMENT
1.12 CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT
B737NG: SEP manual Document No. BA-OPS-01-006
A320: SEP manual Document No. BA-OPS-01-006


EMERGENCY
OPERATIONS MANUAL VOL. B EVACUATION
PROCEDURES
1.13 EMERGENCY EVACUATION PROCEDURES
Instructions for the preparation for emergency evacuation, including crew coordination between crew
members and emergency station assignment, as well as crew members duties for the rapid
evacuation and for the handling of passengers in the event of a forced landing, ditching, or other
emergency procedures are detailed in:


NORMAL, ABNORMAL AND EMERGENCY
PROCEDURES AND CHECKLISTS FOR
OPERATIONS MANUAL VOL. B FLIGHT ATTENDANTS
AIRCRAFT OPERATING
PAGE 16
PROCEDURES
1.14 NORMAL, ABNORMAL AND EMERGENCY PROCEDURES AND

CHECKLISTS FOR FLIGHT ATTENDANTS,
The normal, abnormal and emergency procedures to be used by flight attendants, the associated
checklists, and the aircraft systems information of interest for flight attendants are detailed in:


PROCEDURES FOR
OPERATIONS MANUAL VOL. B COORDINATION BETWEEN FLIGHT
CREW AND FLIGHT ATTENDANTS
AIRCRAFT OPERATING
PAGE 17
PROCEDURES
1.15 PROCEDURES FOR COORDINATION BETWEEN FLIGHT CREW AND

FLIGHT ATTENDANTS
Necessary procedures for coordination between flight crews and flight attendants are detailed in:


SURVIVAL, EMERGENCY
OPERATIONS MANUAL VOL. B EQUIPMENT AND OXYGEN
AIRCRAFT OPERATING
PAGE 18
PROCEDURES
1.16 SURVIVAL, EMERGENCY EQUIPMENT AND OXYGEN
The list of survival and emergency equipment to be carried for the routes to be flown, the location,
accessibility, and procedures for checking this equipment prior to take-off, the instructions and
checklists regarding the use of this equipment, the procedure for determining the amount of oxygen
required and the quantity available , are detailed in:


GROUND-AIR VISUAL
OPERATIONS MANUAL VOL. B SIGNAL CODE
1.17 GROUND-AIR VISUAL SIGNAL CODE
B737NG : Jeppesen Text Supplement Vol. 03
A320 : Jeppesen Text Supplement Vol. 03


GROUND-AIR VISUAL
OPERATIONS MANUAL VOL. B SIGNAL CODE


VOL. B
CHAPTER 2

LIST OF DOCUMENTS
OPERATIONS MANUAL
ASSOCIATED TO OM PART B
LIST OF DOCUMENT ASSOCIATED TO OM PART B PAGE 1
CHAPTER 2 - LIST OF DOCUMENTS ASSOCIATED TO OM PART B
2.1 LIST OF DOCUMENTS ASSOCIATED TO OM PART B ...................................................... 3


LIST OF DOCUMENT ASSOCIATED TO OM PART B PAGE 2


LIST OF DOCUMENTS
OPERATIONS MANUAL VOL. B ASSOCIATED TO
OM PART B
LIST OF DOCUMENTS ASSOCIATED TO

PAGE 3
OM PART B
2.1 LIST OF DOCUMENTS ASSOCIATED TO OM PART B
In order to ease management and to guarantee accuracy of BATIK AIR Operations Manual content,
portion of the information that is required / necessary content of this manual is published in separate
documents and manuals. These could either be internal manuals developed or adapted by BATIK
AIR, or external manual, as provided by external organizations or companies.

The content of the following manuals are therefore considered as integral part of BATIK AIR
Operations Manual Part B.

The following documents are associated documents to OM Part B:
OM B MANUAL
B737NG A320
FCOM BKI, FCOM MLI FCOM
QRH BKI, QRH MLI QRH
RAM DRY B737-800, RAM WET B737-800, RAM
RAM DRY B737-900 & RAM WET B737-900
WBM B737-800 WBM
WBM B737-900
FPPM B737-800 & FPPM B737-900 -
CDL CDL
MEL MEL
AFM B737-800 & AFM B737-900 AFM
SEP

OPERATIONS MANUAL VOL. B
LIST OF DOCUMENTS ASSOCIATED TO

PAGE 4
OM PART B


Doc. No. : BA-OPS-01-03

Operations Manual Vol. C
OPERATIONS MANUAL PART C

(OM-C)
Issued: 03
ORIGINAL

Organization of
OPERATIONS MANUAL VOL. C The Manual OM
Part C
PREAMBLE Page : 1
ORGANIZATION OF THE MANUAL OM PART C


Organization of
OPERATIONS MANUAL VOL. C The Manual OM
Part C
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OPERATIONS MANUAL VOL. C Table of Content
PREAMBLE Page : 1
TABLE OF CONTENT
INTERNAL APPROVAL 1
PREAMBLE
Organization of the Manual OM Part C 1
Highlight of Revision 1

Record of Revision 1

Temporary Revision 1
List of Effective Page 1
Table of Content 1
CHAPTER 0
0.1 FOREWORD 2
0.2 LIST OF DOCUMENTS ASSOCIATED TO OM PART C 3
CHAPTER 1 JEPPESEN AIRWAY MANUAL
1.1 GENERAL 3
1.2 INFORMATION TO BE FOUND IN JEPPESEN 4
1.2.1 CHARTS LEGEND AND CHARTS VALIDITY CHECK 4
1.2.2 MINIMUM FLIGHT ALTITUDES 4
1.2.3 COMMUNICATION FACILITIES AND NAVIGATION AIDS 4
1.2.4 EN-ROUTE COMMUNICATION AND NAVIGATION PROCEDURES 4
1.2.5 RUNWAY DATA AND AERODROME FACILITIES 5
1.2.6 ARRIVAL, APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES 5
1.2.7 AVAILABILITY OF AERONAUTICAL AND MET INFORMATION 5
1.2.8 EMERGENCIES, CONTINGENCIES AND COMMUNICATION FAILURES PROCEDURES

6
1.2.9 SEARCH AND RESCUE FACILITIES FOR OVERFLOWN AREAS 6

PREAMBLE Page : 2
CHAPTER 2 PERFORMANCE STUDIES
2.1 EN ROUTE PERFORMANCE 3
2.2 RUNWAY ANALYSES 4
CHAPTER 3 AREA BRIEFING
3.1 AREA OF OPERATIONS 5
3.1.1 DESTINATIONS AND NETWORK OVERVIEW 5
3.1.2 FIRs IN WHICH SCHEDULDED OPERATIONS ARE CONDUCTED 5

3.1.3 AUTHORIZED AERAS OF OPERATIONS, LIMITATIONS AND PROCEDURES 6

3.1.4 AIRPORT AUTHORIZED FOR SCHEDULDED OPERATIONS 6
3.2 RVSM AIRSPACES IN THE AREA OF OPERATIONS 7
3.2.1 GENERAL 7
3.2.2 RVSM IN ASIA PACIFIC REGION 7
3.2.3 RVSM IN MIDDLE-EAST REGION 7
3.2.4 RVSM IN CHINA 7
3.2.4.1 CHINA RVSM AIRSPACE 8
3.2.4.2 FLIGHT LEVEL ALLOCATION SCHEME (FLAS) 8
3.2.4.3 TABLE OF FLIGHT LEVEL ALLOCATION 9
3.2.4.4 AIRCRAFT EQUIPMENT 10
3.2.4.5 MEANS OF COMPLIANCE 10
3.2.4.6 COMMUNICATION 10
3.2.4.7 CONTROLLER / PILOT PHRASEOLOGY 11
3.2.4.8 WAKE TURBULENCE PROCEDURES 11
3.2.4.9 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) 11
3.2.4.10 CONTINGENCY SCENARIOS 13
3.3 PBN IMPLEMENTATION IN THE AREA OF OPERATIONS 14
3.3.1 ROUTES OPERATED BY BATIK AIR INCLUDING A REQUIREMENT FOR RNP-10 14
3.3.2 RNAV 5 ROUTES IN FIRs IN WHICH BATIK AIR CONDUCTS OPERATIONS 14
3.3.3 RNAV 1 ROUTES IN FIRs IN WHICH BATIK AIR CONDUCTS OPERATIONS 14
3.4 CLIMATOLOGIC BRIEFING FOR THE AREA OF OPERATIONS 15
3.4.1 METEOROLOGY 15
3.4.1.1 WEST ASIA AND MIDDLE EAST WEATHER 15
3.4.1.1.1 WINTER AND SPRING (NOVEMBER TO APRIL) 15
3.4.1.2.1.1 TURBULENCE 15

PREAMBLE Page : 3
3.4.1.2.1.2 THUNDERSTORM 15
3.4.1.2.1.3 DUST AND SAND STORMS 15
3.4.1.1.2 SUMMER AND AUTUMN (MAY TO OCTOBER) 15
3.4.1.1.2.1 JET STREAM AND UPPER WINDS 16
3.4.1.1.2.2 TURBULENCE AND WIND SHEAR 16
3.4.1.1.2.3 TROPICAL CYCLONES 16
3.4.1.1.2.4 DUST AND SAND STANDS 16

3.4.1.1.2.5 ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON) 16

3.4.1.2 SOTUH ASIA AND THE FAR EAST WEATHER -1 17
3.4.1.2.1 WINTER AND SPRING (DECEMBER TO JUNE) 17
3.4.1.2.1.1 MALAYSIA, SINGAPORE AND INDONESIA 17
3.4.1.2.1.2 SUMATRAS 17
3.4.1.2.1.5 THUNDERSTORM AND TROPICAL CYCLONES 17
3.4.1.2.2 AERODROMES IN THE REGION 18
3.4.1.2.2.1 MUMBAI (BOMBAY) 18
3.4.1.2.2.2 KOLKATA, DHAKA 18
3.4.1.2.2.3 COLOMBO 18
3.4.1.2.2.4 DELHI 18
3.4.1.2.2.5 CHENNAI 18
3.4.1.2.2.6 KUALA LUMPUR (EQUATORIAL CLIMATE) 19
3.4.1.2.3 JET STREAM AND UPPER WINDS 19
3.4.1.2.4 TURBULENCE 19
3.4.1.2.5 THUNDERSTORM AND TROPICAL CYCLONES 19
3.4.1.3 SOUTH ASIA AND THE FAR EAST WEATHER – 2 19
3.4.1.3.1 WINTER AND SPRING (NOVEMBER – MAY) 19
3.4.1.3.1.3 TYPHOONS AND CYCLONES 20
3.4.1.3.2 SUMMER AND AUTUMN (JUNE TO OCTOBER) 20

PREAMBLE Page : 4
3.4.1.3.2.3 TYPHOONS AND CYCLONES 20
3.4.1.3.2.4 THE NATURE OF TROPICAL CYCLONES 20
3.4.1.3.2.5 TROPICAL CYCLONES AS HEAT ENGINES 21
3.4.1.3.2.6 HOW TROPICAL CYCLONES FORM 22
3.4.1.3.2.7 HOW THEY DISSIPATE 22
3.4.1.3.2.8 OCCURRENCE OF TROPICAL CYCLONES 22
3.4.1.3.2.9 INFORMATION USED TO LOCATE TROPICAL CYCLONES 22

3.4.1.3.3 AREAS OF SPECIAL SIGNIFICANCE 23

3.4.1.3.3.1 THE PHILIPPINES 23
3.4.1.3.3.2 THAILAND 24
3.4.1.4 AUSTRALIA PACIFIC 24
3.4.1.4.1 SOUTH EAST ASIA AND NORTH WEST AUSTRALIA 24
3.4.1.4.2 INDONESIA 24
3.4.1.4.3 AUSTRALIA 26
3.4.1.4.4 STREAM WEATHER 26
3.4.1.4.4.1 EASTERLY STREAM 26
3.4.1.4.4.2 DRY NORTHERN STREAM 27
3.4.1.4.4.3 SOUTHERN STREAM 27
3.4.1.4.4.4 WESTERLY STREAM 27
3.4.1.4.5 AIR MASSES 27
3.4.1.4.5.1 TROPICAL CONTINENTAL AIR 27
3.4.1.4.5.2 TROPICAL MARITIME AIR 28
3.4.1.4.5.3 POLAR MARITIME AIR 28
3.4.1.4.6 TROPICAL CYCLONES 28
3.4.1.4.7 THE TROPOPAUSE 28
3.4.1.4.8 UPPER WINDS 29
3.4.1.4.9 AERODROME IN THE REGION 29
3.4.1.4.9.1 ADELAIDE 29
3.4.1.4.9.2 BRISBANE 29
3.4.1.4.9.3 MELBOURNE 29
3.4.1.4.9.4 PERTH 30
3.4.1.4.9.5 SYDNEY 30
3.4.1.5 WEST ASIA AND MIDDLE EAST WEATHER. 31

PREAMBLE Page : 5
3.4.1.5.1 WINTER AND SPRING (NOVEMBER TO APRIL) 31
3.4.1.5.1.1. JETSTREAMS AND UPPER WINDS 31
3.4.1.5.1.2. TURBULENCE 31
3.4.1.5.1.3. THUNDERSTORMS 31
3.4.1.5.1.4. DUST AND SAND STORMS. 31
3.4.1.5.2. SUMMER AND AUTUMN (MAY TO OCTOBER). 31
3.4.1.5.2.1. JETSTREAM AND UPPER WINDS. 32

3.4.1.5.2.2. TURBULENCE AND WINDSHEAR. 32

3.4.1.5.2.3. TROPICAL CYCLONES. 32
3.4.1.5.2.4. DUST AND SAND STANDS. 32
3.4.1.5.2.5. ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON). 32
CHAPTER 4 COMPANY SPESIFIC BRIEFING
4.1 COMPANY ROUTE INSTRUCTIONS 3
4.2 COMPANY AERODROME OPERATING MINIMA 4
4.3 COMPANY AIRPORT CATEGORIES 5
4.3.1 LIST OF CATEGORY A AIRPORTS 5
4.3.2 LIST OF CATEGORY B AIRPORTS 6
4.3.3 LIST OF CATEGORY C AIRPORTS 7
4.4 COMPANY AIRPORT BRIEFING BOOKLETS 8
4.4.1 PRESENTATION 8
4.4.1.1 EXAMPLE FOR CATEGORY B AIRPORT 9
4.4.1.2 EXAMPLE FOR CATEGORY C AIRPORT 14
4.5 LIST OF CAT II AIRPORT. 17
APPENDICES

PREAMBLE Page : 6


VOL. C
CHAPTER 0

OPERATIONS MANUAL

TABLE OF
OPERATIONS MANUAL VOL. C CONTENT
PREAMBLE PAGE 1
CHAPTER 0 - PREAMBLE
0.1 FOREWORD ........................................................................................................................... 2

0.2 LIST OF DOCUMENTS ASSOCIATED TO OM PART C....................................................... 3


OPERATIONS MANUAL VOL. C FOREWORD
PREAMBLE PAGE 2
0.1 FOREWORD
The Operations Manual (OM) Part C has been compiled to provide all BATIK AIR flight crew with
the necessary route and airport specific information with respect to BATIK AIR area of operations.
Standard, procedures, and practices for safe operation of civil aircraft in Indonesia as well as
operation of outside Indonesia territory are contained in the relevant parts of the Indonesia Civil
Aviation Safety Regulation (CASR) promulgated by the Director General of Civil Aviation under the

authority of the Minister of Transportation.

The procedures and data detailed in this manual are in accordance with the laws and regulation of
the Government the Republic of Indonesia, and comply with CASR Part 121 requirements as well
as with standards and recommended practices published in the different ICAO annexes and
manuals. It also reflects specific BATIK AIR policies and general procedures relating to operations
of its aircraft.
This manual is published under my authority, being delegated to me by the President Director of
BATIK AIR, as part of the airline’s manual system. Route and airport specific procedures,
instructions and data expressed in this manual apply in the conduct of all flight operations for the
considered routes and airports and must be used in conjunction with policies and general
procedures set forth in Operations Manual Part A and with aircraft operating procedures, instructions
and data set forth in Operational Manual Part B.
The different parts of the Operations Manual (OM) reflect BATIK AIR priorities in the conduct of its
operations:
• Safety;
• Economy and efficiency of operations.
This manual is therefore the reference manual for each of us to achieve the optimal results in these
tasks.
DIRECTOR OF FLIGHT OPERATIONS

LIST OF EFFECTIVE
OPERATIONS MANUAL VOL. C PAGES COMPANY
AIRPORT BRIEFING
PREAMBLE PAGE 3
0.2 LIST OF DOCUMENTS ASSOCIATED TO OM PART C

In order to ease management and to guarantee accuracy of BATIK AIR Operations Manual content,
portion of the information that is required / necessary content of this manual is published in separate
documents and manuals. These could either be internal manuals developed or adapted by BATIK
AIR, or external manual, as provided by external organizations or companies.
The content of the following manuals are therefore considered as integral part of BATIK AIR

Operations Manual Part C.

The following documents are associated documents to OM Part C:
• Jeppesen Airway Manual including Text Supplements, en-route, terminal and airports charts
(Pacific Basin);
• Jeppesen Airway Manual including Text Supplements, en-route, terminal and airports charts
(Middle East - South Asia).
• Company Specific Information.

LIST OF EFFECTIVE
OPERATIONS MANUAL VOL. C PAGES COMPANY
AIRPORT BRIEFING
PREAMBLE PAGE 4


VOL. C
CHAPTER 1

OPERATIONS MANUAL
JEPPESEN AIRWAY MANUAL

TABLE OF
JEPPESEN AIRWAY MANUAL PAGE 1
CHAPTER 1 - JEPPESEN AIRWAY MANUAL
1.1 GENERAL ................................................................................................................................. 3

1.2 INFORMATION TO BE FOUND IN JEPPESEN ....................................................................... 4
1.2.1 CHARTS LEGEND AND CHARTS VALIDITY CHECK ................................................... 4

1.2.2 MINIMUM FLIGHT ALTITUDES ..................................................................................... 4

1.2.3 COMMUNICATION FACILITIES AND NAVIGATION AIDS ............................................ 4
1.2.4 EN-ROUTE COMMUNICATION AND NAVIGATION PROCEDURES ........................... 4
1.2.5 RUNWAY DATA AND AERODROME FACILITIES ........................................................ 5
1.2.6 ARRIVAL, APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES .... 5
1.2.7 AVAILABILITY OF AERONAUTICAL AND MET INFORMATION................................... 5
1.2.8 EMERGENCIES, CONTINGENCIES AND COMMUNICATION FAILURES
PROCEDURES .............................................................................................................................. 6
1.2.9 SEARCH AND RESCUE FACILITIES FOR OVERFLOWN AREAS ............................... 6

TABLE OF


OPERATIONS MANUAL VOL. C
GENERAL
1.1 GENERAL
Except for information that is specific to BATIK AIR own operations, BATIK AIR relies on Jeppesen
Airways Manual and Aeronautical Information Publication, which is kept current by subscription to
revision services, for the following areas:
1. Jeppesen Airway Manual

• PACIFIC BASIN

• MIDDLE EAST - SOUTH ASIA

2. Aeronautical Information Publication (AIP)
 Volume I (General)
 Volume II (International Aerodrome)
 Volume III (Domestic Aerodrome)
In addition to charts published as part of the Jeppesen Airway Manual to which it subscribes, BATIK
AIR makes available to all flight crews the Jeppesen Airway Manual text supplements, both on the
ground (electronic distribution via Crewlink) and on-board the aircraft (hard copies).
These Jeppesen Text Supplements are designed to provide pilots with International Civil Aviation
Organization (ICAO) Standards, Recommended Practices and Procedures (SARPs) for international
operations.
In addition, on a State-by-State basis, flight procedures unique to each state, or different from the
published ICAO rules and procedures, are included.
All BATIK AIR pilots are therefore to be familiar with the contents of sections of the Jeppesen Text
Supplements relative to their area of operations to enable them to be in compliance with the legislation
and flight procedures of the States in which they may operate.

INFORMATION
OPERATIONS MANUAL VOL. C TO BE FOUND IN
JEPPESEN
PAGE 4
1.2 INFORMATION TO BE FOUND IN JEPPESEN
1.2.1 CHARTS LEGEND AND CHARTS VALIDITY CHECK
Descriptions (legends) of the different charts to be used onboard as well as the method to be used for
checking their validity dates are to be found in Jeppesen Airway Manual:

Refer to Jeppesen Airway Manual, INTRODUCTION section, Charts Legend

1.2.2 MINIMUM FLIGHT ALTITUDES
MEA, MOCA, Route MORA, and Grid MORA values to be used for the purpose of determining
minimum flight altitudes according to the method described in OM Part A, Chapter 8.1.2 - “MINIMUM
FLIGHT ALTITUDE” are to be found in the Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, En-Route-, Area-, SID-, STAR-charts

(2) Jeppesen Airway Manual, INTRODUCTON section, Chart Legend
1.2.3 COMMUNICATION FACILITIES AND NAVIGATION AIDS
Information relative to communication facilities and navigation aids for the area of operations are to be
found in Jeppesen Airway Manual:
Refer to:
(1) Jeppesen Airway Manual, RADIO AIDS section

(2) Jeppesen Airway Manual, Approach-, Airports Charts
(3) Jeppesen Airway Manual, SID/STAR Charts
(4) Jeppesen Airway Manual, Enroute charts
1.2.4 EN-ROUTE COMMUNICATION AND NAVIGATION PROCEDURES
En-route communication and navigation procedures applicable to the area of operations are to be
found in the Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, ATC section, Sate pages

(2) Jeppesen Airway Manual, ENROUTE section

INFORMATION
JEPPESEN
PAGE 5
1.2.5 RUNWAY DATA AND AERODROME FACILITIES
Information relative to runway data and aerodrome facilities for the area of operations are to be found
in the Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, AIRPORT DIRECTORY

(2) Jeppesen Airway Manual, Airport charts

1.2.6 ARRIVAL, APPROACH, MISSED APPROACH AND DEPARTURE PROCEDURES
Information relative to arrival, approach, missed approach and departure procedure (including noise-
abatement procedures) are to be found in the Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, SID and STAR charts

(2) Jeppesen Airway Manual, Approach charts
(3) Jeppesen Airway Manual, Airport Noise pages
(4) Jeppesen Airway Manual, ATC section, Noise Abatement Procedures
IMPORTANT NOTE: minima published on Jeppesen Approach Charts are State published minima.
They do not reflect Aerodrome Operating Minima which apply to BATIK AIR operations, and computed
in accordance with Operations Specifications. Minima to be complied with by BATIK AIR flight crews
are published on Company Airport Briefing pages that are inserted in the Jeppesen Airway. Refer to
Operations Manual Part C, Chapter 4.4 “COMPANY AIRPORT BRIEFING”.
1.2.7 AVAILABILITY OF AERONAUTICAL AND MET INFORMATION
Information relative to the availability of aeronautical and meteorological information is to be found in

Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, METEOROLOGY section

(3) Jeppesen Airway Manual, AIRPORT DIRECTORY section

INFORMATION
JEPPESEN
PAGE 6
1.2.8 EMERGENCIES, CONTINGENCIES AND COMMUNICATION FAILURES

PROCEDURES
Information relative to emergencies, in-flight contingencies and communication failure procedures

applicable to the area of operations are to be found in the Jeppesen Airway Manual.
Refer to:

(1) Jeppesen Airway Manual, EMERGENCY section

(2) Jeppesen Airway Manual, ATC section
1.2.9 SEARCH AND RESCUE FACILITIES FOR OVERFLOWN AREAS
Information relative to the location and locations and type of Search and Rescue facilities for the
overflown areas are to be found in the Jeppesen Airway Manual.
Refer to:
(1) Jeppesen Airway Manual, EMERGENCY section, Search and Rescue

(2) Jeppesen Airway Manual, ATC section
(3) Jeppesen Airway Manual, ARPORT DIRECTORY section

VOL. C
CHAPTER 2

OPERATIONS MANUAL
PERFORMANCE STUDIES
TABLE OF
PERFORMANCE STUDIES PAGE 1
CHAPTER 2 - PERFORMANCE STUDIES
2.1 EN ROUTE PERFORMANCE ................................................................................................ 3

2.2 RUNWAY ANALYSES ........................................................................................................... 4


TABLE OF


EN-ROUTE
OPERATIONS MANUAL VOL. C PERFORMANCE
2.1 EN ROUTE PERFORMANCE
En-route performance requirements and limitations that must be complied with are detailed in OM Part
A, Chapter 8.1.4.4 – “En-route limitations”
For each route operated by BATIK AIR, the Flight Operations Engineering section verifies that all
obstacle clearance requirements can be met. For route including mountainous terrain over flight, it
may necessary to define a specific drift-down procedure / escape route to be applied in case of engine

failure.

In case, a specific drift-down procedure / escape route must be defined for a given route / sector, the
details of the drift-down procedure are published in the Company Airport Information Briefing of the
departure and arrival airport. Refer to OM Part C, Chapter 4.1 - “Company Route Instructions”.

RUNWAY
OPERATIONS MANUAL VOL. C ANALYSES
2.2 RUNWAY ANALYSES
For each airport from/to which it operates with a specific aircraft type, BATIK AIR conducts specific
take-off and landing performance studies (runway analysis), accounting for each individual runway
characteristics, obstacles, and whose purpose is to provide flight crew with a simplified means to
obtain maximum take-off weight, V-speeds, or landing weights allowing to comply with all limitations as
described in OM Part A, Chapter 8.1.4.3 “Take-off limitations” and Chapter 8.4.3“, Landing limitations”.

For Boeing fleets, these analyses are conducted using up-to-date runway and obstacle data, the
approved Airplane Flight Manual, the type-specific Flight Planning and Performance Manual (FPPM),

and the Boeing performance software (BPS).
Outcomes of these analyses are published on dedicated charts:
• Take-off performance charts provide a means to quickly determine maximum allowable takeoff
weight, takeoff speeds, and assumed temperature for maximum and derate thrusts, and
different aircraft configurations, as well as engine-out procedures;
• Landing performance charts provide a means to quickly determine required landing distances
and threshold speeds using selected braking in different aircraft configurations.
All charts relative to regular BATIK AIR destinations are made available in a type-specific Runway
Analysis Manual (RAM). For non-scheduled / supplemental operations to an airport which is not
included in the Runway Analysis Manual, the Flight Operations engineering section will publish ad’hoc
charts that will be included in a brief pack

VOL. C
CHAPTER 3
AREA BRIEFING

OPERATIONS MANUAL

AREA BRIEFING PAGE 1
CHAPTER 3 - AREA BRIEFING

3.1 AREA OF OPERATIONS ........................................................................................................ 5
3.1.1 DESTINATIONS AND NETWORK OVERVIEW ............................................................. 5
3.1.2 FIRS IN WHICH SCHEDULDED OPERATIONS ARE CONDUCTED ............................ 5
3.1.3 AUTHORIZED AERAS OF OPERATIONS, LIMITATIONS AND PROCEDURES .......... 6
3.1.4 AIRPORT AUTHORIZED FOR SCHEDULDED OPERATIONS ..................................... 6

3.2 RVSM AIRSPACES IN THE AREA OF OPERATIONS .......................................................... 7

3.2.1 GENERAL....................................................................................................................... 7
3.2.2 RVSM IN ASIA PACIFIC REGION ................................................................................. 7
3.2.3 RVSM IN MIDDLE-EAST REGION ................................................................................. 7
3.2.4 RVSM IN CHINA ............................................................................................................. 7
3.2.4.1 CHINA RVSM AIRSPACE ........................................................................................... 8
3.2.4.2 FLIGHT LEVEL ALLOCATION SCHEME (FLAS)........................................................ 8
3.2.4.3 TABLE OF FLIGHT LEVEL ALLOCATION .................................................................. 9
3.2.4.4 AIRCRAFT EQUIPMENT.......................................................................................... 10
3.2.4.5 MEANS OF COMPLIANCE ....................................................................................... 10
3.2.4.6 COMMUNICATION ................................................................................................... 10
3.2.4.7 CONTROLLER / PILOT PHRASEOLOGY ............................................................... 11
3.2.4.8 WAKE TURBULENCE PROCEDURES .................................................................... 11
3.2.4.9 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP) ....................................... 11
3.2.4.10 CONTINGENCY SCENARIOS .............................................................................. 13
3.3 PBN IMPLEMENTATION IN THE AREA OF OPERATIONS ................................................ 14
3.3.1 ROUTES OPERATED BY BATIK AIR INCLUDING A REQUIREMENT FOR RNP-10 14
3.3.2 RNAV 5 ROUTES IN FIRS IN WHICH BATIK AIR CONDUCTS OPERATIONS .......... 14
3.3.3 RNAV 1 ROUTES IN FIRS IN WHICH BATIK AIR CONDUCTS OPERATIONS .......... 15
3.4 CLIMATOLOGIC BRIEFING FOR THE AREA OF OPERATIONS ....................................... 16
3.4.1 METEOROLOGY.......................................................................................................... 16
3.4.1.1 WEST ASIA AND MIDDLE EAST WEATHER .......................................................... 16
3.4.1.1.1 WINTER AND SPRING (NOVEMBER TO APRIL) ............................................... 16
TURBULENCE .............................................................................................. 16
THUNDERSTORM ........................................................................................ 16
DUST AND SAND STORMS ......................................................................... 16
3.4.1.1.2 SUMMER AND AUTUMN (MAY TO OCTOBER) ................................................. 16
3.4.1.1.2.1 JET STREAM AND UPPER WINDS ................................................................. 17
3.4.1.1.2.2 TURBULENCE AND WIND SHEAR.................................................................. 17
3.4.1.1.2.3 TROPICAL CYCLONES.................................................................................... 17
3.4.1.1.2.4 DUST AND SAND STANDS ............................................................................. 17

3.4.1.1.2.5 ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON) ..................... 17

3.4.1.2 SOTUH ASIA AND THE FAR EAST WEATHER -1 .................................................. 18
3.4.1.2.1 WINTER AND SPRING (DECEMBER TO JUNE) ................................................ 18
3.4.1.2.1.1 MALAYSIA, SINGAPORE AND INDONESIA ................................................ 18
3.4.1.2.1.2 SUMATRAS ................................................................................................... 18
3.4.1.2.1.3 JET STREAM AND UPPER WINDS.............................................................. 18

3.4.1.2.1.4 TURBULENCE .............................................................................................. 18

3.4.1.2.1.5 THUNDERSTORM AND TROPICAL CYCLONES ........................................ 18
3.4.1.2.2 AERODROMES IN THE REGION........................................................................ 19
3.4.1.2.2.1 MUMBAI (BOMBAY) ......................................................................................... 19
3.4.1.2.2.2 KOLKATA, DHAKA ........................................................................................... 19
3.4.1.2.2.3 COLOMBO ........................................................................................................ 19
3.4.1.2.2.4 DELHI................................................................................................................ 19
3.4.1.2.2.5 CHENNAI .......................................................................................................... 19
3.4.1.2.2.6 KUALA LUMPUR (EQUATORIAL CLIMATE) ................................................... 20
3.4.1.2.3 JET STREAM AND UPPER WINDS .................................................................... 20
3.4.1.2.4 TURBULENCE ..................................................................................................... 20
3.4.1.2.5 THUNDERSTORM AND TROPICAL CYCLONES ............................................... 20
3.4.1.3 SOUTH ASIA AND THE FAR EAST WEATHER – 2 ................................................ 20
3.4.1.3.1 WINTER AND SPRING (NOVEMBER – MAY) .................................................... 20
3.4.1.3.1.2 TURBULENCE .............................................................................................. 21
3.4.1.3.1.3 TYPHOONS AND CYCLONES ..................................................................... 21
3.4.1.3.2 SUMMER AND AUTUMN (JUNE TO OCTOBER) ............................................... 21
3.4.1.3.2.2 TURBULENCE .............................................................................................. 21
3.4.1.3.2.3 TYPHOONS AND CYCLONES ..................................................................... 21
3.4.1.3.2.4 THE NATURE OF TROPICAL CYCLONES .................................................. 21
3.4.1.3.2.5 TROPICAL CYCLONES AS HEAT ENGINES ............................................... 22
3.4.1.3.2.6 HOW TROPICAL CYCLONES FORM ........................................................... 23
3.4.1.3.2.7 HOW THEY DISSIPATE ................................................................................ 23
3.4.1.3.2.8 OCCURRENCE OF TROPICAL CYCLONES ............................................... 23
3.4.1.3.2.9 INFORMATION USED TO LOCATE TROPICAL CYCLONES ...................... 23
3.4.1.3.3 AREAS OF SPECIAL SIGNIFICANCE................................................................. 24
3.4.1.3.3.1 THE PHILIPPINES ............................................................................................ 24
3.4.1.3.3.2 THAILAND ........................................................................................................ 25
3.4.1.4 AUSTRALIA PACIFIC ............................................................................................... 25

3.4.1.4.1 SOUTH EAST ASIA AND NORTH WEST AUSTRALIA ....................................... 25

3.4.1.4.2 INDONESIA ......................................................................................................... 25
3.4.1.4.3 AUSTRALIA ......................................................................................................... 27
3.4.1.4.4 STREAM WEATHER ........................................................................................... 27
3.4.1.4.4.1 EASTERLY STREAM .................................................................................... 27
3.4.1.4.4.2 DRY NORTHERN STREAM .......................................................................... 28

3.4.1.4.4.3 SOUTHERN STREAM................................................................................... 28

3.4.1.4.4.4 WESTERLY STREAM ................................................................................... 28
3.4.1.4.5 AIR MASSES ....................................................................................................... 28
3.4.1.4.5.1 TROPICAL CONTINENTAL AIR.................................................................... 28
3.4.1.4.5.2 TROPICAL MARITIME AIR ........................................................................... 29
3.4.1.4.5.3 POLAR MARITIME AIR ................................................................................. 29
3.4.1.4.6 TROPICAL CYCLONES....................................................................................... 29
3.4.1.4.7 THE TROPOPAUSE ............................................................................................ 29
3.4.1.4.8 UPPER WINDS .................................................................................................... 30
3.4.1.4.9 AERODROME IN THE REGION .......................................................................... 30
3.4.1.4.9.1 ADELAIDE ........................................................................................................ 30
3.4.1.4.9.2 BRISBANE ........................................................................................................ 30
3.4.1.4.9.3 MELBOURNE ................................................................................................... 30
3.4.1.4.9.4 PERTH .............................................................................................................. 31
3.4.1.4.9.5 SYDNEY ........................................................................................................... 31
3.4.1.5 WEST ASIA AND MIDDLE EAST WEATHER. ......................................................... 32
3.4.1.5.1 WINTER AND SPRING (NOVEMBER TO APRIL) ............................................... 32
3.4.1.5.1.1. JETSTREAMS AND UPPER WINDS .............................................................. 32
3.4.1.5.1.2. TURBULENCE ................................................................................................. 32
3.4.1.5.1.3. THUNDERSTORMS ........................................................................................ 32
3.4.1.5.1.4. DUST AND SAND STORMS. ........................................................................... 32
3.4.1.5.2. SUMMER AND AUTUMN (MAY TO OCTOBER). ............................................... 33
3.4.1.5.2.1. JETSTREAM AND UPPER WINDS. ................................................................ 33
3.4.1.5.2.2. TURBULENCE AND WINDSHEAR.................................................................. 33
3.4.1.5.2.3. TROPICAL CYCLONES. .................................................................................. 33
3.4.1.5.2.4. DUST AND SAND STANDS. ........................................................................... 33
SEE (WINTER/SPRING), HOWEVER MORE FREQUENT IN SUMMER. ............................ 33
3.4.1.5.2.5. ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON). ................... 33



OPERATIONS MANUAL VOL. C Area of Operations
3.1 AREA OF OPERATIONS
3.1.1 DESTINATIONS AND NETWORK OVERVIEW

3.1.2 FIRs IN WHICH SCHEDULDED OPERATIONS ARE CONDUCTED
COUNTRY FIRs REMARK

FIR Jakarta -
INDONESIA
FIR Ujung Pandang -
FIR Kuala Lumpur -
MALAYSIA
FIR Kota Kinabalu -
SINGAPORE FIR Singapore -
VIETNAM FIR Ho Chi Minh -
FIR Brisbane -
AUSTRALIA
FIR Melbourne -
FIR Chennai -
FIR Calcutta -
INDIA
FIR Delhi -
FIR Mumbai -
FIR Guangzhou -
CHINA
FIR Hongkong -

OPERATIONS MANUAL VOL. C Area of Operations
3.1.3 AUTHORIZED AERAS OF OPERATIONS, LIMITATIONS AND PROCEDURES
Routes on which BATIK AIR is authorized to operate are listed in Operations Specifications delivered to
BATIK AIR by DGCA.
Refer to OPSPEC, section B50.
3.1.4 AIRPORT AUTHORIZED FOR SCHEDULDED OPERATIONS

Routes on which BATIK AIR is authorized to operate are listed in Operations Specifications delivered to
BATIK AIR by DGCA.
Refer to OPSPEC, section C70.

RVSM Airspace In
OPERATIONS MANUAL VOL. C The Area of
Operations
3.2 RVSM AIRSPACES IN THE AREA OF OPERATIONS
3.2.1 GENERAL
Reduced Vertical Separation Minimum (RVSM) is implemented in all FIRs in which BATIK AIR operates:
COUNTRY FIRs RVSM model

FIR Jakarta ASIA PACIFIC RVSM
INDONESIA

FIR Ujung Pandang ASIA PACIFIC RVSM
FIR Kuala Lumpur ASIA PACIFIC RVSM
MALAYSIA
FIR Kota Kinabalu ASIA PACIFIC RVSM
SINGAPORE FIR Singapore ASIA PACIFIC RVSM
VIETNAM FIR Ho Chi Minh ASIA PACIFIC RVSM
FIR Brisbane ASIA PACIFIC RVSM
AUSTRALIA
FIR Melbourne ASIA PACIFIC RVSM
FIR Chennai ASIA PACIFIC RVSM
FIR Calcutta ASIA PACIFIC RVSM
INDIA
FIR Delhi ASIA PACIFIC RVSM
FIR Mumbai ASIA PACIFIC RVSM
FIR Guangzhou ASIA PACIFIC RVSM
CHINA
FIR Hong Kong ASIA PACIFIC RVSM
General information and background about RVSM could be found in OM Part A, Chapter 8.3.5 “RVSM”.
3.2.2 RVSM IN ASIA PACIFIC REGION
Details regarding RVSM implementation in the ASIA PACIFIC region (Flight Level Allocation System,
required equipment, normal procedures, specific procedures for in-flight contingencies, controller/pilot
phraseology, etc.) could be found in the Jeppesen Airway Manual (PACIFIC BASIN) text supplement.
Refer to Jeppesen Airway Manual (Pacific Basin), ATC TAB > RVSM Pacific Region
3.2.3 RVSM IN MIDDLE-EAST REGION
Details regarding RVSM implementation in the MIDDLE EAST region (Flight Level Allocation System,
required equipment, normal procedures, specific procedures for in-flight contingencies, controller/pilot
phraseology, etc.) could be found in the Jeppesen Airway Manual.
Refer to Jeppesen Airway Manual (Middle East - South Asia), ATC section, RVSM Middle East
3.2.4 RVSM IN CHINA
Though BATIK AIR does not conduct scheduled operations in the Chinese airspace, it may happen that
some destinations in China are served by BATIK AIR aircraft in the frame of charter operations.
BATIK AIR flight crews must therefore be aware of the non-standard implementation of RVSM in China
airspace, which is based on metric Flight Level Allocation System (FLAS), and therefore imply specific
procedures for transitioning between different FLAS.

RVSM Airspace In
Operations
Details regarding RVSM implementation in CHINA (Flight Level Allocation System, required equipment,
normal procedures, specific procedures for in-flight contingencies, controller/pilot phraseology, flight
level transition procedures between different FLAS system, etc.) could be found in the Jeppesen Airway
Manual (PACIFIC BASIN) text supplement.
Refer to Jeppesen Airway Manual (Pacific Basin), ATC section, RVSM China
3.2.4.1 CHINA RVSM AIRSPACE

Metric RVSM implemented in the Shenyang, Beijing, Shanghai, Guangzhou, Kunming, Wuhan,
Lanzhou, Urumqi FIRs and Sector AR01 (Island airspace) of the Sanya CTA between 8900m (FL291)
and 12500m (FL411) inclusive. The airspace between 8900m (FL291) and 12500m (FL411) is defined
as RVSM airspace. China RVSM airspace is exclusive RVSM airspace; aircraft that are not RVSM
compliant may not operate into China RVSM airspace between 8900m (FL291) and 12500m (FL411).
3.2.4.2 FLIGHT LEVEL ALLOCATION SCHEME (FLAS)
China RVSM Flight Level Allocation Scheme (FLAS) is based on Metric Flight Level. ATC will issue
the Flight Level clearance in meter; the aircraft shall be flown using the flight level in FEET. There
will be no change in flight level allocations and operations at 8400m (FL276) or below in non-RVSM
airspace. Pilots should be aware that due to the rounding differences, the metric read outs of the
onboard avionics will not necessarily correspond to the cleared Flight Level in meters, however
the difference will never be more than 30meters. Aircraft equipped with metric and feet altimeters
shall use the feet altimeter within RVSM airspace.

RVSM Airspace In
Operations
3.2.4.3 TABLE OF FLIGHT LEVEL ALLOCATION
Aircraft equipped with the altimetry system not capable of flying in FEET shall NOT plan a flight in
RVSM airspace.


RVSM Airspace In
Operations
3.2.4.4 AIRCRAFT EQUIPMENT
The minimum equipment list (MEL) for dispatch in RVSM airspace consists of:
1. TWO primary altimetry systems; System should be capable that aircraft can be flown using FL in
FEET;
2. ONE automatic altitude keeping device and;
3. ONE altitude-alerting device.

4. Traffic Collision Avoidance System (TCAS) **
** Although ACAS II (TCAS Version 7.0) is not specifically required for RVSM, it is a

requirement in Chinese Airspace.
3.2.4.5 MEANS OF COMPLIANCE
Except of State aircraft, operators intending to conduct flights within the volume of airspace where RVSM
is applied shall require an RVSM approval either from the State in which the operator is based or from
the Stare in which the aircraft is registered. To obtain such an RVSM approval, operators shall
satisfy the said State that:
i) Aircraft for which the RVSM approval is sought have the vertical navigational performance capability
required for RVSM operations through compliance with the criteria of the RVSM minimum aircraft
systems performance specifications (MASPS).
ii) They have instituted procedures in respect of continued airworthiness (maintenance and repair)
practices and programs, and
iii) They have instituted flight crew procedures for operations in the CH RVSM airspace.
NOTE 1: An RVSM approval is not restricted to a specific region instead. It is valid globally on the
understanding that any operating procedures specific to a given region in this case the CH region, should
be stated in the operations manual or appropriate crew guidance.
NOTE 2: Aircraft that have received State approval for RVSM operations will be referred to as ‘RVSM
approved aircraft’.
NOTE 3: Aircraft that have not received State approval for RVSM operations will be referred to as ‘non-
RVSM approved aircraft
3.2.4.6 COMMUNICATION
“Pilot level call” – Except in an ADS or radar environment, pilots shall report reaching altitude assigned
within RVSM airspace.

RVSM Airspace In
Operations
3.2.4.7 CONTROLLER / PILOT PHRASEOLOGY
Phrase Purpose
(call sign) CONFIRM RVSM
Used by the controller to ascertain the RVSM approval status of the
APPROVED
Used by the pilot to report non-RVSM approval status.
a. On the initial call on any frequency within the CH RVSM airspace
(controllers shall provide a read back with this same phrase), and
Negative RVSM1

b. In all request for flight level changes.
c. In all read backs of flight level clearances pertaining to flight

levels.
AFFIRM RVSM1 Used by the pilot to report RVSM approval status.
Used by the controller to request confirmation that an aircraft has
CONFIRM WHEN ABLE TO
regained RVSM approved status or a pilot is ready to resume RVSM
RESUME RVSM1
operations.
(call sign) UNABLE ISSUE
CLEARANCE INTO RVSM
AIRSPACE, MAINTAIN (or Used to deny ATC clearance into CH RVSM airspace.
DESCEND TO, or CLIMB TO
FLIGHT LEVEL (number)
Used by the pilot to report when severe turbulence affects the
UNABLE RVSM DUE
aircrafts capability to maintain the height-keeping requirements for
TURBULENCE1
RVSM.
Used by the pilot to report the ability to resume operations within the
READY TO RESUME RVSM1 CH RVSM airspace after an equipment or weather – related
contingency.
Used the controller to confirm that an aircraft has regained its RVSM
REPORT WHEN ABLE TO
approval status or to confirm that the pilot is ready to resume RVSM
RESUME RVSM
operations.
1
Indicates a pilot transmission
3.2.4.8 WAKE TURBULENCE PROCEDURES
Pilots encountering or anticipating wake turbulence in Chinese RVSM airspace have the option of
requesting:
1. FL change, or
2. a radar vector (if possible) or
3. a lateral offset (no clearance required in a remote continental airspace)
3.2.4.9 STRATEGIC LATERAL OFFSET PROCEDURES (SLOP)
The flight crew may apply strategic lateral offsets on remote continental airspace (Non-radar airspace)
when the aircraft is equipped with automatic offset tracking capability. The decision to apply a strategic
lateral offset shall be the responsibility of the flight crew.
A strategic lateral offset shall be established at a distance on 1NM or 2NM to the right of the centerline
of the en-route relative to the direction of the flight. Pilots are NOT required to inform ATC that a strategic
lateral offset is being applied. Within radar airspace, the SLOP requires approval by ATC. 1NM offsets
are preferred within radar airspace. Pilots applying SLOP in non-radar airspace, may request approval
from ATC to continue with the offset upon entering radar airspace.

RVSM Airspace In
Operations


RVSM Airspace In
Operations
3.2.4.10 CONTINGENCY SCENARIOS


PBN
Implementation In
Operations.
3.3 PBN IMPLEMENTATION IN THE AREA OF OPERATIONS
This section is intended to provide BATIK AIR flight crew with an overview of routes and areas in which
there is a requirement for RNAV / RNP capabilities.
3.3.1 ROUTES OPERATED BY BATIK AIR INCLUDING A REQUIREMENT FOR RNP-10

The following table highlights (in red) oceanic routes (or portions thereof) of the BATIK AIR authorized

area of operations which are designated as RNP-10.
COUNTRY FIR’S AIRWAYS REMARKS

INDONESIA FIR Jakarta N563 -
SINGAPORE FIR Singapore N633 -
FIR Chennai
N571, P762, L301, L507,
FIR Calcutta L509, L510, L759, M300,
INDIA -
FIR Delhi M770, N563, N877, N895,
P570, P574, P628 and P646
FIR Mumbai
CHINA FIR Hong Kong L642, M771, P901, M772, Q1 -
General information and background about RNP-10 operations could be found in OM, Part A, Chapter
8.3.6, “Performance-Based Navigation”.
Exhaustive list of all routes including a RNP-10 requirement could be found in the Jeppesen Airway
Manual text book.
Refer to Jeppesen Airway Manual, ATC TAB > (NAME OF STATE) - RULES AND PROCEDURES.
3.3.2 RNAV 5 ROUTES IN FIRs IN WHICH BATIK AIR CONDUCTS OPERATIONS
COUNTRY FIRs RNAV 5

FIR Jakarta
RNAV 5 NOT implemented for en-route operations in
INDONESIA FIR Ujung Pandang Indonesian airspace
FIR Kota Kinabalu
SINGAPORE FIR Singapore RNAV 5 NOT implemented in Singapore airspace
FIR Chennai RNAV 5 NOT implemented in Chennai airspace
FIR Calcutta RNAV 5 NOT implemented in Calcutta airspace
INDIA
FIR Delhi RNAV 5 NOT implemented in Delhi airspace
FIR Mumbai RNAV 5 NOT implemented in Mumbai airspace
CHINA FIR Hong Kong RNAV 5 NOT implemented in Hong Kong airspace
FIR Brisbane RNAV 5 NOT implemented in Brisbane airspace
AUSTRALIA
FIR Melbourne RNAV 5 NOT implemented in Melbourne airspace

PBN
Implementation In
Operations.
3.3.3 RNAV 1 ROUTES IN FIRs IN WHICH BATIK AIR CONDUCTS OPERATIONS
BATIK AIR is authorized for RNP 10 en-route operations.
BATIK AIR is authorized to conduct RNAV 1 terminal operations, with the A320 and B737NG fleet.
COUNTRY FIRs RNAV 1

FIR Jakarta RNAV 1 en-route is NOT implemented in Indonesian
INDONESIA

FIR Ujung Pandang airspace. RNAV 1 SID/STAR
SINGAPORE FIR Singapore RNAV 1 en-route not implemented in Singapore airspace

FIR Chennai RNAV 1 en-route not implemented in Chennai airspace
FIR Calcutta RNAV 1 en-route not implemented in Calcutta airspace
INDIA
FIR Delhi RNAV 1 en-route not implemented in Delhi airspace
FIR Mumbai RNAV 1 en-route not implemented in Mumbai airspace
CHINA FIR Hong Kong RNAV 1 en-route not implemented in Hong Kong airspace
FIR Brisbane RNAV 1 en-route not implemented in Brisbane airspace
AUSTRALIA
FIR Melbourne RNAV 1 en-route not implemented in Melbourne airspace

Climatologic
OPERATIONS MANUAL VOL. C Briefing For The
Area of Operations.
3.4 CLIMATOLOGIC BRIEFING FOR THE AREA OF OPERATIONS
3.4.1 METEOROLOGY
3.4.1.1 WEST ASIA AND MIDDLE EAST WEATHER

3.4.1.1.1 WINTER AND SPRING (NOVEMBER TO APRIL)

Cold fronts from west produce cumulonimbus and squall lines the eastern Mediterranean sectors
occasionally reaching as far as Tehran. The Tehran area is also affected by cold fronts from the North
which produce widespread stratus, fog, drizzle and snow.
Warm fronts may affect the routes near and to Tehran. They move from Southeast to Northwest and the
warm air comes from the Gulf Area. They produce overcast weather with rain, drizzle and occasionally
snow. East of Tehran and the Gulf Area frontal passages are rare. If they do occur, they produce layers
of stratocumulus and cumulus with scattered thunderstorm. In the Gulf, fog occurs during this period,
but information is rare before 2:00 A.M., the worst month being February. Rainfall is in the form of
showers or occasional cumulonimbus, normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
TURBULENCE
Clear Air Turbulence in connection with the Jet stream. Mountain wave turbulence may occur over
Beirut/Ankara, Tehran and Karachi.
THUNDERSTORM
There can be very severe cumulonimbus activity at the change over from winter to summer in March
and from summer to winter in the autumn, with violent thunderstorms and associated up and down drafts
and down bursts. Isolated thunderstorms may occur, especially in May, they usually have a base of
around 6000 feet moving slowly to the Northeast.
DUST AND SAND STORMS
Found in the desert region of Egypt, Sudan. Iraq, Iran, the Gulf area Pakistan. Often associated with
gusty thunderstorm or frontal wind shifts, when the surface winds are greater than 20-25 knots. In these
storm the air is ruled with dust/sand particles up to at least 15000 feet. These occur at any time of the
year most frequently during spring, summer and autumn.
3.4.1.1.2 SUMMER AND AUTUMN (MAY TO OCTOBER)
Frontal activity over the majority of the routes is generally absent except for weak systems affecting
Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf, between May-July, dust can
affect the airports at any time, and strong surface north-west winds (SHAMAL) of 20-25 knots can
seriously reduce visibility in rising sand and dust. Average visibility is 3000-4000 meters in dust, but can
fall to about 1000 meters for a few hours after the onset of the SHAMAL, particularly in early June.

Climatologic
Area of Operations.
Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and Doha.
Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain, Northwest winds
from sea can result in fog at Dubai.
Land breeze from the west-south –west and sea breeze from the east-north-east can be pronounced
during summer and autumn.
Note: During Summer, rapid cooling at the surface after sunset can produce a marked

inversion above 400 feet, and pilots should be alert to the associated problems, as seen
in the following example:

July:
- 2000 feet 40o SAT

- 1000 feet 40o SAT
- 500 feet 40o SAT
- Below 500 feet dropping rapidly to 31o on the ground.
3.4.1.1.2.1 JET STREAM AND UPPER WINDS
Jet stream are absent over the routes. Light westerly winds becoming variable in the Gulf Area and N-
East to S-East towards Karachi.
3.4.1.1.2.2 TURBULENCE AND WIND SHEAR
Practically nor turbulence due to lower wind velocities. However, the approach path to aerodromes in
the Middle East and Gulf desert areas are subject to sometimes very strong wind shears and/or
inversion.
3.4.1.1.2.3 TROPICAL CYCLONES
Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
3.4.1.1.2.4 DUST AND SAND STANDS
See (Winter/Spring), however more frequent in summer.
3.4.1.1.2.5 ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON)
The Inter Tropical Convergence Zone, or ITCZ, is a belt of low pressure which circles the Earth generally
near the equator where the trade winds of the Northern and Southern Hemispheres come together. It is
characterized by convective activity which generates often vigorous thunderstorms over large areas. It
is most active over continental land masses by day and relatively less active over the oceans.
The position of the ITCZ varies with the seasons, and lags behind the sun's relative position above the
Earth's surface by about 1 to 2 months, and correlates generally to the thermal equator. Since water
has a higher heat capacity than land, the ITCZ propagates poleward more prominently over land than
over water, and over the Northern Hemisphere than over the Southern Hemisphere. In July and August,
over the Atlantic and Pacific, the ITCZ is between 5 and 15 degrees north of the Equator, but further
north over the land masses of Africa and Asia. In eastern Asia, the ITCZ may propagate up to 30 degrees
north of the Equator. In January, over the Atlantic, the ITCZ generally sits no further south than the
Equator, but extends much further south over South America, Southern Africa, and Australia. Over land,
the ITCZ tends to follow the sun's zenith point.

Climatologic
Area of Operations.
Where the trade winds are weak, the ITCZ is characterized by isolated CU and CB cells. However,
where the trade winds are stronger, the ITCZ can spawn a solid line of active CB cells embedded with
other cloud types developing as a result of instability at higher levels. CB tops can reach and sometimes
exceed an altitude of 55,000 feet, and the ITCZ can be as wide as 300 nautical miles in places presenting
a formidable obstacle to aircraft transit.
Aircraft flying through an active ITCZ (strong trade winds) will probably encounter some or all the
hazards associated with CB clouds such as icing, turbulence, lightning, and wind shear. However, it is
in this zone that the most severe effects may often be encountered. In particular, it is within the ITCZ

that convective breakthroughs of the tropopause often occur, with the majority occurring over land,

especially in the second half of each day. Convective penetration of the tropopause is less common
over oceanic areas where the phenomenon is more likely to occur in the early hours of each day,
generating more isolated cells. Research sponsored by NASA has shown that 1% of tropical deep
convective activity exceeds 46,000ft altitude, with a small proportion of this reaching much greater
heights.
3.4.1.2 SOTUH ASIA AND THE FAR EAST WEATHER -1
(India, Sri Lanka, Malaysia, Singapore and Indonesia)
3.4.1.2.1 WINTER AND SPRING (DECEMBER TO JUNE)
Fine weather season. Generally cool and dry. Generally less than 2/8 of cloud. Some exceptions are: -
3.4.1.2.1.1 MALAYSIA, SINGAPORE AND INDONESIA
The southern part of Malaysia, Singapore and most of Indonesia archipelago are still affected by
frequent towering cumulus and thunderstorms with heavy showers.
3.4.1.2.1.2 SUMATRAS
Heavy squalls mostly active late in the night to early morning will be found in the straits of Malacca in
spring/summer and autumn. Singapore has an average of 404 thunderstorm per year.
December to March are the months of greatest Jet stream activity. Main axis north of Karachi, New
Delhi, Kolkata, north of Yangoon. Average strength 60 knots weakening towards Yangoon/Bangkok
maximum around 100 knots. On the route from Colombo to Singapore the upper wind is normally from
Colombo to Singapore the upper wind is normally from east to southeast between 10-20 knots.
3.4.1.2.1.4 TURBULENCE
Clear Air Turbulence associated with the jet stream, light to moderate.
3.4.1.2.1.5 THUNDERSTORM AND TROPICAL CYCLONES

Climatologic
Area of Operations.
Occasionally a depression from the Mediterranean area may move across India, south of the Himalayas
giving thunderstorms and northwest surface winds up to 50 knots, in the region of Kolkata. They are
called the “NORWESTERS” Tropical Cyclones have a secondary peak in May and may be found in the
Bay of Bengal.
When this trough occupies a more northerly position it is known or called a Weak or Break Monsoon
condition. The weak or break monsoon occurs when the whole country is under the Westerly wind
sweep. This can be seen when the Bay of Bengal branch of monsoon is not affecting the northern parts
of India and when there is no easterly wind flow to the north of the axis of the monsoon trough.

During such situations, the rainfall pattern over the country undergoes a striking change. The regions of
the Himalayas get very heavy rainfall. The northern parts of Assam get very heavy rain and the rivers in
the northeast regions become flooded. The rainfall activity generally decreases over the rest of the
country. Cloud coverage is lesser during such periods and as a consequence, the temperature rises.
Pressures also rises phenomenally over the central parts of the country. However, there is an increase
of rainfall more of thundery activity over the interior parts of the South Peninsula. In fact, Madras, gets
thundershowers during such spells.
3.4.1.2.2 AERODROMES IN THE REGION
3.4.1.2.2.1 MUMBAI (BOMBAY)
The monsoon precipitation occurs in the form of pulses or waves over Bombay. Series of cloud patches
move inland from the sea causing heavy showers over a short period followed by short breaks. During
cloud bursts the visibility reduces below 800 meters. Within a short while the visibility improves well over
3 to 4 kilometers. Occasionally it rains very heavy during the night and early morning hours. During the
active monsoon period very strong surface winds gusting to 30 knots exceeds crosswind condition limits.
Approach to RWY 27 will be very bumpy and runway breaking action poor.
3.4.1.2.2.2 KOLKATA, DHAKA
The months of October, November and December are called the north East monsoon season and is
confined to the East of India. In this season East Coast of India and Bangladesh are very vulnerable to
cyclonic storms.
3.4.1.2.2.3 COLOMBO
Colombo receives rainfall during the southwest monsoon and the east coast of Sri Lanka during the
Northeast monsoon season but Colombo Airport receives more rainfall during the Southwest Monsoon
Season.
3.4.1.2.2.4 DELHI
During July and August Delhi Airport experiences heavy thunderstorm activity and sometimes dust
storms.
3.4.1.2.2.5 CHENNAI
Generally Chennai is a fair weather airport through the year except during the months or October and
November, with a cyclonic storm close to the coast. Convective thunderstorms are common during the
months of March, April and may due to tropical heat. Because of the geographical features of the West
Coast rainfall in the rest of the Southern Peninsula gradually decreases from West Coast to East Coast.

Climatologic
Area of Operations.
Chennai Airport is on the East Coast can therefore be used as a suitable alternate to Colombo,
Hyderabad and Bombay during the peak monsoon months.
The Southwest monsoon withdraws from North India by the middle of September. When the Inter
Tropical Convergence Zone passes through the latitudes of 15 to 10 North, Cyclonic storm originate in
the Bay of Bengal and move in a north-westerly direction during the months of October and November.
These storms are severe in intensity and strike the East Coast of India. Chennai is very much vulnerable
for these storms to strike. Sometime the eye of the storm could pass through Chennai City resulting in
surface winds of 100 to 120 knots accompanied by very heavy rain bringing hazardous weather to

Chennai Airport. It is advisable to skip Chennai Airport when a storm is center about 50-100nm off the

coast of Chennai. The Northeast monsoon affecting the coast of India ceases by the end of December.
3.4.1.2.2.6 KUALA LUMPUR (EQUATORIAL CLIMATE)
There are two main wet season associated with the passage of the sun north and south across the
equator, but there is no really dry season. There is much convective cloud, and rain falls in heavy
showers with frequent thunderstorms. Both most unpleasant months are March and September.
3.4.1.2.3 JET STREAM AND UPPER WINDS
Westerly jet stream activity is absent. An easterly jet stream may occasionally be found over the
Yangoon/Bangkok track. Generally light winds with variable direction East to Southeast. Somewhat
stronger towards Singapore, up to 30 knots.
3.4.1.2.4 TURBULENCE
In the monsoon you may encounter anything between lights to extreme turbulence. Do not fly into CB’s.
Circumnavigation with radar is always possible. Avoid adverse weather generously.
3.4.1.2.5 THUNDERSTORM AND TROPICAL CYCLONES
The thunderstorm (CB’s) seldom last longer than 30-40 minutes over an aerodrome, giving heavy rainfall
with visibility well below landing minima. Delay your landing or take-off. The lowest frequency of
occurrence is during the period 0600 Local time to noon, the maximum in the late afternoon and night.
Tropical cyclones occur most often in this season and will be found in the Bay of Bengal and frequently
hit the land South- East of Kolkata (Bangladesh) with devastating effect.
3.4.1.3 SOUTH ASIA AND THE FAR EAST WEATHER – 2
(Thailand, China, Hong Kong, Philippines, Taiwan and Japan)
3.4.1.3.1 WINTER AND SPRING (NOVEMBER – MAY)
Cold and dry air moves from the Asiatic High over the warm South China Sea. Small sharply defined
cumuli are formed, tops 4000 to 6000 feet. Fair weather prevails in the Philippines and the South China
Sea. From December to February early morning fog is prevalent over Indochina, Thailand and Burma.
The visibility is restricted to less than two miles. It starts 3 hours before and lasts until 2 hours after
sunrise. Towards spring fog also persists at Hong Kong (May/April). In the northern area weather is
characterized by the Polar front penetrating often as far south as 20 degrees North. The direction
normally is northeast to southwest, it separates the cold air of Asia from the warm air of the western
Pacific. Arctic fronts may from and tropical cyclones develop along these fronts, travelling northeast and

Climatologic
Area of Operations.
may pass over or near South – East Japan interrupting the normally good flying weather. In the North
of the Japanese Islands the winter brings a large amount of precipitation with frequent snowfall.
Two Jet stream are found in the area. The Polar jet stream between Korea – Tokyo and the subtropical
jet stream between Hong Kong and Okinawa. The two streams may mix together from Kagoshima to
Tokyo. Average westward component about 70 knots. Core velocities may reach a maximum of over

200 knots. Between Thailand – Hong Kong and Philippines light westerly winds prevail.

Clear Air turbulence in connection with the Jet stream is quite common (moderate-heavy).
3.4.1.3.1.3 TYPHOONS AND CYCLONES
Very rare in this season Occasional cyclones in connection with the polar front.
3.4.1.3.2 SUMMER AND AUTUMN (JUNE TO OCTOBER)
The ITCZ appears again in the southern part of the region (up to approximately 22 degrees North). The
Polar front moves well to the North of Japan. Thus the maritime tropical air masses invade the area and
the summer starts. July is very hot and humid. The months of September and October are a transitional
period between the wet summer and dry winter. During October the characteristic winter circulation over
East Asia, with the Asiatic High, the two jet streams and the polar front is re-established.
Jet stream activity is absent, but reappears in September/October. Upper winds from winds east to
southeast 20-50 knots between Bangkok/Hong Kong/Manila becoming westerly 10-30 knots towards
Tokyo.
See before (winter). Can be found within the monsoon and of course in the vicinity of a typhoon.
3.4.1.3.2.3 TYPHOONS AND CYCLONES
Typhoons are observed during this season, being most prevalent from July to October
3.4.1.3.2.4 THE NATURE OF TROPICAL CYCLONES
A tropical cyclones consists of a rotating mass warm humid air normally between 200 and 1000 miles
in diameter. The atmospheric pressure is lowest near the center, and will be less than 990 mill bars in a
tropical cyclones that has developed to typhoon intensity in the northern hemisphere the winds of
Cyclonic circulation spiral inwards towards the center in an anti-clockwise direction. In the southern the
rotation is clockwise.
Well-developed tropical cyclones have widespread areas of this cloud extending to great heights
together with bands of torrential rain and very violent winds. The strongest winds, which may reach 200
knots, below in a tight band around the eye of tropical cyclone, a central region of lights winds and lightly

Climatologic
Area of Operations.
clouded sky, usually circular or elliptical in shape and ranging from a few miles to over 80 miles in
diameter. Winds diminish rapidly with distance from the wall of the eye and it is rare for winds to exceed
60 knots more than 50 miles from the center. Although the winds in the wall of the eye frequently exceed
100 knots, the whole system moves at a much slower speed. Near Hong Kong a typical movement
would be towards West North West at about 8 knots, but other directions and speeds are common. The
term tropical cyclone does not hurricanes in the Atlantic and cyclones in the western Pacific and the
China Seas are classified according to the maximum sustained wind speeds within their circulations, as
shown in the table below.

TABLE-1 below Winds Associated with Tropical Cyclones

WINDS ASSOCIATED WITH TROPICAL CYCLONES
Tropical Gust Peak

Class Max Sustained Wind Speed
Speeds*
Tropical Depression Up to 30 knots 40-50 knots
Tropical Storm 34-37 knots 50-75 knots
Severe Tropical Storm 48-63 knots 75-100 knots
Typhoon 64 knots or more More than 100 knots
 The figures in the last column do not from part of the international definitions and are only typical
of tropical cyclones experienced near Hong Kong.
3.4.1.3.2.5 TROPICAL CYCLONES AS HEAT ENGINES
The physical processes and energy transformations occurring in tropical cyclones are extremely
complex and are not yet fully understood. Essentially, a tropical cyclones is a vast heat engine where
the primary source of energy is the latent heat of condensation that is released when rain forms in
ascending moist air. The heaviest rain occurs in relatively narrow spiral bands and especially in a tense
ring surrounding the eye, where tremendous amounts of heat are released. It has been estimated that
the efficiency of a tropical cyclones as a heat engine is only about 3%. Even so, the amount of
mechanical energy generated by an average tropical cyclones is of the order of half a billion kilowatt –
hours per day. If this mechanical energy could be converted into electricity if could, in only one day,
provide about 150 years supply of electricity for all of Hong Kong (at the rate consumed in 1969). The
latent heat released is the primary cause of the warm core which forms in a tropical cyclones. Since the
warm air in the core is lighter than its surroundings, the surface pressure there is lower. These
differences in the surface pressure procedure the familiar pattern of circular Isobars. Air starting to move
towards the center of low pressure the familiar pattern of circular Isobars. Air starting to move towards
the center of low pressure is deflected by the rotation of the earth and Spiral inwards. Note that tropical
cyclones do not form on the Equator, where the earth has no vertical component of rotation.

Climatologic
Area of Operations.
3.4.1.3.2.6 HOW TROPICAL CYCLONES FORM
The above description, although far from complete, explains the general process which maintains the
circulation of a tropical cyclone. The question of how they form and develop is more difficult to answer,
but three necessary conditions are explained below. As the main driving force comes from the latent
heat released when water vapor condenses, a large source of warm, moist air is required. This is to be
found over warm tropical seas, and a sea surface temperature of over 26 degrees Celsius has been
found to be one of the necessary pre-conditions for the formation of a tropical cyclone. As the circulation
develops, winds hip up the sea and the spray becomes an efficient means of feeding moisture into the

air. Even though the sea may be warm a tropical cyclone will not form unless other conditions are

satisfied. In order to produce sufficient latent heat for the circulation to grow, it is necessary for rain to
develop over a very large area. For this to happen the air at low levels must converge inwards on a large
scale. Although the air near the surface may be converging towards the center of circulation, art rising
up in the warm moist core, the system will still not develop, and the central pressure will not do very
much, unless the rising warm air moves away from the region at the top of the circulation. For this to
happen, it is necessary to have a loft, an anticyclone of this high level divergent flow is a third condition
for tropical cyclone development.
3.4.1.3.2.7 HOW THEY DISSIPATE
Warm moist air is the source of energy. If it is cut off, tropical cyclone will weaken rapidly. This occurs
when the circulation begins to move inland or over cool seas, or if cold dry air is drawn into it. The latter
situation sometimes arises in the autumn when a surge of cold air moves S across the China coast, and
is fed into a tropical cyclone centered over the South China Sea.
3.4.1.3.2.8 OCCURRENCE OF TROPICAL CYCLONES
Tropical cyclones can occur over the West Pacific and the South China Sea at any time of the year,
although there are over 30 times as many in September as in February. The majority occurs in the
summer and autumn, with a pronounced maximum in August and September. No tropical cyclones has
been known to cause gales in Hong Kong during the months December to April. The South coast of
China experience more than 5 times as many tropical cyclones as the most vulnerable part of the coast
of Florida. Many tropical cyclones from over the Pacific to the East of the Philippines. They generally
start moving towards the West North/West in low latitudes but often recurred and move towards North
East somewhere between latitude 15 degrees North and 30 degrees North. The figure shows typical
track of tropical cyclones.
On average 5 or 6 tropical cyclones, threaten Hong Kong each year and necessitate the hoisting of
Number I local signal. One of these comes near enough to cause a gale with winds of 34 knots or more.
Gales due to Tropical cyclones have been known in Hong Kong as early as 19th May and as late as 23rd
November. About once in every 10 years the center of a fully developed typhoon passes sufficiently
close to cause winds of hurricane force with speed of 64 knots or more. Although tropical cyclones
weaken over land they generally do not die out completely for several days. They usually cross the
Philippine Islands with only a slight loss of intensity and have been known to travel hundreds of miles
the mainland of China.
3.4.1.3.2.9 INFORMATION USED TO LOCATE TROPICAL CYCLONES
Tropical can be located and their intensity determined in a variety of ways. On a weather map the center
tropical cyclone can be located from the pattern of winds or from the distribution of barometric pressure.
At the Royal Observatory, weather maps are prepared every 3 hours and this normally enables the
movement and development of a tropical cyclone to be determined. For this to be done effectively a
large amount of information must be collected. In 1969 about 6000 observations were received every
day from land stations and over 700 from ships. In addition about 500 upper –air observations were

Climatologic
Area of Operations.
obtained from balloon borne instrument in various countries together with numerous from aircraft.
Nevertheless there were often large blank areas in some remote parts of the pacific with no information
whatsoever. More direct methods of locating tropical cyclones have been developed in recent years.
Weather satellites now orbit continuously around the world taking photographs of the earth’s cloud cover
during the day and measuring the radiate temperature of cloud tops at night. Some American satellites
transmit these pictures for reception and direct readout at ground stations, and several pictures are
received each day by the Royal Observatory. These pictures show the cloud structure of weather system
and can in determining the position and intensities of tropical cyclones.

Specially equipped U.S. Navy and U.S. Air Force reconnaissance aircraft fly into tropical cyclones and

locate their centers with radar and other instruments. Sometimes as many as 4 flights are made each
day. The observations are widely disseminated and make an invaluable contribution to the tracking of
these weather systems. Surface wind speeds reported by these aircraft are estimated from the
appearance of the sea and in the past have tended to be appreciable higher than wind speed reported
by ships or island stations.
When a mature typhoon comes within 240 nm of Hong Kong its position may be determined with great
accuracy the Observatory’s meteorological radar. This shows the pattern of rain which generally occurs
in spiral bands, and quite often the eye of a tropical cyclone, which is free of rain , can be located and
tracked. Due to curvature of the earth the radar at its extreme range can only detect rain that is more
than 12 kilometers above the earth’s surface. Unless the tropical cyclone is well developed there will be
no rain at such a high level and the range at which the center can be located will be reduced. However
typhoons and severe tropical storms can normally be seen at maximum range.
Throughout the day and night incoming info is checked plotted and analyzed at the central forecasting
office of the Royal Observatory. Not infrequently the forecast is confronted with conflicting reports or a
lack of info from a vital area. In particular ships avoid areas affected by tropical cyclones and as warnings
become effective fewer ship’s reports are received from these areas.
Having located the center of a tropical cyclone, and evaluated its intensity the forecaster then determines
tis probable future movement and development. Several objective statistical and dynamic methods are
used at the Central Forecasting Office. Additionally forecast charts prepared by electronic computers in
meteorological centers at Tokyo and elsewhere are used. The product of these various methods are
compared and the result modified subjectively to-produce a final forecast. For many reason these
methods cannot be precise in recent years the average error of the forecast position 24 hour ahead has
been about 100 miles. This was reduced to 90 miles in 1968 but an error of this magnitude can still
sometimes mean the difference between anticipated widespread destruction and no damage at all 10 a
region as small as Hong Kong.
3.4.1.3.3 AREAS OF SPECIAL SIGNIFICANCE
3.4.1.3.3.1 THE PHILIPPINES
The republic of the Philippines consists of an Archipelago of over 7000 islands in the Western Pacific
between 4º and 21º north. The largest islands are from North to South Luzon, Samar Leyte, Panay and
Mindanao. All the larger island have an equatorial climate with significant rain all year round. The central
and Northern islands have a tropical monsoon type of climate similar to Indo-China. In most areas the
wettest time from July to October when the wind system of the western pacific is influenced by the
monsoonal influence of the Asian continent. Winds are south westerly to south-easterly.
Rainfall is particularly heavy in the period August to October when much of it comes from tropical
cyclones called typhoons in the South China Sea. Most of these typhoons produce very high wind
speeds and torrential rain. Most of them develop east of the Philippines and move westwards into the
South China Sea.

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Area of Operations.
Annual rainfall is over 40 inches (1000 mm) almost everywhere and where warm, damp Pacific air is
forced to rise over coastal mountains rainfall often exceeds 160-200 inches (4000-5000 mm).
3.4.1.3.3.2 THAILAND
Thailand, previously known as Siam, in Southeast Asia is about the same size as France. It is bordered
by Burma on the north and West by Laos and Colombia on the east.

Situated between 6º and 20º north the country has an equatorial climate in the extreme south (Phuket)
while the center and the north a tropical monsoon climate similar to Burma. The north is hilly and even

mountainous with land rising over 7000 feet.
Most of Thailand has abundant, but not excessive rainfall and this is largely confined to the months of
May to October. During this season the weather is dominated by the southwest monsoon blowing from
the Indian Ocean and bringing warm humid air and much cloud.
3.4.1.4 AUSTRALIA PACIFIC
3.4.1.4.1 SOUTH EAST ASIA AND NORTH WEST AUSTRALIA
This region has an equatorial rainy climate, except near Darwin where there is little rain from May to
September.
In January, the Northeast monsoon reaches the area after a long sea track. This sea track breeds
instability, which after crossing the Equator becomes the North Westerly monsoon of Northern Australia.
In July, Australia is in the sub-tropical high-pressure region, which gives southeast trade winds blowing
from the continent towards Indonesia. On crossing the equator these become the South West monsoon
in Indonesia which associates with less CB and less rain in the region.
The weather consists of frequent large CB and TS giving much heavy rain. Marked differences exist due
to the topography of the many islands in Indonesia. Land and sea breezes are a consideration for pilots.
In winter the Southeast trades that originate over Australia are dry and dusty. Haze is common with rain
below 50S.
The wettest period occurs when the inter-tropical front is in the vicinity.
Tropical storm (Cyclones) originate in the Timor Sea and generally move Southwestwards before turning
towards Northwest Australia. Heavy rain and strong winds accompany these cyclones.
3.4.1.4.2 INDONESIA
Indonesia is a large archipelago country with more than 13000 islands, situated around the equator,
extending from 6º08ʹN to 11º15ʹS latitude and from 11º15ʹE to 141º05ʹE longitude. The largest islands
are: Sumatra, Java, Kalimantan, Sulawesi and Irian Jaya. The country has an extensive amount of high
rising features, with many volcanic and mountainous areas; some peaks exceed 10 000ft (3000m) in
height. As a result, Indonesia is subject to many sharp local differences in climate; temperatures are
much lower in the hills, and the season and amount of maximum rainfall of each island varies with the
amount of exposure they are given to the two main seasonal wind systems.
From November to March, the country is dominated by the north monsoon blowing from China; while
May to September is the period of the south monsoon, which blows from the Indian Ocean and Australia.

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Area of Operations.
April and October are the transition months between the two monsoon periods, during which the winds
are light and variable in direction. Other than the cooler temperatures found in the mountains,
Indonesia's weather and climate are typical of tropical, equatorial regions. Rainfall, usually heavy and
accompanied by thunder, is well distributed throughout the year. During the south monsoon, south-
facing coasts and islands south of the equator tend to be wetter. On the other hand, north-facing coasts
and the northern islands are wetter during the period of the north monsoon.
Although rainfall is heavy, there is also a lot of sunshine. In the wetter months, sunshine hours average
four to five hours a day, and eight to nine hours a day in the drier months. Temperatures are high all

year round with little difference from month to month. The daily range of temperatures is small in coastal

areas, but this increases inland and in the mountains.
From November to March, the extreme southern islands such as Timor, may be affected by strong winds
associated with tropical cyclones which occur in the southern hemisphere. Thunderstorms also
occasionally bring about local wind squalls. Nights are cooler inland and the heat and humidity on the
coast is alleviated by the daytime sea breezes and strong monsoon winds.
In general Indonesia has only two seasons: WET season from November to March with heavy rainfall
and thunderstorms and DRY season with less rainfall from May to September. October and April is the
transition period between those two seasons. The average annual rainfall in lowland varies between
1780 to 3175 mm and upto 6100 mm in mountainous region.
The diagram above illustrates the factors which influence the climate in Indonesia; in general the climate
is categorized/characterized as marine, monsoon and tropical.
1. MARINE
Indonesian climate is characterized as marine due to it being an archipelago; therefore the weather in
most of the region is affected by local influences such as land breeze and sea breeze.

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Area of Operations.
2. MONSOON
Being wedged between two continents and two oceans, Indonesia’s climate is therefore heavily
influenced by the monsoons; which in turn, is responsible for the country’s rainfall distribution. There are
two monsoons in Indonesia; the south-west monsoon and the north-east monsoon. The direction of the
winds is a function of the solar seasonal cycle, which brings about the monsoon trough. The position of
the monsoon trough itself follows the monsoon wind patterns. Thus the movement of the winds caused
by the monsoon heavily influences the weather and climate in Indonesia.

3. TROPICS

As the country is located on the equator, Indonesia has a tropical climate. The dynamic nature of the
tropical atmosphere is due to the various tropical disturbances, for example: the Walker-Rossby wave;
the easterly trade wind that blows all year round; the ITCZ whose movement follows the solar seasonal
cycle; the buffer system; and the Hadley cell which is part of the general atmospheric circulation.
Although Indonesia is not located within a tropical cyclone basin, their existence still influence the
country’s climate condition.
3.4.1.4.3 AUSTRALIA
July sees the influence of the sub-tropical high into the region, except for the South East and South
West, the weather is mainly dry with clear skies. The traveling lows pass to the south of the region giving
troughs and secondary depressions, thus disturbs the weather, giving rain and orographic cloud over
the hills.
As spring approaches the pressure system move further south and the disturbances generally miss the
region, giving clearer weather. As the land heats up CB’s start form, the summer (North East Monsoon)
starts to infiltrate the region brining moisture and instability. The Intertropical front moves south to
approximately 150S in January.
During the summer the thunderstorms and heavy rain fall, this is however confined to the Northern part,
the rain reduces towards the interior.
The central region is arid and cloudless all year. The sub-tropical high consists of a series of eastwards
moving anti-cyclones separated by cols and troughs.
The southerly busters are the dry gusty winds that blow from the interior, giving large temperature rises
and near gale-force winds.
The moist northerly stream may blow down the eastern side of a trough of low pressure which extends
southwards over the continent (“tropical dip” situation), usually during the summer months. On other
occasions, a moist northerly stream will be associated with a weak ridge along the Queensland coast,
or down the West Australia coast on the western side of an anticyclone.
3.4.1.4.4 STREAM WEATHER
3.4.1.4.4.1 EASTERLY STREAM
An easterly stream occurs in the northern sector of an anticyclone situated to the south of the continent,
or the southern sector of a depression situated to the north continent. Therefore much of northern
Australia is under the influence of easterly stream weather (southeast trades) for most of the year.
Southern Australia will usually only be effected by an easterly stream during the summer months, except
for the ‘east coast’

Climatologic
Area of Operations.
3.4.1.4.4.2 DRY NORTHERN STREAM
The dry northerly stream is of continental origin and occurs in association the leading sectors of a
depression, centered to the south of the continent, and with the western sector of an anticyclone situated
over eastern Australia or in the Tasman Sea. It is usually only relatively short-lived, affecting areas of
southern Australia for up to three days at a time. During summer, it will be hot and dry. Instability will
exist in a very thin layer at the surface due to the intense surface heating. If the winds are strong, and
surface conditions dry, then local or even widespread dust storms may result. During winter, the stream

will be cold and dry, and thus extremely stable.

3.4.1.4.4.3 SOUTHERN STREAM
Southerly streams vary greatly in their characteristics, they rely entirely upon their origin to determine
their characteristics.
The colder the stream and the more violent the weather associated with CU. A Typical southerly stream
is one which originates from near the continent of Antarctic this stream is associated with deep, complex
depression during late autumn and winter. Even though this stream produces extremes of weather,
these conditions rarely last for more than a day at any one particular place. During the summer months,
there are occasions on which a mild, southerly stream will affect southern Australia. This stream is
associated with the western edge of a depression in the Tasman Sea, and the eastern edge of an
anticyclone over the Indian Ocean during summer. This stream will produce almost completely fine
weather, and will be more prolonged than the southerly stream which occurs during winter.
3.4.1.4.4.4 WESTERLY STREAM
A westerly stream is usually located on the southern side of an anticyclone situated over central Australia
this Situation usually occurs in winter, and the westerly stream may exist between the cold fronts
associated with depressions to the south of continent. The pressure gradients are often steep, giving
rise to strong to gale force winds. These winds will often last for many days.
3.4.1.4.5 AIR MASSES
The Australian continent is influenced by three air masses, Tropical Continental. Tropical Maritime and
Polar Maritime.
3.4.1.4.5.1 TROPICAL CONTINENTAL AIR
This air mass originates in the arid region of central and Western Australia. In summer, the displacement
of the sub-tropical high-pressure belt south causes the driest of this air to be located over the southern
section of the continent, west of 135E. to the north, as a result of inflow of moisture from the east, the
air mass is moist and accompanied by conductive precipitation.
In winter, north of 300 South the air mass is accompanied by clear skies. The Tropical continental air
mass is associated with:
- The leading edge of a depression whose center is located to the south of the continent.
- The west section of anti-cyclones.
- The northern sector of anti-cyclones with centers to the south summer.

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Area of Operations.
3.4.1.4.5.2 TROPICAL MARITIME AIR
This air originate in either the pacific and Indian Oceans, with the former being the most likely source.
In winter, the air is stable on the eastern edge of the Indian anticyclone and consequently the air mass
that invades eastern Australia and/or New Zealand is warm, moist and convectively unstable. When this
air mass is subject to frontal or orographic lifting, moderate to heavy precipitation results.
In summer, the convergent flow towards the low-pressure belt across northern Australia produces an

unstable air mass. The continental heating over this area contributes to instability. This air mass is
associated with the heavy summer convective precipitation of northern Australia between 30 0S and 400S

the air is more stable, however, heating over the New Zealand land mass will again result in precipitation.
A tropical maritime air mass is associated with:
- The eastern sector of a trough of low pressure extending southwards over central Australia
during summer.
- The southern half of an anticyclone situated over the continent during winter.
The northern and western sector of an anti-cyclone centered in Tasmania.
3.4.1.4.5.3 POLAR MARITIME AIR
The extensive oceanic region south 400S is the air. It is characteristically cool and moist. The stability of
the air depends on the direction of the flow and the nature of the circulation. When the air flows
northwards in a strong cyclonic flow the mass is accompanied by showers and Cu type clouds. However,
when the flow is southwards around a pronounced anticyclone, the mass is associated with stratus cloud
and rain during winter, the Polar Maritime invasion accounts for the greater proportion of precipitation in
south Australia and New Zealand. Polar maritime air masses are associated with southern western
sectors of depressions central to the south of Australia.
3.4.1.4.6 TROPICAL CYCLONES
The average season for tropical cyclones in the Australian region starts in November/December and
continues to March/April. The months of greatest activity are January, February and March, while for
the Northern Region December is also an active month. Most cyclone occurrences are in ocean
waters and coastal areas between 150S and 200S and activity in this latitude belt seems to transfer
from east to west as the season advances. Cyclones in the west tended to track close to land more
than they do in the east.
An apparent increase in tropical occurrence in the Australian region since the early sixties can be
mainly attributed to improvement in detection after weather became operational.
The quality and type of tropical cyclone data has improved over the years with the increase in the
observational network, the use of radar and aircraft observation and, most importantly, with the
understanding of weather satellite imagery.
3.4.1.4.7 THE TROPOPAUSE
The Polar Tropopasuse is present over the southern part of this route, normally near 200mb. In the
region of the jet streams the height of the tropopause change abruptly, occasionally the tropopause
overlap.

Climatologic
Area of Operations.
3.4.1.4.8 UPPER WINDS
The sub-tropical jet stream is normally present over Australia in winter. Its core is normally found in lat.
25-28” at a height near 40,000 ft., where the winds average 80-90 kts in July, but may be much
stronger. Westerlies prevail up to and beyond 50,000 ft., but are lighter.
In April and October the strongest winds are still in roughly the same position, but they are a little
lighter. In January the strongest winds are still near 40,000 ft. but they are lighter still and are found

the extreme south.

3.4.1.4.9 AERODROME IN THE REGION
3.4.1.4.9.1 ADELAIDE
Adelaide has a temperate climate with cool to mild, wet winters and warm to hot, dry summers. Rainfall
in Adelaide is distinctly seasonal, 77 per cent of falling during April to October. The rain is generally
brought by unstable westerly airstreams. There is no pronounced diurnal tendency for rainfall; its
occurrence is equally likely at all hours of the day.
Visibility is seldom bad, although conditions become marginal in both ceiling and visibility due to frontal
activity or, in summer, dust storms.
Marginal conditions occur mostly in July between 1700 and 2300 UTC.
Fog occurs chiefly in the morning during late autumn, winter and early spring.
Winds from October to March are predominately from the Southwest quarter. In the other months the
winds are mostly northerly.
3.4.1.4.9.2 BRISBANE
Thunderstorms occur with a frequency of about 35 per year, mainly in the summer months. Occurrences
of marginal weather conditions are mostly due to shower activity; this is especially true during the rainy
season (summer). Fogs may occur in any month but the frequency is highest in the May-September
period.
Only in July are ceilings and visibility reduced to below 500ft and 1000m to any appreciable extent
through all hours of the day, and then the fog usually clears during the period from 230500 UTC.
Winds are predominantly southwesterly during the period March to September, northeasterly from
October to December and southeast and east during January and February. Wind speed usually falls in
the range of 5-15kts. Strong, gusty westerlies can occur for periods lasting up to 48 hours during June-
August.
From November to April there is a risk of tropical cyclones affecting Brisbane, however, the frequency
is around 5 times in 30 years.
3.4.1.4.9.3 MELBOURNE
Reduced visibilities and low cloud occur predominately with a wind in the southwest quadrant. Fog
occurs most frequently between 0300 LST and 0900 LST (1700 UTC & 2300 UTC), and June is the
most fog prone month of the year.
Thunderstorms occur more frequently in the afternoon and evenings, and tend to a maximum in late
spring and summer. Severe wind squalls often accompany summer and late spring non-frontal
thunderstorms.

Climatologic
Area of Operations.
Winds are predominantly from the south from January through March, from the month between April
and September and from all directions from north through west to south between October and
December.
Maximum wind gusts in excess of 50 knots have been associated with:
- Northerly stream
- Downdrafts from thunderstorms
- Southwest to west change

3.4.1.4.9.4 PERTH

Winds are chiefly easterly in the morning and southwesterly during the afternoon. Because of the
strength of the easterly winds and afternoon sea breezes in summer and the westerly winds in winter,
Perth is the windiest city in Australia. Moderate turbulence can be expected in the terminal area with
strong easterly winds.
The few occasions of ceiling below 500ft consist of early morning low cloud in summer and autumn, and
some irregular occurrences during the rest of the year. Visibility below 1000m is more frequent than low
ceiling, occasionally in drizzle or rain but mainly because of fog.
As a general observation, for is most frequent between 2030-0630 UTC with durations generally ranging
from half an hour to two hours.
Again, a general rule, fogs commencing before 1500 UTC are not long period fogs, seldom having
durations exceeding about 3½ hours. Following is a monthly analysis of commencement and ending
times of continuous fog conditions at Perth airport. All times mentioned are Western Standard Time
(WST) UTC + 8.
3.4.1.4.9.5 SYDNEY
Fogs may occur at any time of the year but the incidence is only every two to three years in each of the
months October to February, increasing to one or two a month for the remainder of the year.
May is the foggiest month. The fogs are mainly confined to the overnight period. Particularly the rarely
persist past mid-morning.
Smoke haze will also from on winter evenings in conditions which favor the formation of an inversion. It
clears with the onset of the sea breeze the following morning, but may return in the evening.
Fronts are most frequent in summer, although they can occur at any time of the year. In moist SE. winds
behind a cold front and within three hours of its passage, broken scud with a low cloud base is common.
It is followed later by shower and further scud of up to 8/8 in amount. The ‘back north-Easter’ which
develops ahead of a trough also brings low cloud, but conditions are less severe than those with SE
winds.
Most thunderstorm occur at cold fronts which if active are of the line squall type (southerly buster) and
may persist of up to three hours. Dust with light winds may reduce visibility.

Climatologic
Area of Operations.
3.4.1.5 WEST ASIA AND MIDDLE EAST WEATHER.
3.4.1.5.1 WINTER AND SPRING (NOVEMBER TO APRIL)
Cold fronts from West produce cumulonimbus and squall lines over the eastern
Mediterranean sectors occasionally reaching as far as Tehran. The Tehran area is also
affected by cold fronts from the North which produce widespread stratus, fog, drizzle and

snow.

Warm fronts may affect the routes near and to Tehran. They move from Southeast to
Northwest and the warm air comes from the Gulf Area. They produce overcast weather with
rain drizzle and occasionally snow. East of Tehran and the Gulf Area frontal passages are
rare. If they do occur, they produce layers of stratocumulus and cumulus with scattered
thunderstorms. In the Gulf, fog occurs during this period, but formation is rare before 2:00
A.M., the worst month being February. Rainfall is in the form of showers or occasional
cumulonimbus, normally of short duration.
Problems with dust haze are negligible, except with occasional squally winds associated with
cumulonimbus.
3.4.1.5.1.1. JETSTREAMS AND UPPER WINDS
Jetstreams will be found over the whole area. The main direction is from the west or
occasionally southwest. Wind forecasts may be wrong due to the movement of the jet
stream areas. Average strength 60-90 knots with the maximum 120-150 knots.
3.4.1.5.1.2. TURBULENCE
Clear Air Turbulence in connection with the jetstreams. Mountain wave turbulence may
occur over Beirut/Ankara, Tehran and Karachi.
3.4.1.5.1.3. THUNDERSTORMS
There can be very severe cumulonimbus activity at the change over from winter to
summer in March and from summer to winter in the autumn, with violent thunderstorms
and associated up and down drafts and down bursts. Isolated thunderstorms may occur,
especially in May, they usually have a base of around 6000 feet moving slowly to the
Northeast.
3.4.1.5.1.4. DUST AND SAND STORMS.
Found in the desert region of Egypt, Sudan, Iraq, Iran, the Gulf area and Pakistan. Often
associated with gusty thunderstorms of frontal windshifts, when the surface winds are
greater than 20-50 knots. In these storms the air is ruled with dust/sad particles up to at
least 15000 feet. These occur at any time of the year most frequently during spring.
Summer and autumn.

Climatologic
Area of Operations.
3.4.1.5.2. SUMMER AND AUTUMN (MAY TO OCTOBER).
Frontal activity over the majority of the routes is generally absent except for weak systems affecting
Istanbul/Ankara. Good flying weather with mostly clear sky. In the Gulf, between
May-July, dust can affect the airports at any time, and strong surface north-west winds (SHA-MAL) of
20-25 knots can seriously reduce visibility in rising sand and dust. Average visibility is 3000-4000 meters
in dust, but can fall to about 1000 meters for a few hours after the onset of the SHAMAL, particularly in

early June.

Easterly winds from the sea bring patchy fog or stratus at 500 to 1000 feet at Bahrain and Doha.
Generally if Bahrain gets fog so will Doha; Dubai generally gets more fog than Bahrain, Northwest winds
from sea can result in fog at Dubai.
Land breeze from the west-south-west and sea breeze from the east –north-east can be pronounced
during summer and autumn.
NOTE: During summer, rapid cooling at the surface after sunset can produce a marked inversion above
400 feet, and pilots should be alert to the associated problems, as seen in the following example:
July:
- 2000 feet 400 SAT

- 1000 feet 400 SAT
- 50 feet 400 SAT
- Below 500 feet dropping rapidly to 310 on the ground
3.4.1.5.2.1. JETSTREAM AND UPPER WINDS.

Jetstream are absent over the routes. Light westerly winds becoming variable in the Gulf Area and N-
East to S-East towards Karachi.
3.4.1.5.2.2. TURBULENCE AND WINDSHEAR.

Practically no turbulence due to lower wind velocities. However, the approach path to aerodromes in
the Middle East and Gulf desert areas are subject to sometimes very strong wind shears and/or
inversion.
3.4.1.5.2.3. TROPICAL CYCLONES.
Moving in from the Arabian Sea they may very occasionally affect the Karachi area.
3.4.1.5.2.4. DUST AND SAND STANDS.

See (Winter/Spring), however more frequent in summer.
3.4.1.5.2.5. ITCZ INTER TROPICAL CONVERGENCE ZONE (MONSOON).

They ITCZ may reach as far as Karachi in midsummer but not every year.

Climatologic
Area of Operations.


VOL. C
CHAPTER 4

OPERATIONS MANUAL
COMPANY SPECIFIC INFORMATION

COMPANY SPECIFIC INFORMATION PAGE 1
CHAPTER 4 - COMPANY SPECIFIC INFORMATION
4.1 COMPANY ROUTE INSTRUCTIONS .................................................................................... 3

4.2 COMPANY AERODROME OPERATING MINIMA ................................................................ 4
4.3 COMPANY AIRPORT CATEGORIES .................................................................................... 5

4.3.1 LIST OF CATEGORY A AIRPORTS............................................................................... 5

4.3.2 LIST OF CATEGORY B AIRPORTS............................................................................... 6
4.3.3 LIST OF CATEGORY C AIRPORTS .............................................................................. 7
4.4 COMPANY AIRPORT BRIEFING BOOKLETS ..................................................................... 8
4.4.1 PRESENTATION ............................................................................................................ 8
4.4.1.1 EXAMPLE FOR CATEGORY B AIRPORT ................................................................. 9
4.4.1.2 EXAMPLE FOR CATEGORY C AIRPORT ............................................................... 14
4.5 LIST OF CAT II AIRPORT. .................................................................................................. 17

COMPANY SPECIFIC INFORMATION PAGE 2


Company Route
OPERATIONS MANUAL VOL. C Instructions
COMPANY SPECIFIC INFORMATION Page: 3
4.1 COMPANY ROUTE INSTRUCTIONS
Specific company route instructions, including but not limited to any specific drift down procedure /
escape route to be applied in case of an engine failure or depressurization, particular risk associated to
the route / sector, etc., are published on the corresponding departure and arrival airports Company
Airport Briefing Booklets (refer to paragraph §4.4 of this chapter).
The table here after details the legs for which BATIK AIR publishes specific route instructions:


Company Aerodrome
OPERATIONS MANUAL VOL. C Operating Minima
4.2 COMPANY AERODROME OPERATING MINIMA
The method for determining Company’s aerodrome operating minima for take-off and landing is
described in OM Part A, Chapter 8.1.5. All BATIK AIR flight crews are required to comply with
Company’s aerodrome operating minima.
These minima, specific to BATIK AIR, may be different than the State-published minima, when additional
limitations are imposed by operational regulation and/or BATIK AIR’s OPSPEC (sections C53 and C56),

but are in no case lower than State-published minima, as indicated on Jeppesen charts.

Company’s aerodrome operating minima are published in Company Airport Briefing booklets for the
corresponding airport (refer to paragraph §4.4 of this chapter). When BATIK AIR aerodrome minima
values are more restrictive than the State-published ones, they are shown in red color.
For non-precision approaches, which must be flown using the Continuous Descent Final Approach
(CDFA) technique, BATIK AIR also derives the DA(H) to be complied with from the applicable MDA(H),
through the addition of an “add-on” accounting for the height loss between initiation of the missed
approach and the establishment of a positive vertical speed, such as the MDA(H) is not infringed in case
visual references are not obtained when reaching the DA(H) to be used for CDFA. CDFA DA(H) are
also indicated in red color (with a specific CDFA mention) on Company Airport Briefing booklets pages.

Company Airport
OPERATIONS MANUAL VOL. C Categories
4.3 COMPANY AIRPORT CATEGORIES
All BATIK airport from/to which BATIK AIR operates are classified by BATIK AIR in one of the
categories A, B, or C, as described in OM Part A, Chapter 8.1.3.3.
The category of an particular airport is also indicated in the Company Airport Briefing booklets for the
corresponding airport (refer to paragraph §4.4 of this chapter)

4.3.1 LIST OF CATEGORY A AIRPORTS

AIRPORT IATA CODE ICAO CODE CATEGORY
BALIKPAPAN BPN WALL A
BATAM BTH WIDD A
DANANG DAD VVDN A
HOCHIMINH SGN VVTS A
JAKARTA CGK WIII A
HALIM HLP WIHH A
MEDAN MES WIMM A
MERAUKE MKQ WAKK A
PENANG PEN WMKP A
SINGAPORE SIN WSSS A
SURABAYA SUB WARR A

Company Airport
4.3.2 LIST OF CATEGORY B AIRPORTS

AMBON AMQ WAPP B
BALI DPS WADD B
BANDA ACEH BTJ WITT B

BANDAR LAMPUNG TKG WICT B

BANJARMASIN BDJ WAOO B
BENGKULU BKS WIPL B
BIAK BIK WABB B
GORONTALO GTO WAMG B
JAMBI DJB WIPA B
KENDARI KDI WAWW B
KUALA LUMPUR KUL WMKK B
KUPANG KOE WAKK B
LOMBOK LOP WADL B
MAKASSAR UPG WAAA B
PADANG PDG WIPT B
PALANGKA RAYA PKY WAOP B
PALEMBANG PLM WIPP B
PALU PLW WAML B
PANGKAL PINANG PGK WIPK B
PEKANBARU PKU WIBB B
PONTIANAK PNK WIOO B
SEMARANG SRG WARS B
SOLO SOC WARQ B
SORONG SOQ WASS B
TANJUNG PINANG TNJ WIDN B
TARAKAN TRK WALR B
YOGYAKARTA JOG WARJ B

Company Airport
4.3.3 LIST OF CATEGORY C AIRPORTS

BANDUNG BDO WICC C
JAYAPURA DJJ WAJJ C
MANADO MDC WAMM C

TIMIKA TIM WABP C

Company Airport
OPERATIONS MANUAL VOL. C Briefing Booklets
4.4 COMPANY AIRPORT BRIEFING BOOKLETS
4.4.1 PRESENTATION
For each from/to which it operates, BATIK AIR issues and maintains Company Airport Briefing booklets.
The Company Airport Briefing booklets is composed of pages which provide:

• The Name / ICAO / IATA code of the airport;

• The category (A/B/C) of the airport;
• The Company’s aerodrome operating minima for landing;
• The Company’s aerodrome operating minima for take-off
• Company’s extra considerations (additional information, guidance, additional limitations,
specific procedures, etc.) for the considered airport.
• Company specific route instructions for specific sector departing / arriving from the airport.
The examples of Company Airport Briefing Booklets contents are shown in the next paragraphs.

Company Airport
4.4.1.1 EXAMPLE FOR CATEGORY B AIRPORT


Company Airport
Diberi watermark sample only


Company Airport


Company Airport


Company Airport


Company Airport
4.4.1.2 EXAMPLE FOR CATEGORY C AIRPORT


Company Airport


Company Airport


Company Airport
4.5 LIST OF CAT II AIRPORT.
Airport
Airport Name Airport City Ident CAT II Runway
Country
Kingsford Smith Int'l Sydney Australia YSSY 16R/34L
Melbourne Airport Melbourne Australia YMML 16
Macau Int’l Macau China VMMC 34

Pudong Shanghai China ZSPD 17L/35R
Capital Beijing China ZBAA 01, 36R

Hong Kong Int’l Hong Kong China VHHH 07L/25R, 07R/25L
Shuangliu Chengdu China ZUUU 02L, 02R
Xi'an Xianyang Int'l Xi'an China ZLXY 05R, 23R
Indira Gandhi Intl. Delhi India VIDP 28, 11/29
New Chitose Sapporo Japan RJCC 19R
Kumamoto Kumamoto Japan RJFT 07
Centrair Int’l Nagoya-Chubu Japan RJGG 18/36
Narita Intl. Tokyo Japan RJAA 16R
Kansai Intl. Osaka Japan RJBB 06L/24R, 06R/24L
Haneda Tokyo Japan RJTT 34R
Jeju Int'l Jeju Korea RKPC 7
Gimpo Intl. Seoul Korea RKSS 14R
15L/33R, 15R/33L,
Incheon Intl. Seoul Korea RKSI
16/34
Changi Singapore Singapore WSSS 2L, 20C
Suvarnabhumi Bangkok Thailand VTBS 01L/19R, 01R/19L
Bangkok Int’l Bangkok Thailand VTBD 21R
Noi Bai Int'l Airport Hanoi Vietnam VVNB 11R

Company Airport


VOL. C
APPENDICES

OPERATIONS MANUAL

COMPANY AIRPORT BRIEFING
DOMESTIC AIRPORT PAGE 1
TABLE OF CONTENT
DOMESTIC AIRPORT
No City Country IATA ICAO CATEGORY Remarks

1 Ambon Indonesia AMQ WAPP B Rev. 01, Issue 02, 30 Nov 2017
2 Bali Indonesia DPS WADD B Rev. 01, Issue 02, 30 Nov 2017
3 Balikpapan Indonesia BPN WALL A Rev. 01, Issue 02, 30 Nov 2017
4 Banda Aceh Indonesia BTJ WITT B Rev. 01, Issue 02, 30 Nov 2017

5 Bandar Lampung Indonesia TKG WILL B Rev. 01, Issue 02, 30 Nov 2017
6 C Rev. 01, Issue 02, 30 Nov 2017

Bandung Indonesia BDO WICC
7 Banjarmasin Indonesia BDJ WAOO B Rev. 01, Issue 02, 30 Nov 2017
8 Batam Indonesia BTH WIDD A Rev. 01, Issue 02, 30 Nov 2017
9 Bengkulu Indonesia BKS WIGG B Rev. 01, Issue 02, 30 Nov 2017
10 Gorontalo Indonesia GTO WAMG B Rev. 01, Issue 02, 30 Nov 2017
11 Jakarta, Halim Perdana Kusuma Indonesia HLP WIHH A Rev. 01, Issue 02, 30 Nov 2017
12 Jakarta, Soekarno Hatta Indonesia CGK WIII A Rev. 01, Issue 02, 30 Nov 2017
13 Jambi Indonesia DJB WIPA B Rev. 01, Issue 02, 30 Nov 2017
14 Jayapura Indonesia DJJ WAJJ B Rev. 02, Issue 02, 22 Jan 2018
15 Kendari Indonesia KDI WAWW B Rev. 01, Issue 02, 30 Nov 2017
16 Kupang Indonesia KOE WATT B Rev. 01, Issue 02, 30 Nov 2017
17 Labuan Bajo Indonesia LBJ WATO B Rev. 01, Issue 02, 18 Dec 2017
18 Lombok Indonesia LOP WADL A Rev. 01, Issue 02, 30 Nov 2017
19 Lubuk Linggau Indonesia LLG WIPB C Rev. 02, Issue 02, 22 Jan 2018
20 Makassar Indonesia UPG WAAA B Rev. 01, Issue 02, 30 Nov 2017
21 Malang Indonesia MLG WARA C Rev. 01, Issue 02, 30 Nov 2017
22 Manado Indonesia MDC WAMM C Rev. 01, Issue 02, 30 Nov 2017
23 Manokwari Indonesia MKW WAUU C Rev. 02, Issue 02, 22 Jan 2018
24 Medan (Kualanamu) Indonesia KNO WIMM A Rev. 01, Issue 02, 30 Nov 2017
25 Merauke Indonesia MKQ WAKK B Rev. 01, Issue 02, 30 Nov 2017
26 Padang Pariaman Indonesia PDG WIEE B Rev. 01, Issue 02, 30 Nov 2017
27 Palangkaraya Indonesia PKY WAGG B Rev.00, Issued 02, 11 Jan 2018
28 Palembang Indonesia PLM WIPP B Rev. 01, Issue 02, 30 Nov 2017
29 Palu Indonesia PLW WAML B Rev. 01, Issue 02, 30 Nov 2017
30 Pangkal Pinang Indonesia PGK WIKK B Rev. 01, Issue 02, 30 Nov 2017
31 Pekanbaru Indonesia PKU WIBB B Rev. 01, Issue 02, 30 Nov 2017
32 Pontianak Indonesia PNK WIOO B Rev. 01, Issue 02, 30 Nov 2017
33 Semarang Indonesia SRG WAHS B Rev. 01, Issue 02, 30 Nov 2017
34 Silangit Indonesia DTB WIMN B Rev. 00, Issue 02, 30 Nov 2017
35 Solo Indonesia SOC WAHQ B Rev. 01, Issue 02, 30 Nov 2017
36 Surabaya Indonesia SUB WARR B Rev. 01, Issue 02, 30 Nov 2017
37 Tanjung Pandan Indonesia TJQ WIKT B Rev.00, Issued 02, 11 Jan 2018
38 Tanjung Pinang Indonesia TNJ WIDN B Rev. 01, Issue 02, 30 Nov 2017
39 Surabaya Indonesia SUB WARR A Rev. 01, Issue 02, 30 Nov 2017

DOMESTIC AIRPORT PAGE 2
No City Country IATA ICAO CATEGORY Remarks

40 Ternate Indonesia TTE WAEE C Rev. 02, Issue 02, 22 Jan 2018
41 Yogyakarta Indonesia JOG WAHH B Rev. 01, Issue 02, 30 Nov 2017
42 Tarakan Indonesia TRK WAQQ B Rev. 01, Issue 02, 30 Nov 2017


COMPANY AIRPORT BRIEFING AMQ
B
AMBON, INDONESIA WAPP
1 COMPANY LANDING MINIMA
a. For Company Landing Minima refer to Jeppesen Chart.

b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss
is 50 ft for all aircraft type.
2 COMPANY TAKE-OFF MINIMA

RVR / VIS

LVP MUST BE IN FORCE
RCLM (DAY ONLY) RCLM (DAY ONLY) NIL
RL & CL
or RL or RL (DAY ONLY)
All RWYs - 500 M 500 M -
NOTE: 1. Company minima is in italic BOLD or RED.

2. Whenever the considered aerodrome has RVR value, then the Take-Off Minima is 400 meter
RVR.
BA-OPS-03-41 Rev : 01 / Issued : 02 30 Nov 2017

B
3 COMPANY EXTRA CONSIDERATION
A. AIRPORT INFORMATION
1. Refer to Jeppesen Airport Charts.
2. No radar service.
3. Company Frequency : 131.325
4. Time Zone : UTC+9

5. Airport Name: Bandar Udara Pattimura

6. Airport Operating Hours: 2200 – 0900 UTC (On Req) or refer to NOTAM.
7. RFFS Category: VII refer to AIP
8. Airport Facilities:
- Ground Handling: PTN
- GPU, GTC : Available.
- A/C Cart : Not available.
B. SPECIAL LIMITATIONS
1. RWY 04 For Take Off and Landing
Dry RWY : MAX Tailwind 10 knots MAX Crosswind 20 knots.
Wet RWY : MAX Tailwind 5 knots MAX Crosswind 10 knots.
Dry RWY : MAX Tailwind 10 knots MAX Cross-wind 20 knots.
C. GROUND OPERATIONS
1. 180” turn only at the turning area.
2. 180” turn for RWY 22, use minimum thrust due to close Residential area,
Non STD (Right to Left).
D. DEPARTURE PROCEDURE
1. RWY 22 : Follow Ambon Departures SID
N-1(OEI) : Follow RAM.
2. RWY 04 : VMC daylight only.

N-1(OEI) : Follow RAM
Note: Do not use RNAV SID.

B
E. ARRIVAL
1. ILS RWY 04 preferred
2. Use HDG SEL to intercept the Localizer RWY 04.
3. Circling approach for RWY 22 (Day Only). For visual approach RWY 22
LEFT Downwind and the distance not more than 2.3 NM. Establish landing
configuration before turn to base. Intercept final not more than 2.3 NM from
touch-down point.

Caution: Obstacle, height 1713FT, east of the airport.

F. GO-AROUND
1. RWY 04: Follow published Missed Approach Procedure from Jeppesen.
N-1 (OEI): Follow missed approach procedure accelerate at 2000ft and
climb to 4100ft.
2. RWY 22 Turn in the shortest direction towards the Landing RWY, climb to
4100 ft proceed to AUDRI and hold.
G. OTHER USEFUL INFORMATION

1. Hills surrounding the airport.
2. Expect turbulence on the approach path due to Northerly winds
3. RWY slopes up in the middle, from both ends. Beware of visual illusion
sloping terrain.
4. When using LNAV to Intercept the LOC, LNAV might parallel the LOC
without capturing it.

B


COMPANY AIRPORT BRIEFING DPS
B
BALI, INDONESIA WADD

D
a. For Company Landing Minima refer to Jeppesen Chart


RVR / VIS

RL & CL
All RWYs 500 M 500 M
NOTE:
1. Company minima is in italic BOLD or RED.
2. Whenever the considered aerodrome has RVR value, then the Take-Off Minima is 400 meter RVR.

COMPANY AIRPORT BRIEFING DPS
B
BALI, INDONESIA WADD

2. Radar service available, RMA Charts Available.
3. Company frequency 131.325
4. Time Zone : UTC +8

5. Airport Name: Ngurah Rai International Airport.

6. Operating Hours: 24 Hours or refer to NOTAM.
7. RFFS Category: IX refer to AIP
8. Airport facilities :
- Ground Handling: Lion Air Cooperate with PTN.
- A/C Cart : Not Available.
MAX Tailwind and Crosswind limits: As per FCOM Limitation.
Normal, nothing special.
Follow RNAV SID or ATC instruction.
E. ARRIVAL
Follow RNAV STAR and Instrument Approach or ATC instruction. For Radar Vectors
the MSA and GRID MORA must be considered.
F. GO-AROUND
Follow the published Missed Approach Procedure.

a. High terrain to the North, East and West.
b. Kites flying quite close to the airport.
c. Visual illusion for approach RWY 09 due to black hole effect at night operations.
d. Birds in the vicinity of the airport.

COMPANY AIRPORT BRIEFING BPN
A
BALIKPAPAN, INDONESIA WALL


RVR / VIS

RCLM (DAY ONLY) or RCLM (DAY ONLY) or NIL
RL & CL
RL RL (DAY ONLY)

2. Whenever the considered aerodrome has RVR value, then the Take-Off Minima is 400
meter RVR.

A
3. COMPANY EXTRA CONSIDERATION
2. Radar Service Available, RMA Charts Available.
3. Company frequency 131.325.

5. Airport Name: Sepinggan International Airport.

6. Operating Hours: 2300-1300 UTC or refer to NOTAM.
8. Airport Facilities :
- Ground Handling: Lion Air Service Cooperate with Aviako Sepinggan.
During departure using runway 25, expect some short taxi. Brief your crew as
necessary.
Pilots can expect to land from ILS RWY 25 and exit via taxiway D or a
straight in approach for RWY 07 exiting via taxiway B to continue on NP
Bays are not shown on NAVIGA chart; pilots should look out for marshaller.
Expect a short taxi if departing from RWY 25
Follow ATC instruction or SID.
Pilots should plan departure as SID given on OFP but pilot could expect a
“right turn out after takeoff” clearance from ATC if departing RWY 25.
E. ARRIVAL
Follow ATC instruction or STAR. For Radar Vectors the MSA and GRID
MORA must be considered.
Pilot should plan the arrival as the star below however do expect radar vectors
for ILS 25 or a downwind for visual approach RWY 25. If winds are favorable
pilots can expect a radar vector for a straight in approach VOR 07.

A
F. GO-AROUND

a. Balikpapan is located in the flatted area, the highest sector is north area
which is 3,000ft
b. Birds in the vicinity of the airport.

c. Re-crosscheck runway in use with ATC, sometime the runway in use in the

ATIS is not valid.

A


COMPANY AIRPORT BRIEFING BTJ
B
BANDA ACEH, INDONESIA WITT


RVR / VIS

RL & CL
All RWYs - 500M 500M -

NOTE:

B
1. Refer to Jeppesen Airport Charts
2. No radar service

5. Airport Name: Sultan Iskandar Muda Airport

6. Operating Hours: 2300 – 1500 UTC or refer to NOTAM.
- Ground Handling: Jasa Karya Semesta.
1. MAX Tailwind and Crosswind limits: As per FCOM limitations.
2. MTOW : Refer to RAM
3. MLW : Structural Limitation.
1. Follow Jeppesen Banda Aceh (BTJ/WITT) chart page 11-1.
2. Not to make one wheel locked turn.
1. Follow SID or ATC instruction.
2. N-1 (EOI) : Follow RAM
E. ARRIVAL
1. Follow STAR or ATC instruction.
2. RWY 17 - establish landing configuration prior to FAF.
3. RWY 35 - daylight VMC or visual approach, LEFT HAND circuit.

B
F. GO-AROUND
RWY 17 – Follow published Missed Approach Procedure, Accelerate and clean
up after established on HDG 020.

1. High terrain surrounding the airport.

2. High MSA to the North East and South

3. Black hole effect during night operations.

B


COMPANYA IRPORT BRIEFING TKG
B
BANDAR LAMPUNG, INDONESIA WILL



RVR / VIS
RL & CL
All RWYs 500M 500M
NOTE:

B
2. No radar service
4. Time Zone : UTC +7

5. Airport Name: Bandar Udara Radin Inten II

7. RFFS Category: VI refer to AIP
- Ground Handling: Lion Air Service.
- A/C Cart : Not Available
1. PIC as PF
2. Anti-Skid must be serviceable.
3. No takeoff or landing in heavy rain, when the RWY is contaminated.
4. Dry RWY : MAX Tailwind 10 knots
MAX Crosswind 10 knots
5. Wet RWY : MAX Tailwind 10 knots
1. MTOW : B738, A320 --> Follow RAM
B739  74,866 Kg (Limited by PCN)
2. MLW : B738, B739, A320  Structural Limitation
1. 180” turn at the end of the RWY
2. Use minimum thrust during ground movement
Be extra careful if higher thrust is needed
Exercise extra caution because apron is congested.

B
1. Follow SID or ATC instruction. RWY 14 is preferred.
2. Engine out procedure: Follow RAM
E. ARRIVAL
1. Follow STAR and instrument Approach or ATC instruction.
2. RWY 32

a. Instrument Approach

b. Proceed to TKG (max 180 knots follow the letdown chart)
c. Establish LDG configuration before D 4.5 radial 118” TKG
d. VDP D 1.0 TKG
3. RWY 14 – daylight VMC or visual approach. Expect strong crosswind
turbulence effect on final approach.
F. GO-AROUND
Standard go around procedure.

Hills on right hand side final RWY 14.

B


COMPANY AIRPORT BRIEFING BDO
C
BANDUNG, INDONESIA WICC
b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is
50 ft for all aircraft type.

RVR / VIS

RCLM (DAY RCLM (DAY NIL
RL & CL (DAY ONLY)
ONLY) or RL ONLY) or RL

meter RVR.
.

C
2. No Radar Service
3. High elevation: 2436 ft. The airport lies on a river basin surrounded by volcanic
mountains, making an approach to be difficult.

6. Airport Name: Husein Sastranegara International Airport

8. Operating Hours : 2200 – 1100 UTC or refer to NOTAM.
- Ground Handling: Avia Citra Dirgantara.
1. PIC as PF
2. Both Thrust Reversers, Anti-Skid and Auto Spoilers, must be serviceable.
3. No take-off or landing in heavy rain, when the RWY is contaminated.
4. Dry RWY : MAX Tailwind 10 knots, MAX Crosswind 15 knots.
5. Wet RWY : MAX Tailwind 5 knots, MAX Crosswind 15 knots
6. MTOW :B378, B739, A320 : Follow RAM
7. MLW :Structural Limitation (Dry/Wet)
8. MAX LANDING CLIMB LIMIT TEMP. +34 Celsius.
1. Use minimum thrust during ground movement. Be extra careful if higher thrust is needed.
2. 180” turn at the end of the RWY or at the close in taxiway.
3. No one wheel locked turn on the RWY.
4. Normally taxi in via taxiway C or taxiway D.
5. MAX taxi speed on the apron 5 knots.
6. Apron is very congested. Parking space limited.
7. Power in, power out. There is no pushback facility. Be careful not to overshoot the stop point.
8. Parking is very tight. Follow the marshaler’s and wing walker’s signal very closely.
9. Avoid jet blast into Residence area during Line Up on Both RWY direction.
10. Landing RWY 29 might use TWY A for turning purposes.
11. No turning point on RWY 11.

C
Follow SID or ATC instruction
E. ARRIVAL
1. B738/739: RWY 29 VOR DME approach. Use LNAV/VNAV.
A320: RWY 29 VOR DME Use full managed Approach.
2. Cross BDO at 8,500 ft. if being held up high, loose the height in the hold.
3. At minima, expect to see the RWY slightly to the left at 11 o’clock position.

4. RWY 11: Mandatory VMC. Visual circuit and approach (FCTM Page 5.71-73). NOTE:
Ensure that RESTICTED AIRSPACE WI®-3 is not NOTAM ACTIVE (surface to 7,500 ft

reference SIP WICC AD 2-1) and by confirmation with ATC.
 Follow the RWY 29 VOR DME full letdown approach procedure to 4,500 ft QNH
 Configuration GEAR DOWN, FLAPS 15.
 Inbound, when visual with RWY 29, continue with the visual circuit pattern for opposite
RWY 11.
 Join RIGHT HAND CIRCUIT downwind at 4,500 ft QNH (approximately 4 NM abeam the
active RWY) to position clear to the South of Spout Height 3,042 ft to the south west of
the BDO airport.
 Continue downwind leg until abeam the BND VOR on your RIGHT.
 Commence a RIGHT BASE LEG TURN to establish crossing the BND VOR on final
approach path alignment with RWY 11 at approximately 3,500 ft QNH (1,000 ft AGL) and
approximately
3.5 miles distance to RWY threshold.
 Continue final approach path to landing RWY 11.
CAUTION: Do not use the published CIRCLE TO LAND HEIGHT of 3,600 ft QNH under any
circumstances, as the above procedure is NOT to be flown as a standard circling approach
procedure, but as a visual circuit procedure instead (2,000 ft AGL over populated area in compliance
with CASR). Otherwise the charted terrain obstacle spot height of 3,042 ft will be compromised as
an EGPWS.
F. GO-AROUND
RWY 29: Comply with the published Missed Approach Procedure.
RWY 11: Turn in the shortest direction towards the Landing RWY, climb to 8500 feed proceed BND
VOR and hold.

C

1. The airport is surrounded by high terrain to the South, East and West
2. During dry season, from March to September, visibility can be poor due to haze.
3. Possible thunderstorm activity in late afternoon.
4. The cloud build up (CU and CU) is normally overhead BND VOR.
5. The wind on the approach can be gusty due to mountain effect. Mostly Westerly wind.
6. During wet season, from November to April, fog can be present in the morning.

7. OY is the best alternative Holding Area in case Convective cloud over BND VOR but caution

adjacent training area and obtain traffic information from the ATC.
8. One active volcano Tangkuban Perahu Mountain located on north side of the airport.
9. FMC approach Glide-path Angle line Not Available.

COMPANY AIRPORT BRIEFING BDJ
B
BANJARMASIN, INDONESIA WAOO
b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is 50
ft for all aircraft type.

RVR / VIS
RL & CL
NOTE:
RVR.
BA-OPS-03-41 Rev :01 / Issued : 02 30 Nov 2017

COMPANY AIRPORT BRIEFING BDJ
B
BANJARMASIN, INDONESIA WAOO
5. Airport Name: Bandar Udara Syamsudin Noor


1. RWY 10 for Take-off and Landing
Dry RWY : MAX Tailwind 15 knots MAX Crosswind 25 knots
Wet RWY : MAX Tailwind 10 knots MAX Crosswind 15 knots
1. Normally 180” turn only at the end of Runway
2. Using East apron as dedicated apron.
Both Runway followed Published Jeppesen SID or follow ATC instruction
E. ARRIVAL
1. ILS RWY 10 preferred
2. RWY 28 followed Visual approach procedure
F. GO-AROUND
1. RWY 10 Follow published Missed Approach Procedure from Jeppesen
2. RWY 28 Turn in the shortest direction towards the Landing RWY, climb to 3000 ft.
proceed to WBMIN and hold.
1. Wide burning smoke during dry season reduce visibility significantly.

COMPANY AIRPORT BRIEFING BTH
A
BATAM, INDONESIA WIDD

b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is 50 ft
for all aircraft type.

RVR / VIS

RL & CL
RL RL (DAY ONLY)

meter RVR.

COMPANY AIRPORT BRIEFING BTH
A
BATAM, INDONESIA WIDD

2. Radar service available (Singapore).

5. Airport Name: Hang Nadim International Airport.

6. Operating Hours: 24 Hrs or refet to NOTAM.
- Ground Handling: Lion Air Service cooperate with Batam Airmars Service.
Follow ATC instruction (Singapore Approach normally give radar vector departure Climb 3,000ft
initially).
E. ARRIVAL
Follow ATC instruction. For Radar Vectors the MSA and GRID MORA must be considered.
F. GO-AROUND

a. Batam is located in a flat area, the MORA is less than 5,400ft
b. Heavy traffic in the airport area.
c. Birds in the vicinity of the airport.
d. PAPI runway 04 sometime gives inaccurate reading.
e. Expect some updraft / downdraft on final runway 04.

COMPANY AIRPORT BRIEFING BKS
B
BENGKULU, INDONESIA WIGG

b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is 50 ft for all
aircraft type.

RVR / VIS

RL & CL
NOTE:

B

3. Company Frequency 131.325 (N/A)
5. Airport Name: Bandar Udara Fatmawati Soekarno

6. Airport Operating Hours: 2300 – 1400 UTC or refer to NOTAM.

- Ground Handling: Lion Air Service
- GPU, GTC, A/C Cart : Not Available.
9. APU must be serviceable.
2. No takeoff or landing in heavy rain, when the RWY is contaminated.
3. Dry RWY :MAX Tailwind 10 knots, MAX Crosswind 15 knots
4. Wet RWY :MAX Tailwind 5 knots, MAX Crosswind 10 knots
5. MTOW : B738, B739, A320: Follow RAM (Dry/Wet)
6. MLW : B738, B739, A320: Structural Limitation.
1. 180” turn at the end of the RWY.
2. Use minimum thrust during ground movement.
3. Be extra careful if higher thrust is needed.
4. Expect “Tight Turn” for parking, follow the signal from marshaller carefully.
1. Follow SID or ATC instruction

B
E. ARRIVAL
1. Follow STAR and instrument Approach or ATC instruction.
2. RWY 31: From D25 BKL to MANNA by STAR
3. RWY 13: RIGHT HAND circuit FOR Visual Approach.
F. GO-AROUND

1. High terrain to the North and North East

2. Smoke due to wide open burning and the ensuing haze during dry season:
March to September. It can affect visibility considerably.
3. Birds and animals in the vicinity of the airport
4. Beware of animals crossing the RWY.

B


COMPANY AIRPORT BRIEFING CGK
A
SOEKARNO HATTA, INDONESIA WIII

b. For non-precision approach, The BATIK AIR “add-on” accounting for height
loss is 50 ft for all aircraft type.
RVR / VIS


RL & CL
RL RL (DAY ONLY)
All RWYs - 500 500 -

M M

2. Whenever the considered aerodrome has RVR value, then the Take-Off Minima is
400 meter RVR.

COMPANY AIRPORT BRIEFING CGK
A
SOEKARNO HATTA, INDONESIA WIII
3 COMPANY EXTRA CONSIDERATION.
2. Radar service available. RMA Charts Available.

5. Airport Name: Soekarno-Hatta International Airport.

6. Operating hours: 24Hrs or refer to NOTAM.
- GPU, GTC, A/C Cart : Available.
Follow RNAV SID or ATC instruction.
E. ARRIVAL
 Follow RNAV STAR and Instrument Approach or ATC instruction.
 For Radar Vectors the MSA and GRID MORA must be considered.
F. GO-AROUND

a. High terrain to south of the airport.
b. Kites flying quite close to the airport.
c. Birds in the vicinity of the airport.

COMPANY AIRPORT BRIEFING GTO
B
GORONTALO, INDONESIA WAMG

b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is 50 ft for all
aircraft type

RVR / VIS

RL & CL or RL or RL (DAY ONLY)
NOTE:
2. W henever the considered aerodrome has RVR value, then the Take-Off Minima is 400 meter
RVR.

B

2. FMC Database not available
3. No Company frequency
4. ATIS frequency 126.55

6. Airport Name:

- Ground Handling: Koperdjal Angkasa
1. Anti-Skid must be serviceable
2. No takeoff or landing in heavy rain, when the RW Y is contaminated
3. Dry RW Y : MAX Tailwind 10 knots MAX Crosswind 20 knots
4. Wet RW Y : MAX Tailwind 5 knots, MAX Crosswind 10 knots.
5. MTOW : Follow RAM
1. 180” turn at the end of the RW Y.
2. Use minimum thrust during ground movement. Be extra careful if higher thrust is needed
3. Follow the marshaling signal strictly for parking
4. Starting of engine : Use of hand signals due to no inter phone
Day VMC or Visual Departure
E. ARRIVAL
1. Follow STAR and Instrument Approach or ATC instruction Descend to GRID
MORA, proceed to holding FIX, and then descend in the HOLD.
2. Day VMC or visual approach

B
F. GO-AROUND
1. RW Y 09 : immediate right turn to intercept Radial 112 GTL, climb to GRID
MORA and turn right proceed to holding FIX.
2. RW Y 27 :immediately intercept Radial 270 GTL, climb to GRID MORA at 9
DME, then turn left proceed to holding FIX


1. Terrain surrounding the airport.
2. NO GROUND SUPPORT EQUIPEMENT AVAILABLE.

B


COMPANY AIRPORT BRIEFING HLP
HALIM PERDANAKUSUMA JAKARTA, A
INDONESIA WIHH
1. COMPANY LANDING MINIMA

ft for all aircraft type
RVR / VIS


RCLM (DAY ONLY) RCLM (DAY ONLY) or NIL
RL & CL
or RL RL (DAY ONLY)

400 meter RVR.

INDONESIA WIHH


2. Radar service available.
3. Company frequency 131.525 (Soekarno Hatta).

5. Airport Name: Halim Perdanakusuma International Airport.

6. Operating Hours: 24H or refer to NOTAM.
Follow SID or ATC instruction.
E. ARRIVAL
Follow STAR and Instrument Approach or ATC instruction. For Radar

Vectors the MSA and GRID MORA must be considered.
F. GO-AROUND
1. Monitor NOTAM closely

2. Unexpected delay could happen anytime
3. High terrain South West to the airport
4. Plenty General Aviation traffic
5. It is advisable during night or low visibility operations, NOT to commence

INDONESIA WIHH
the take-Off prior to the Threshold of RWY 24 to avoid Black out Effect from
the PALS (Precession Approach and Landing System) light.


COMPANY AIRPORT BRIEFING DJB
B
JAMBI, INDONESIA WIJJ

loss is 50 ft for all aircraft type

RVR / VIS

RL & CL
NOTE:

B
2. Narrow RWY: 30 Meters wide.
3. No radar service

5. Airport Name: Bandar Udara Sultan Thaha Syaifuddin

3. Dry RWY : MAX Tailwind 10 knots, MAX Crosswind 15 knots
4. Wet RWY : MAX Tailwind 10 knots, MAX Crosswind 15 knots
5. MTOW: B738, B739, A320: Follow RAM. (Dry/Wet)
6. MLW: B738, B739, A320: Structural Limitation.
7. Use MAX auto brakes during wet RWY operations
1. Landing RWY 13, if able, make a 180” turn at turning area 2/3 down the
runway or at end of runway.
2. Use minimum thrust during ground movement. Be extra careful if higher
thrust is needed.
3. Due to tight parking, follow the marshaler’s signals strictly. (it is power in,
power out, with no pushback facility. Do not overshoot the stop point).

B
Follow SID or ATC instruction.
E. ARRIVAL
1. VOR/DME Approach for RWY 13 or RWY 31. Recommended Roll mode to
use LNAV.

2. Recommended Pitch mode to use V/S due approach procedure not
available on FMC database (manual entry way point). VDP calculation is

required.
3. Visual approach, RIGHT HAND circuit.
4. RWY offset during approach. RWY 31 approach runway position on 1
o’clock position.
VOR /DME RWY 13

B737NG
To manually construct PBD (Place Bearing Distance) D9.5 JMB 304/9.5 (JMB01),
D5.5 JMB 304/5.5 (JMB02) And Fix Page VDP 1.7 Nm JMB.
JMB FLAPS UP / 3000A
HOLD AT FLAPS UP / 3000
FAIRA FLAPS 5 / 3000
JMB01 FLAPS 10 / 3000
JMB02 FLAPS 40 / 1730
JMB FLAPS 40 /
● Overhead JMB VOR AT or ABOVE 3000 ft tracking R304 to FAIRA Holding,

Cleared to approach start configure at outbound holding, Exit HOLD.
● Leaving FAIRA Flaps 5 with Flaps 5 speed Maintain 3000ft. Approaching D9.5
(JMB01) Set MCP ALT. 1800 ft, Select Flaps 10 and Flaps 10 Speed. Anticipate
VS to Maintain 3 degrees GP (Adjust VS to put Green Arc symbol on VDP green
outer cicle, fine and tuning as required to maintain 3GP).
● Approx. 2 NM before FF (JMB02) Select Gear Down, Flaps 15, Set MCP ALT
500 ft, Set Flaps 15 Speed, ARP SPD BRK. Adjust your configuration to make
sure leave FF (D5.5) already at the last A/C Configuration and speed.

B
VOR/DME 31
B737NG
To manually construct PBD (Place Bearing Distance) D9.6 JMB134/9.6(JMB01),
D5.6 JMB134/5.6 (JMB02). Made Green circle 10.2 Nm via Fix Page as
“Descent Point” And Fix Page VDP 1.9 Nm JMB.
HOLD AT FLAPS UP / 3000
MUARO FLAPS 5 / 3000

JMB01 FLAPS 10 / 1730A

JMB02 FLAPS 40 / 1730
JMB FLAPS 40 /
● Cleared to Approach start configures at outbound Holding, Exit Hold.
● Leave MUARO with Flaps 5 and Flaps 5 Speed, Maintain 3000ft.
● At 11NM set MCP Lower ALT. 1800 ft, DESCEND POINT at D10.2 anticipate
VS to maintain 3 degrees GP (Adjust VS to put Green Arc symbol on VDP
green outer circle, fine and tuning as required to maintain 3GP).
Approx. 2 NM before FF (D5.6) Select Gear Down, Set MCP ALT. 500 ft, Flaps
15, Set Flaps 15 speed, ARM SPD BRK. Adjust your configuration to make
sure leave FF (D5.6) already at the last A/C Configuration and speed.
F. GO-AROUND

1. Landing at night, because of the darkness surrounding the airport, be aware
of the BLACK HOLE illusion.
2. Smoke due to wide open burning and the ensuing haze, which can be very
bad during dry season, from March to September. This affects visibility
considerably and can lead to diversion. Plan proper fuel uplift accordingly.
3. Low clouds during wet season.
4. Take off RWY 13 is very short distance form apron. Adjust taxi speed prior
to take off.
5. Landing runway 31 adjust taxi speed to observe minimum 3 minutes engine
cooling before shut down.

COMPANY AIRPORT BRIEFING DJJ
B
JAYAPURA, INDONESIA WAJJ


RVR / VIS
RL & CL
NOTE:

B
3. Company Frequency 131.325

5. Airport Name: Bandar Udara Sentani.

6. Operating Hours : 2100 – 0800 UTC
- Ground Handling: Prathita Titian Nusantara (PTN)
1. Anti-Skid and must be serviceable.
3. MAX tailwind for landing on dry or wet runway 15 knots
4. For wet RWY operations, use auto brakes MAX (B737NG), MED (A320).
5. MTOW :B738, B739, A320  Follow RAM.
1. Use minimum thrust during ground operations. Be extra careful if higher
thrust is needed.
2. Be careful when making 180” turn for RWY 30 due to no turning area.
3. Very tight parking space. Follow the marshaller's signal properly
1. RWY 12. – Follow SID or ATC Instructions
2. RWY 30. – Visual departure only due to hilly terrain at the T/O area.

B
E. ARRIVAL
1. RWY 30 is preferred for arrival. (LNAV/VNAV)
2. RWY 12 visual approach only. RIGHT HAND circuit. (PIC as PF)
3. Since DJJ is non RADAR service area while descend should not go below
prescribe minimum altitude unless In VMC condition.

F. GO-AROUND

1. RWY 30: Follow the published Missed Approach Procedure Accelerate and
clean up after established on heading to TOARE hold at 4,000 ft.
2. RWY 12: Turn into the shortest direction towards the LDG RWY Then
proceed to TOARE hold at 4,000 ft.

1. Routing via JODRA due to high terrain south of the airways.
2. Air traffic density is very high.
3. High terrain immediately to the North of the airport.
4. Airport perimeter is not fenced, enabling people to cross the RWY.
5. Presence of low clouds in the morning.
6. RWY surface is rough.
7. For early morning schedule arrival, consideration must be given to
circadium rhythm (body clock) effects.

B


COMPANY AIRPORT BRIEFING KDI
B
KENDARI, INDONESIA WAWW


RVR / VIS
RL & CL
NOTE:

B

5. Airport Name: Bandar Udara Haluoleo

- Ground Handling: Lion Air cooperate with Global Sky.
3. Wet RWY: MAX Tailwind 5 knots (PIC as PF)
5. MTOW: B738: 71,137 KGS (Dry/Wet), Limited by PCN.
B739: 69,616 KGS (Dry/Wet), Limited by PCN.
A320: Follow RAM
6. Anti-skid must be operative.
1. 180” turn at the end of the RWY.
2. Use minimum thrust during ground movement. Be extra careful if higher
thrust is needed.

B
1. RWY 08: Intercept R 060” KDI, climb to 5000ft
2. RWY 26: Day VMC. Immediate right turn, intercept R 290” KDI, climb to
5000 ft.
3. For N-1 follow RAM
E. ARRIVAL

1. RWY 08: Visual approach – day VMC, LEFT HAND circuit.

2. RWY 26: Follow ATC instruction
a. Proceed to overhead KDI (FMC Leg 4000A) and outbound R 078”
b. B738/739: Be at 4000ft hard constrain, Flaps 5 speed at D10 KDI R078
A320: To reach 4000ft and established Config 2 Speed at D10 KDI R078
c. Configures early, FAF at D 5.0 to KDI. 2000ft.
d. VDP D 1.0 KDI
e. Brief whem expecting going visual, the Runway/Approach lights will be
far off set, also be aware of Vertical Path and sink rate requirement to
maintain Path.
Remark:
 For the approach above, to avoid EGPWS activation, Do NOT use LVL CHG
during the intermediate approach for it leads to a fast closure to terrain.
 It is recommended to use LNAV/VNAV during this phase for it provides a
shallower rate of descend and accords a more accurate lateral deviation.
 Alternatively you might want to use V/S mode with a rate of descend of not
more than 1000 FPM
 Use the VSD to give the clear picture of Terrain.
 During ALAR review, include GPWS RESPONSE maneuver in the briefing.
Also be aware of Visibility Restriction during transition to Night (Sunset).
 Monitor and make the Radio Altimeter call-outs.
 Do not hesitate to discontinue the approach if both pilots are in doubt about
the location of the terrain.
 In the event the EGPWS is triggered, immediately perform the GPWS
RESPONSE maneuver as stated in the QRH.

B
F. GO-AROUND
RWY 26: Standard go around procedure.
RWY 08: Standard go around for visual approach LEFT HAND Circuit.

1. Terrain surrounding to the South and West.

2. Smoke due to wide open burning and the ensuing haze during dry season:
March to September. It can affect visibility considerably.

3. Low clouds during wet season.
4. RWY markings poor especially under wet conditions.
5. RWY surface condition is rough
6. The apron is poorly surface, still sandy.
7. Landing at night, because of the darkness surrounding the airport, be aware
of the BLACK HOLE illusion.
8. Early morning fog can be expected during the rainy season.

COMPANY AIRPORT BRIEFING KOE
B
KUPANG, INDONESIA WATT


RVR / VIS
RL & CL
NOTE:

B

5. Airport Name: Eltari International Airport

8. Airport facilities:
- Ground Handling: Timor Nusa Dirgantara
1. Dry RWY: : MAX Tailwind 10 knots
: MAX Crosswind15 knots (PIC as PF)
2. Wet RWY: : MAX Tailwind 5 knots
: MAX Crosswind 15 knots (PIC as PF)
3. MTOW : : Follow RAM
Follow the nose wheel guideline.
1. Follow ATC instruction
2. Engine out procedure : Follow RAM

B
E. ARRIVAL
1. Follow STAR or ATC instruction
2. RWY 07: RNAV (GNSS) from SEMAU
3. RWY 07: VOR/DME from TABLO
4. RWY 25: RNAV (GNSS) from TARUS
5. RWY 25: VOR/DME from SANDO

F. GO-AROUND
Standard go around procedure

1. Terrain surrounding to the East and South
2. Beware of sudden wind change on short finals. Can cause high sink rate
prior to touchdown.
3. From the month of April to October, either runway can be used.
Caution: Downdraft on finals RWY 07, Average wind 120” at 15-25 knots.
4. Final approach course for RWY 07 and 25 to RWY azimuth is offset
consider to align with RWY heading early.
5. Follow nose while guidelines when TAXING ON apron on TAXI WAY and
entry/exit of RWY. Nose in parking follow apron sign. All aircraft shall follow
this sign.

B


COMPANYAIRPORTBRIEFING LBJ
B
LABUAN BAJO, INDONESIA WATO

loss of 50 ft for all aircraft type.
2. COMPANY TAKE-OFF MINIMA

RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:
BA-OPS-03-41 Rev : 01 / Issued : 02 18 Dec 2017

B
2. ATS unit call sign : Komodo Tower
3. No Radar Service
4. No Company Frequency

5. ATIS frequency : 126.3 (NOTAM)

7. Airport Name: Bandar Udara Komodo
8. Airport Operating Hours: 23:00 – 12:00 or refer to NOTAM.
- Ground Handling : PT. Timur Nusa Dirgantara
- GPU : Available
- A/C Cart, GTC : N/A
4. PIC as Pilot Flying.
5. RWY length : 2150 M x 30 M, PCN 35 F/C/X/T refer to NOTAM
6. Taxi Way A Width (taxi in) : 18 M, PCN 39 F/C/X/T refer to NOTAM
7. Taxi Way B Width (taxi out) : 23 M, PCN 50 F/C/X/T refer to NOTAM
8. Apron dimension : 220 M x 100 M, PCN 35 F/C/X/T refer to NOTAM
10. Wet RWY :MAX Tailwind 5 knots, MAX Crosswind 10 knots
11. Use MED auto brakes during wet RWY operations
12. MTOW : A320 --> 69.466 kg Limit by MZFW
: B738 --> 70.977 kg Limit by MZFW
: B739 --> 75.200 kg Limit by Field Length
13. MLW :A320, B738, B739: Structural Limitation.

B
1. Prefer to exit runway via B taxiway

2. Use minimum thrust during ground operations be extra careful if higher
thrust is needed.
3. MAX taxi speed on the apron 5 knots.
4. Expect parallel parking at parking stand number 3 or number 4 due to no

pushback car avalaible.

5. Narrow taxy way to terminal.
 Used RWY 35 for Take off and expect tailwind performance.
 Do not hesitate to use TOGA if performance limiting.
 Follow published SID Procedure from Jeppesen.
E. ARRIVAL PROCEDURE
 Contact Kupang info early further descend to avoid high path descend.
 Used RWY 17 for Landing
 Follow STAR and Instrument Approach from Jeppesen.
 Auto brake medium and max reverse
F. GO-AROUND PROCEDURE
Follow published Missed Approach Procedure from Jeppesen.

1. TERRAIN
 High terrain on the east and south area of the airport. With highest
elevation 2421 ft.
 There is an OBSTACLE with the form of Hill at the Start of RWY 17 with
slope 3%.
 There is an OBSTACLE with the form of trees at the end of RWY 17
with slope 7%.
 There is an OBSTACLE area with the form of Hill at right side of RWY
17 with slope 20%.
 OBSTACLE area at Approach area RWY 17 distance 175 m from right
side of centerline. Binongko Hill with elevation 49.21 ft.

B
2. WEATHER
 Expect gusty wind at short final RWY 17.
 Low cloud will be expected on long final RWY 17.
3. REPORTED HAZARDS
 Runway contour upslope follow with steep down slope.
 Be careful with jet blast because apron and taxiway are near.

4. SPECIAL OPERATIONAL PROCEDURE
 No circling approach due to high terrain near aerodrome.
 Crosswind landing will be expected.
5. COORDINATE
 RWY 17 08º28’23.61”S 119º53’15.07”E
 RWY 35 08º29’32.91”S 119º53’24.37”E
6. The Aerodrome Traffic Zone, is a circle of 10nm radius centered at LBJ

VOR, controlled by Komodo Tower 122.7.
7. Weather information provided by ATIS 126.3 or by Komodo Tower.

B
H. AIRPORT CHART


B


COMPANY AIRPORT BRIEFING LOP
A
LOMBOK, INDONESIA WADL


RVR / VIS

RL & CL
RL RL (DAY ONLY)

RVR.

A
2. Radar service available (BALI).


7. Airport Name: Bandar Udara Internasional Lombok.
- Ground Handling: Kopkar Angkasa Pura Selaparang
Tower will provide guidance for taxiing and parking. Pushback and start up is
usually to face north. All taxiways and parking bays are available for our fleet.
Follow ATC instruction or SID.
E. ARRIVAL
Follow ATC instruction or STAR. For Radar Vectors the MSA and GRID MORA
must be considered.
F. GO-AROUND

A

1. High terrain is at the North East from the airport.
2. Highest terrain is 12224ft, located between radial 168 and radial 238 of LMB
VOR, which reflects the highest MSA 14400ft. between radial 133 and radial
168 of LMB VOR, is an MSA of 6500ft. The MSA to the west of the airport is
4000ft MSA. Low terrain is located to the East and South of LMB VOR.

3. Birds in the vicinity of the airport.

4. Aircraft parking stand numbers 1 thru 4, 6 and 8 thru 10 available forB737-900
or below.
5. All Aircraft are not allowed to make one wheel locked turn on RWY 13/31.
6. Aircraft type with MTOW more than 60 tons shall make 1800 turn at the end of
RWY.

A


COMPANY AIRPORT BRIEFING LKI
C
LUBUK LINGGAU, INDONESIA WIPB


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -

RVR.

C
1. Refer to Batik Airport Chart (NDB Approach).

2. No Radar Service
3. Company Frequency : None

5. Airport Name: Bandar Udara Silampari

6. Airport Operating Hours: 00:00 – 10:00 UTC or on request.
7. RFFS Category: III refer to AIP (CAT V refer to NOTAM).
8. No FUEL available.
- Ground Handling : PT. MENARA
- GPU, GTC Pushback Car : Not available.
- A/C Cart : Not available.
7. MTOW : B738  Follow RAM
B739  74.866 kg, Limited by PCN.
A320  Follow RAM
8. MLW: A320, B738, B739: Structural Limitation.

C
1. Use minimum thrust during ground operations be extra careful if

higher thrust is needed.
2. MAX taxi speed on the apron 5 knots
3. Apron is under renovation and parking space is limited
4. Parking parallel (no pushback required).

RUNWAY ROUTE DESTINATION
• DCT TUNDA W11 TKG CARL1A
02/20 CGK
(STAR)
E. ARRIVAL
RUNWAY ROUTE FROM
•
• TULI1C TULIP W11 TUNDA DCT
02/20 CGK
WIPB
F. GO-AROUND
 RWY 20 - Follow Missed Approach Procedure
 RWY 02 – Visual.

1. High terrain on the west and south area of the airport.
2. Posibility Fog / Mist is present in the morning.
3. Expect turbulence on the approach path during Westerly winds.
4. RWY slopes longitudinal 1,5% : Transverse 1,5%, Beware of visual illusion

sloping terrain.
5. TWY slopes longitudinal 1,25% : Transverse 1,25%.
6. Is an AFIS aerodrome (Silampari info / 118.5).
7. Weather information by Silampari info.

8. VOR / DME: “SLP” 114.9 / CH-96X (is not published yet but could be used
as reference).

C
9. VFR Only: Visibility 5 km, Ceiling 1000’ AGL.
10. RWY MARKING : RCLM, THR, RWY Designation, RWY side strip, etc.
11. LIGHTING : RWY light, Threshold/RWY end light, PAPI (RWY 20), TWY
light and Apron edge light.
12. There are no some markings at apron i.e : Between Marshaller Stop Line

and Aircraft Stand Number Designation.

13. There is marking line at the apron that is not used and not standard.
14. There is an OBSTACLE with the form of trees at the end of RWY 02.

COMPANY AIRPORT BRIEFING UPG
B
MAKASSAR, INDONESIA WAAA


RVR / VIS


RL & CL

meter RVR.

B
2. Radar service available, RMA Charts Available.

5. Airport Name: Bandar Udara Internasional Sultan Hasanuddin.

6. Operating Hours: 24H or refer to NOTAM.
7. RFFS Category: VIII refer to AIP
- GPU, GTC and A/C Cart : Available
1. No take-off or landing for RWY 13/31 in heavy rain, when the RWY is
contaminated.
2. MAX Tailwind and Crosswind limits: As per FCOM limitations.
4. MLW : Structure Limitation.
5. Both thrust reverser, Anti-skid and auto speed brake must be serviceable
when Take-off/Landing form RWY 13/31.
1. Not to make one wheel locked turn on the turning area.
2. Aircraft landing on RWY 13 to back track at the end of the
RWY and expect to vacate via the 2nd left.
3. Aircraft landing on RWY 21 to join TWY H or G, turn right join TWY
WP, turn left via TWY F to apron.
4. For aircraft departing from RWY 03, taxi via TWY F, turn right join
WP then turn left join TWY H.

B
1. Normally RWY 03 or RWY 31
2. Follow SID or ATC instructions
4. T/O RWY 13 is not allowed due to high terrain.
5. RMA (Radar Minimum Altitude) Available.

E. ARRIVAL
1. Normally RWY 03, RWY 13 or RWY 21
2. Follow STAR or ATC Instruction
3. RWY 31 – visual approach, day VMC RIGHT HAND circuit only.
4. For Radar Vectors the MSA and GRID MORA must be considered.
F. GO-AROUND

1. Very high terrain to the North East and South East
2. High terrain is prominent in the eastern sectors within the 25NM radius.
Pilots are to take note of the MSA and be aware of their position in
reference to the terrain.
3. Birds and animals in the vicinity of the airport
4. All turns on holding bay or turning areas.
5. Rotating beacon.

B


COMPANY AIRPORT BRIEFING MLG
C
MALANG, INDONESIA WARA

50 ft for all aircraft type

RVR / VIS


RL & CL

RVR.

C
1. Refer to Jeppesen Airport Chart
2. Elevation 1726 ft.
3. No Radar service
4. No Company frequency
5. Military Airport


- Ground Handling: Avia Citra Dirgantara
- GPU, GTC, A/C Cart: not available.
7. Time Zone: UTC+7
8. Airport Name: Bandar Udata Abdul Rachman Saleh.
1. PIC as PF
2. Both Thrust Reverser, Anti-Skid and Auto Spoilers must be serviceable
3. No Take-Off and Landing in heavy rain and/or RWY is contaminated
4. Take Off:
- Dry RWY: Max Tailwind 10 kts, Max Crosswind 20 kts.
- Wet RWY: Max Tailwind 10 kts, Max Crosswind 20 kts.
5. MTOW: Follow RAM
6. MLW: Structural limitation
1. Use minimum thrust during ground movement. Be extra careful if
Higher thrust is needed.
2. 180º turn at the end of RWY or at closed in TXY
3. No one wheel locked turn on the RWY
4. Normally Taxy IN and Taxy OUT via A2

C
1. RWY 35
 SID : ABD 1C (Preferable)
ABD 1B (Strictly VMC only)
2. Engine Out Procedures :

 Follow EOP on RWY Analysis Manual (RAM)
CAUTION: Engine Out During Climb on ADB 1B do not TURN, follow SID
and climb to 13000 ft.

3. RW 17

 SID : ABD 1A
 Engine Out Procedures :
Follow EOP on RWY Analysis Manual (RAM)
G. ARRIVAL
1. RW 35
 STAR : ABD 1D
 Approach : VOR DME RWY 35 (only)
 Cross ABD VOR at 13000 ft , if being held- up High, descend to lose
height in the holding pattern
 Leave ABD VOR flaps 5 configuration, speeds 185 KIAS maximum
(B737), Flaps 1 configuration, speed maximum 185 KIAS (A320)
 Circling Approach to the west of the airport only
H. GO-AROUND
 Follow published MISSED APCH procedures
I. OTHER USEFUL INFORMATION

1. The airport is surrounded by high terrain to the East, West and North.
2. The wind on the approach can be gusty due to mountain effect, mostly
from westerly direction.
3. Be cautious of military training aircrafts.
4. When training areas are active, especially within the traffic circuit, all
visiting aircraft after overhead ABD VOR adopt ABDUL RACHMAN
HOLDING PATTERN PROCEDURE (used under VMC only).
5. Possible ground fog in the morning
6. Possible CB over the field in the afternoon
7. Possible thunderstorm activities in the late afternoon
8. Single taxiway (F) in the south terminal
9. Surabaya APP controls down to 13000ft.

C


COMPANY AIRPORT BRIEFING MDC
C
MANADO, INDONESIA WAMM


RVR / VIS

RL & CL

RVR.
BA-OPS-03-41 Rev : 0 / Issued : 2 11 May 2016

C
5. Airport Name: Bandar Udara Internasional Sam Ratulangi


- GPU, GTC : Available
1. MAX Tailwind for arrival : 15 knots
2. For RNP OPS, follow the RNP chart
1. Slopping on parallel TWY
2. For aircraft landinh on RWY 18, pilots may except to vacate via D or C.
3. For aircraft landing on RWY 36, pilots may expect to vacate via A or B and to taxi
for the apron via the parallel taxiway.
4. Aero-bridge is in use.
1. RWY 18: Follow the published SID
2. RWY 36: Use T/O procedure RWY 36 and must maintain VMC
3. Engine out procedure : Refer to RAM
E. ARRIVAL
1. RWY 36: For the ILS Approach: proceed to MNO VOR and make the holding entry
procedure with MAX speed of 185 knots. Then continue with the ILS letdown
procedure.

C
NOTE:
 Intercepting ILS RWY 36 other than from overhead MNO VOR is
Prohibited. The ILS glide slope has a gradient of 3.3%.
 Intercept Glide slope from above and a tight turn maneuver would
be experience. It is recommended to lower the Landing Gear when
leaving MNO on the outbound track.
2. For the NDB approach: proceed to MD NDB and descend on the holding
pattern, then continue with the NDB RWY 36 procedure. For B737NG it is

recommended to use LNAV until PN NDB. For A-320 use SELECTED

Approach.
MD NDB crossing height 2300 ft is considered as the FAF. Leave MD
inbound in LDG configuration, use V/S (TRK/FPA) to reach MDA at or
before PN NDB. This NDB circling approach or visual approach will lead to
a left base turn to join a 2.3 NM final (RX-36 2.3NM 3.25GP). It is highly
recommended to stabilize before 500 feet.
HOLD AT MD FLAPS UP / 8600

MD LANDING FLAPS / 2300A
PN LANDING FLAPS /
RX-36 LANDING FLAPS /
RW-36 LANDING FLAPS.
B737NG:
Overhead MD Not lower than 8600ft, outbound, set MCP ALT 5500ft, HDG
SEL, Select VS-1000ft/min.
End of Outbound, Exit Hold, turn to intercept MD QDM103, update FMC

Legs for altitude constrain over MD 2300A. (to validate your VDEV). Monitor
XTE Less than 3nm ARM LNAV (monitor raw data).
Establish QDM 103 set MCP FCU) ALT.3500ft continue descent on Path.
Adjust VS to Maintain Vertical Deviation (VDEV) on Path.
2nm before MD select Gear down Flaps 15, Set MCP ALT.2300ft, set Flaps
15 speed, RM SPD BRK. Adjust your configuration AT MD already
Last Aircraft landing configuration and speed, Overhead MD Set MCP
ALT. 1000ft; simultaneously adjust your VS to maintain Path (monitor
VDEV).
Fly toward PN, Fly manually as soon as practicable, Leaving PN toward Final
use your Turn Vector to adjust angle of Bank and rest Aircraft on Final Straight
to the runway ss(anticipate Aircraft inertia). FPV will help you simplify to maintain
Vertical Path.
A-320:
Overhead MD Not lower than 8600ft, descend on the holding pattern to 5500ft,
subsequently descend to 3500ft on the outbound leg on TRK/FPA for 2 minutes
(select Exit Hold, select Dir To MD inbound course 283) then turn left to intercept
MD QDM103. When establish descend to MDA, cross MD at 2300ft towards PN.

C
The other option is to change the holding time to 2 minutes on the last inbound hold,
descend on the outbound leg to 3500ft. When established on the inbound leg select
TRK/FPA, ‘EXIT HOLD’ and prior to Descend Point descend as per SELECTED
NPA SOP to MDA, cross MD at 2300ft. towards PN.
CAUTION: Strong tailwinds have been reported at left base due to Venturi effects.
3. RWY 18 : For the ILS Approach, proceed to MNO VOR and make the holding entry
procedure with MAX speed of 185 knots. Then continue with the ILS letdown

procedure.

NOTE:
 Intercepting ILS RWY 18 other than form overhead MNO VOR, is prohibited in
IMC condition Establish in LDG configuration early, at least by D 7.0 MNO on
the outbound. Inbound, use HDG SEL to intercept the Localizer.
 Subject Captain discretion in VMC consider extend outbound LEG to 9 DME
MNO to enable normal Glide Slope intercept form below.
CAUTION:
 The GLIDE SLOPE from the FAF is not steady. Recommended to use V/S to
follow the GLIDE PATH (Intercept Glide Slope from above procedure).
F. GO-AROUND
1. RWY 36: If a Go Around is required following the NDB approach;
 Before PN, follow the published NDB 36 circling Missed Approach
procedure.
 After PN, follow the published ILS 36 Missed Approach procedure.
2. RWY 18: Follow Jeppesen published Missed approach procedure.

1. The airport is surrounded by high terrain
2. The ILS GLIDE SLOPE signal is not steady due to the mountain effect
3. Caution: Following the RWY 36 NDB approach, inbound from PN, the bright street
lights along the base leg, can be distracting.
4. RWY 18 and RWy 36: Visual illusion due to sloping terrain.
5. Two active volcano Mt. Lokon and Mt. Soputan close to the airport.
6. NDB circling RWY 36 is consider unique approach so special briefing must be
conduct. The last Gate of stabilize approach height is 500 AMSL.

COMPANYAIRPORTBRIEFING MKW
C
MANOKWARI, INDONESIA WAUU


RVR / VIS
RL & CL
All RWYs - 500 M 500 M -

RVR.

C
1. Refer to Aerodrome Information Publication (AIP).
3. ‘Gapura’ frequency : 131.95 Mhz

5. Airport Name: Bandar Udara Rendani

7. RFFS Category: VI refer to Letter of DGCA no: 193/DKP/ND/IV/2017
- Ground Handling : PT.Gapura
- GPU, GTC : Not Available
5. Dry RWY: MAX Tailwind 10 knots
7. Use MED(A320) and MAX(B737) auto brakes during wet RWY operations
8. MTOW : By PCN limitation A320 : 72.400 kg
B738 : 70.200 kg
B739 : 70.929 kg
9. MLW: A320, B738, B739 : Structural Limitation.
1. Avoid one wheel lock turn during ground movement on the apron due to apron
surface and strength.
2. No aircraft stand marking.

C
Take off RWY 17 only : Is a visual departure, after airborne left turn after to ZQ and
over ZQ at or above 8000ft.
E. ARRIVAL PROCEDURES
Landing RWY 35 only :

 Descend clearance by UPG control until 25.000ft, further descend by Sorong

approach (operational hours 21:00-08:00 UTC)
 Descend to GRID MORA, if establish VMC continue approach follow company
procedure.
 Descend in IMC must be via MIL VOR (W41) due to terrains.
NOTE: RNAV (GNSS) available on AIP Indonesia instrument approach chart (can
be used as reference).
F. GO-AROUND
Follow published Standard Missed Approach Procedure.
G. OTHER USEFUL INFORMATIONS

 CAUTION high terrain at SOUTH and WEST area of Airport.
 No approach and runway lighting.

C


COMPANY AIRPORT BRIEFING KNO
A
MEDAN, INDONESIA WIMM

50 ft for all aircraft type.
RVR / VIS


RL & CL
RL RL (DAY ONLY)

400 meter RVR.

A


2. Radar Service Available.
5. Airport Name: Bandar Udara Internasional Kualanamu

6. Operating Hours: 24 Hrs or refer to NOTAM.

MAX Tailwind and Crosswind limits: As per SOP Limitation.

TAXI IN / OUT: Prepare the aerodrome chart in advance, because normally the
ATC will not give taxi instructions. ATC will give clearance similar like this: “Follow
Yangkee Four”, then pilot should follow the taxi route in the chart.
Follow ATC instruction.
E. ARRIVAL
Follow ATC instruction. For Radar Vectors the MSA and GRID MORA must be
considered. During arrival flight from Jakarta, pay attention to our altitude. In the
database there is an Arcing procedure, but most of the time the ATC vector almost
like direct (especially runway 05), the aircraft normally will ended up to high on the
profile.

A
F. GO-AROUND
a. High terrain in the surrounding areas, mainly to the west and south of the
airfield.
To the north and towards the coastline on the eastern side is generally flat.

Sudden increase of contour beyond 25nm west of the airfield with high terrain
reaching 10000 ft.

b. Birds in the vicinity of the airport up to 5,000 ft.

A


COMPANY AIRPORT BRIEFING MKQ
B
MERAUKE, INDONESIA WAKK


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:

COMPANY AIRPORT BRIEFING MKQ
B
MERAUKE, INDONESIA WAKK
5. Airport Name: Bandar Udara Mopah

6. Airport Operating Hours: 2200 – 0800 UTC (On Req) or refer to NOTAM.

- Ground Handling: Maryavin Jaya
Dry RWY : MAX Tailwind 10 knots MAX Cross-wind 20 knots.
3. MTOW : B738, A320  Follow RAM
B739  76,647 Kg

thrust is needed.
2. Observe carefully during taxi due to restricted apron conditions.
Visual departure and follow ATC instruction.
E. ARRIVAL
VOR DME RWY 16/34 available.
F. GO-AROUND
Follow published Standard Missed Approach Procedure.

COMPANY AIRPORT BRIEFING PDG
B
PADANG PARIAMAN, INDONESIA WIEE

50 ft for all aircraft type

RVR / VIS


RL & CL


B
2. No radar service
4. Time Zone: UTC+7
5. Airport Name: Bandar Udara Internasional Minangkabau.

6. Operation Hours: 2200 – 1700 UTC or refer to NOTAM.

- Ground Handling: Prathita Titian Nusantara.
- A/C Cart : Not available
1. MAX Tailwind and Crosswind as per FCOM limitations.
2. MTOW: Refer to RAM
3. MLW: Structure Limitation.
Do not make one wheel locked turn on the runway
1. Follow SID or ATC instruction.
2. N-1(OEI): Follow RAM
3. RWY 15 – Use KATAN departure for W19 climb until MSA (10,300 ft.), then
proceed to TALAM
E. ARRIVAL
1. Follow STAR or ATC instruction.
2. From KATAN, Follow KATAN ARRIVAL, unless VMC.
3. B737/739 : RWY 33 ILS, have LDG Gear down and Flaps 15 before D10.8MK (CF33).
A320 : RWY 33 ILS, Established in LDG GEAR and Config 2 speed before D10.8MK
(CF33).
4. RWY 15: Visual approach, RIGHT HAND circuit.
5. Recommended to constraint ALT a WPT before CF33 to 3260 ft. to get shallower path.

B
F. GO-AROUND

1. Terrain surrounding to the North, East and South.
2. Birds and animals in the vicinity of the airport.
3. Caution: TABING airport can be mistaken for MINANGKABAU airport.
4. In case weather deviation, prefer deviate to the west due to low terrain.


B


COMPANY AIRPORT BRIEFING PKY
B
PALANGKA RAYA, INDONESIA WAGG


RVR / VIS

RL & CL
NOTE: 1. Company minima is in BOLD or RED.

RVR.

B

5. Airport Name: Bandar Udara Tjilik Riwut.

- Ground Handling: PT. MULIO CITRA ANGKASA
- A/C Cart : Available.
2. Dry RWY : MAX Tailwind 10 knots, MAX Croswind 10 knots
3. Wet RWY: MAX Tailwind 5 knots, MAX Crosswind 5 knots
4. MTOW : B738, A320  Refer to RAM
B739  75,194 KGS (Dry/Wet) limit by PCN
5. MLW : Structure limited (Dry/Wet)
1. Use minimum thrust during ground operations be extra careful if higher thrust is
needed
2. Observe carefully during taxi due to congested apron conditions.
1. Follow ATC instruction.
2. Engine out procedure : Follow RAM.

B
E. ARRIVAL
1. RWY 16 : For straight-in approach, aircraft must be configured early for the
landing. (VMC only) Use LEFT HAND circuit for visual approach.
2. RWY 34 : RIGHT HAND circuit with ILS approach preffered.
F. GO-AROUND
Standard go around procedures.

1. Smoke from wide open burning and the ensuing haze during dry season
March to September can be very bad. Effects visibility considerably. To
avoid diversion, plan your fuel uplift accordingly.
2. Runway is very rough, be aware of braking action. Monitor closely
deceleration phase.

B


COMPANY AIRPORT BRIEFING PLM
B
PALEMBANG, INDONESIA WIPP



RVR / VIS

RL & CL

RVR

B

5. Airport Name: Bandar Udara Internasional Sultan Mahmud Badaruddin II

For aircraft landing on runway 11, vacate via taxi way E or F and taxi to the north apron
as per ATC instructions.
For aircraft landing on runway 29, vacate via taxiway B or A and taxi to the north apron
as per ATC instructions.
Follow SID or ATC Instruction.
E. ARRIVAL
B737NG
VOR/DME RWY 11
Instrument Approach VOR/LOC and VS (DO NOT USE VNAV)
No FMC Date Base, Manually construct PBD (Place Baring Distance)
PLB293/5.9 (PLB01) as FF11
Construct RX-11 1.5 NM 3GP
Construct VDP via FIX page 0.6 NM after PLB VOR
FMC PROFILE:
HOLD AT
PLB FLAPS UP / 2500ft RX-11 FLAPS 30/40/
PLB01 FLAPS 30/40/ 2500ft RW11 FLAPS 30/40/
PLB FLAPS 30/40/

B
When ready for Approach Make outbound legs until abeam PLB01, On
Outbound heading, Engage HDG SEL, On the Mid Outbound Start Configure
to flaps 5 and flaps 5 speed. FMC LEGS DIR TO PLB01 Intercept Course
113.
End of outbound, start turn intercept final approach course, 60 degrees

intercept, (Monitor Angle of Bank, use turn vector indicator on ND, to bring
A/C establish Final Course before PLB01)

Verify VOR tune and identified, MCP Course Are Set corrrectly, When on
Intercept Heading, and LESS THAN 3NM to Final Approach course,ARM
VOR/LOC (Monitor RAW DATA using ‘POS’)
Approx, 2NM to establish final course (Monitor White triangle A/C symbol and/or
XTE), Select Gear down Flaps 15, Set MCP ALT 600 Set Flaps 15 Man,
Speed, ARM SPD BRK.
Adjust Aircraft configuration to Leave PLB01 (FAF) At Last Aircraft Landing

Configuration and Speed. Anticipate the needs of Vertical Speed (FCTM 5.59
Several Techniques maybe used to achive a constant angle path). Utilize VSD
to keep on 3 degrees GP. (Adjust VS to put Green Arc symbol on VDP green
circle, fine and tuning as required to maintain 3 degrees GP).
F. GO-AROUND

2. Palembang airport is situated in a generally flat area. MSA all round is

1500ft.
3. Weather data is inaccurate for Palembang airport.

B


COMPANY AIRPORT BRIEFING PLW
B
PALU, INDONESIA WAFF


RVR / VIS
RCLM (DAY RCLM (DAY ONLY) NIL

RL & CL
ONLY) or RL or RL (DAY ONLY)

RVR.

B
3. Time Zone: UTC+8
4. Airport Name: Bandar Udara Mutiara SIS Al-Jufrie

5. Operational Hours: 2200 – 1600 UTC or refer to NOTAM.

- Ground Handling: Global Sky Aviasi.
- GPU, GTC : available
- A/C Cart : not available
1. PIC as PF (on Wet RWY).
2. Anti Skid must be serviceable.
4. Landing :
 Dry RWY : MAX Tailwind 10 knots
MAX Croswind 15 knots
 Wet RWY: MAX Tailwind 10 knots

Auto brakes: MAX (B737 NG)
MED (A320F).
5. MTOW : B738, B739, A320: Follow RAM

1. Use minimum thrust during ground operations. Be extra careful if higher thrust is
needed.
2. 180” turn at the designated turning pad.

B
RWY 33 :
 Follow SID or ATC instructions.
 N-1 (OEI) : Intercept Radial 335” PAL to DONGA Climb to 8000 ft.
RWY 15:
 Day VMC : At D 3.5 PAL (min. 400ft. AAL) right turn Intercept radial 335”
PAL, min bank angle 25” Maintain take off configuration Establish HDG to
intercept , accelerate and clean up Proceed to DONGA, Climb to 8000ft

 N-1 (OEI) :Follow RAM. If 5 mins T/O thrust limit is to be exceeded before

establishing HDG to Intercept – select LVL CHG (OPEN CL) – Set MCT.
E. ARRIVAL
1. RWY 15: Follow STAR or ATC Instruction – Cross PAL at approximately 12500 ft.,
proceed to DONGA (8000 ft.), follow hold and entry procedure, leaving DONGA
with flaps 10 (flaps 2)͙‫ ٭‬At 10 DME, Start configure, Landing Gear Down, Flaps15
(flaps 3)‫٭‬, then continue Landing configuration early, continue with the VOR/DME
15 approach- use LNAV/VNAV (Manage Approach)‫٭‬.
2. RWY 33: VOR/DME RWY 15 CIRCLING RWY 33, Left Hand downwind 2300 ft.,
day VMC only.
3. Note : ‫( ٭‬A 320)
F. GO-AROUND
RWY 15: Follow the published missed approach procedure accelerate and
clean up after established on HDG to PALRWY 33: Go around visual approach.

1. Expect RUDAL Departure out of UPG, direct to PAL after ctc to UPG Ctrl.
thus better NAV and RDO reception.
2. PAL VOR ident. about 120nm. at FL 280.
3. Caution of the surrounding terrain.
4. ATC reception and NAV aids coverage can be poor due to the terrain.
5. Possible light turbulance on the approach
6. Winds can be gusty on short final RW33.
7. Visual illusion at night. Due to darkness surrounding the airport. Caution of
the “Black Hole” effect.
8. Birds and animals in the vicinity of the airport.
9. Nose-in parking.

B


COMPANY AIRPORT BRIEFING PGK
B
PANGKAL PINANG, INDONESIA WIKK


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:

B
3. Company Frequency : TBA

5. Airport Name: Bandar Udara Depati Amir

6. Airport Operating Hours: 2300 – 1200 or refer to NOTAM.
- Ground Handling: PT. Jasa Karya Semesta
- A/C Cart : Available
1. Both Thrust Reversers, Anti-skid and Auto Spoilers must be serviceable.
3. Dry Runway:
- MAX Tailwind 10 knots & MAX Crosswind 20 knots.
4. Wet RWY:
- MAX Tailwind 5 knots MAX Crosswind 10 knots.
5. MTOW: refer to RAM
1. 180” turn only at the end of the RWY.
thrust is needed
1. RWY 34 :
a. Follow SID
b. N – 1 (OEI): Follow RAM.
2. RWY 16 : VMC daylight only.
a. Follow SID
b. N – 1 (OEI): Follow RAM.

B
E. ARRIVAL
1. RWY 16: VOR/DME approach RWY 16. For visual approach (day VMC),
LEFT HAND circuit.
2. RWY 34: VOR/DME approach RWY 34. For visual approach (day VMC),
RIGHT HAND circuit.
3. RWY 34; Caution, hill (653 ft) on the RIGHT base turn to final.
Caution: Antenna height 500ft on Radial 280” PKP distance 1 NM.
DURING NIGHT FLYING MIN.VIS 5000M CEILING 2000FT.

RWY 34

B737 FMC PROFILE & CONFIGURATION:
SADAI FLAPS5 / 3000
D10.5 FLAPS5 / 3000
D5.1 GEAR DOWN.FLAP40 / 1750A
MAP GEAR DOWN.FLAP40 /
Leaving SADAI FLAPS 5 Maintain 3000 ft. At D10.5 Set MCP Alt. To
1800 then intercept PATH from 3000 ft.
When on the PATH ((Monitor VSD), Select Flaps 10 and Set Flaps10
Speed.
At Approx 2nm before FF Select Gear Down, Flaps 15, Set MCP ALT to
1000 (MDA), Verify/Select Vnav PATH, SPD INV and set SPD, ARM
SPD BRAKE. Adjust your sequence and Path to make sure
Leaving FF al Last Aircraft configuration and Spee. Monitor VSD.
RWY 16
B737 FMC PROFILE & CONFIGURATION:
PARAI FLAPS 5 / 3000
D11.0 FLAPS 5 / 2800A
D6.0 GEAR DOWN FLAPS40 / 1700A
MA GEAR DOWN FLAPS40 /
Leaving PARAI maintain 3000ft, At D11.0 Set MCP ALT. 1700ft, Verify
Vnav
PATH, when on the PATH (Monitor VSD) select FLAPS 10 and Set
Flaps 10
Speed.
Approx 2nm before FF Select Gear Down, Flaps 15, Set MCP ALT.
Adjust your sequence to make sure, leaving FF at Last Aircraft landing
configuration and Speed.
F. GO-AROUND

1. Terrain surrounding to the West and South area
2. Gusty wind on finals.
3. Animals in the vicinity of the airport.
4. GTC and GPU available, A/C cart not available.

B

INTENTIONLLY LEFT BLANK

COMPANY AIRPORT BRIEFING PKU
B
PEKANBARU, INDONESIA WIBB

b. For non-precision approach, The BATIK AIR “add-on” accounting for height loss is 50 ft
for all aircraft type.

RVR / VIS


RL & CL
RL RL (DAY ONLY)

meter RVR.

B

5. Airport Name: Bandar Udara Internasional Sultan Syarif Kasim II

- Ground Handling: Mora Sanel Lestari
1. Both thrust Reversers, Anti-Skid and Auto Spoilers must be serviceable.
2. No Take-off or landing in heavy rain, when the RWY is contaminated.
3. Dry RWY : Max Tailwind 10 knots, Max Crosswind 20 knots.
4. Wet RWY : Max Tailwind 5 knots, Max Crosswind 15 knots.
6. MLW : B738, B739, A320: Structural Limitation (Dry).
B738, B739, A320: 65,000 KGS (Wet).
1. 180” turn only at the end of the RWY.

2. 180” turn at the threshold RWY 18, have sufficient thrust to ensure continuity of turn.
3. One wheel locked turn is not permitted. Please refer to FCTM chapter 2 for
procedure to make 180” Hammerhead Turn Around.
4. Caution with Hold short position due to no specific Holding point marker line on the
apron.
5. Remain parallel with the RWY direction during hold short.

B
1.Both RWY using standard SID or follow ATC instruction.
2.Engine out Procedure: Follow RAM.
E. ARRIVAL
For both RWY follow published jeppesen STAR and Instrumen Approach
procedure or unless otherwise follow ATC instruction.

F. GO-AROUND
Standard Operating Procedure.

1. CAUTION: THE TOUCHDOWN ZONE IS SLIPPERY UNDER WET CONDITIONS.
2. Smoke due to wide open burning and the ensuing haze during dry season: March to
September, can affect visibility considerably.
3. CAUTION: Visual illusion due to RWY sloping upwards.

B


COMPANY AIRPORT BRIEFING PNK
B
PONTIANAK, INDONESIA WIOO



RVR / VIS

RL & CL


B
2. Radar service. RMA (Radar Minimum Altitude) Chart Available.
3. Company Frequency: 131.325
4. Time Zone: UTC+7
5. Airport Name: Bandar Udara Supadio

6. Operational Hours: 2300 – 1700 UTC or refer to NOTAM.

- Ground Handling: no Ground Handling
1. PIC as PF (on Wet RWY).
2. Both Thrust Reversers, Anti-Skid & Auto Spoilers must be serviceable
4. Dry RWY : MAX Tailwind 10 knots, MAX Crosswind 10 knots.
5. Wet RWY : MAX Tailwind 5 knots.
6. MTOW : B738, A320  Follow RAM
B739  74,886 Kg, Limited by PCN
7. MLW : B738, A320: Structural Limitation
180” turn at the end of the RWY or turning area if approved by ATC.
1. Follow SID or ATC instructions
2. N – 1 (OEI) : Follow RAM
E. ARRIVAL
1. Follow STAR or ATC instructions
2. B738/739: RWY 15: ILS approach via PNK at FLAPS 5 maneuvering speed Leave
D2.0 PNK established on LOC with LDG configuration.
A320 RWY 15 : ILS approach via PNK with Config 2 speed leaving D2.0 PNK
Established on LOC with LDG configuration.
3. RWY 33: Follow let down approach procedure for VOR/ILS RWY 15 descend to visual
traffic pattern altitude and join LEFT HAND circuit pattern.

B
F. GO-AROUND

1. Smoke due to wide open burning and the ensuing haze during dry season. March to
September, can be very bad. It affects visibility considerably, and can lead to diversion.
Plan fuel uplift as appropriate.


B


COMPANY AIRPORT BRIEFING SRG
B
SEMARANG, INDONESIA WAHS


RVR / VIS
RCLM (DAY ONLY) or RCLM (DAY ONLY) NIL

RL & CL
RL or RL (DAY ONLY)
All RWYs 500M 500M -

B
2. No radar service
3. Company frequency 131.325
4. Time zone : UTC+7

5. Airport Name: Bandar Udara Internasional Ahmad Yani

- Ground handling: Kokapura Ahmad Yani
1. Anti skid must be serviceable
2. No take-off or landing during heavy rain when RWY is contaminated
4. RWY 31 for take-off and landing
Dry RWY : MAX Tailwind 15 knots. MAX Crosswind 25 knots
5. MTOW : B739  69,616 Kg, Limited by PCN
A320  Structural Limitation
6. MLW : B739  69,616 Kg, Limited by PCN
B738  Structural Limitation

B
1. Apron is very congested
2. Maximum Taxi speed on Apron 5 KTS
3. Wing Walker required due to adjacent parked aircraft
4. Expect bump shortly after landing on runway 13, if aircraft speed is not low
enough the aircraft might be airborne a little more.

Both Runway followed Published Jeppesen SID or follow ATC instruction
E. ARRIVAL
1. VOR/DME RWY 13 preferred. Instrument Approach LNAV/VNAV
2. RWY 31 followed Visual approach procedure recommended to use R/H
down circuit pattern
3. For Approach RWY 31, use VOR/DME APP 13 CIRCLING RWY 31 (DAY
ONLY) and be aware of rising lands in final area RWY 31.
4. Follow STAR and Instrument Approach or ATC instruction. For Radar
F. GO-AROUND
1. RWY 13 Follow published Missed Approach Procedure from Jeppesen
3000ft proceed KENDA and hold.

1. RWY 13 for arrival, RWY 31 for departure during normal airport
3. The highest terrain within 25 miles, 6724ft is within radial 138 and
244 (MSA 12300ft) of Semarang VOR (ANY). It is 10500ft within
244 and 275.
4. Generally dependable, and expect track shortenings. Please be
aware of possible loss of contact due to weak signal from
JAKARTA CTL at lower altitudes.

B
5. There is un flat surface taxiway on the apron area after pushback,

make sure ask the push backer to tow the aircraft and avoid un flat
surface. If after 30% of power is applied and the aircraft still won’t
move, you should ask clearance to tower to open more power.
6. There is a bump on approximately 200 meters after Runway 13
Touch down Zone (Left of the centerline), make sure the aircraft
does not re-airborne after it touches down.


COMPANYAIRPORTBRIEFING DTB
B
SILANGIT, INDONESIA WIMN

loss is of 50 ft for all aircraft type.

RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:
1. Company minima is in italicBOLD or RED.
BA-OPS-03-41 Rev : 00 / Issued : 02 30Nov 2017

B
2. ATS unit call sign : Silangit aerodrome information


6. Airport Name: Bandar Udara Internasional Silangit
7. Airport Operating Hours: 01:00 – 08:00 UTC
8. RFFS Category: CAT VI refer to NOTAM
- Ground Handling: 1. PT. Mitra Angkasa Silangit
 GPU, GTC : N/A
 A/C Cart : N/A
2. PT. Gapura Angkasa (Back up Option)

 Towing Car : Available
1. Anti-Skid and APU must be serviceable.

4. RWY length : 2650 M x 30 M, PCN 40 F/C/X/U refer to NOTAM
5. Taxi Way B length : 150 M x 23 M, PCN 35 F/C/X/U refer to NOTAM
6. Apron B dimension : 150 M x 80 M, PCN 35 F/C/X/U refer to NOTAM
(Is capable for 3 Narrow body aircraft.)
7. Dry RWY: MAX Tailwind 10 knots
8. Wet RWY: MAX Tailwind 5 knots
9. Use MED auto brakes during wet RWY operations

B
10. MTOW & MLW LIMITED BY PCN : B738: 58977 Kg

B739: 57804 Kg
A320: 60850 Kg

 Taxi way B and Apron B are primary for the daily operation and

suitable for Airbus.
 Taxi way A and Apron A are backup option ( No pax terminal).
 Parking parallel or Nose Out (no pushback required).
 Use minimum thrust during ground operations be extra careful if
higher thrust is needed.
 MAX taxi speed on the apron 5 knots
 Extra Caution due to no markings at apron.
Follow published SID Procedure from Jeppesen.
E. ARRIVAL
Follow STAR and Instrument Approach from Jeppsen.
F. GO-AROUND

1. TERRAIN
 High Elevation aerodome.
 Hill and trees as an obstacle at transtional surface with slope 50
percent.
 Avoid manauver at north area of airport due to obstacle.
 High terrain at Dolok and Musir holding point.
2. WEATHER
 Early morning fog can be expected during rainy season.
 Visibility +/- 100m Before 02:00 UTC.

B
 Convective cloud build-ups during late afternoon and evening. Low

cloud base can be expected.
 Rain is to be expected after 08:00 UTC.
3. REPORTED HAZARDS
 WIP on the begining of Runway 09 and apron B area.

 For circling and visual approach. It is recommended to take south of

airport.
5. RWY 27 is preferable for Landing and Take off
6. RWY longitudinal slope 0.4% and Transverse slope 1.5%, Beware of

visual illusion sloping terrain.
7. TWY B slopes longitudinal 0% : Transverse 1.5%.
8. Is an AFIS aerodrome (Silangit info / 123.15).
9. Weather information by Silangit info.

B
H. SILANGIT AIRPORT LAYOUT


B


COMPANY AIRPORT BRIEFING SOC
B
SOLO, INDONESIA WAHQ

loss is of 50 ft for all aircraft type

RVR / VIS


RL & CL

RVR.

B

5. Airport Name: Adisumarmo International Airport.

- Ground Handling: Hany Nayak 27 / Cakrawala.
- GPU, GTC, A/C Cart: Available.
1. MAX Tailwind and Crosswind limits : As per SOP limitations
2. MTOW : refer to RAM
1. Avoid making one wheel locked turns.
2. Normal, nothing special.
RWY 26 is most often used for arrivals.

For arrivals landing on RWY 08, instructions will be provided by ATC
to back track on RWY Runway width is 45m.
1. Follow SID or ATC instructions.
2. N – 1(OEI) : Follow RAM
E. ARRIVAL
1. Follow STAR or ATC instructions

2. RWY 08 : Visual approach, RIGHT HAND circuit.
3. For Radar Vectors the MSA and GRID MORA must be considered.

B
F. GO-AROUND

1. High terrain surrounding
2. Military training area
3. Special corridor for aircraft’s DEPARTURE and ARRIVAL

4. Poor reception of Surabya Radar VHF COM below FL 250

5. Fence on CLEAR area
6. Congested traffic, many restricted areas
7. Ensure observe the airport’s operating hours
8. With terrain peaking up to 10335ft within the 25 nm radius of the SLO
VOR, Adi Soemarmo Airport (Solo Airport) requires pilots to pay extra
vigilance and awareness to the terrain that surrounds the airfield. The
highest MSA is in the Eastern sector (12700ft) and the second highest
(12500ft) is located in the Western sector. A CORRIDOR is designed for
arrivals and departures to keep aircrafts clear of terrain. PAPI runway
04 sometime gives inaccurate reading.
9. Wettest months in Solo are during the period of December to March.
Annual temperatures are around 25ºC, with the highest recorded
temperature being 35 C and the lowest being 16ºC.

B


COMPANY AIRPORT BRIEFING SUB
A
SURABAYA, INDONESIA WARR

is 50 ft for all aircraft type

RVR / VIS

RL & CL

RVR.
BA-OPS-03-41 Rev : 01/ Issued : 02 30 Nov 2017

A


5. Airport Name: Juanda International Airport
6. Operating Hours: 24Hrs or refer to NOTAM.
- GPU, GTC: available
- A/C Cart: not available
MAX Tailwind and Crosswind limits: As per SOP Limitation.
E. ARRIVAL
Expect Radar Vector Normally
Follow STAR and Instrument Approach or ATC instruction. For Radar Vector
the MSA and GRID MORA must be considered

A
F. GO-AROUND

2. PAPI runway 28 on below 300 feet show to low indication.

3. Thunderstorm activity characteristic over the field during daytime.

4. Terrain within 18nm of SUB is generally flat. Highest terrain from Southwest to
southeast of the airfield with a peak measuring up to 14000ft. Highest MSA is
on the Southwest sector, 12500ft.
5. Upon holding short runway 10 during departure, avoid to be too close of the
holding point.
6. There is an un-flat surface taxi area that requires to open power more than 30%
thrust if you hold exactly behind the holding point. The best point to hold is when
the aircraft start turning but not yet complete the turn approximately 40 meters
behind the hold short line.

A


COMPANY AIRPORT BRIEFING TJQ
B
TANJUNG PANDAN, INDONESIA WIKT

RVR / VIS


RL & CL
All RWYs - 500 M 500 M -

RVR.

B

5. Airport Name: H.AS. Hanandjoeddin Airport.

6. Airport Operating Hours: 2300 – 1000 or refer to NOTAM.
- Ground Handling: PT. GAPURA ANGKASA
1. APU and Anti-Skid must be serviceable
2. PIC as PF
Dry RWY : MAX Tailwind 10 knots, MAX Crosswind 15 knots
Wet RWY : MAX Tailwind 5 knots, MAX Crosswind 10 knots
5. MTOW : A320 --> Follow RAM

B738 --> 71,136 Kgs
B739 --> 69,616 Kgs
6. MLW : A320, A320 --> Structural Limitation
B739 --> 69,616 Kgs
1. Use minimum thrust during ground operations.
2. Be extra careful if higher thrust is needed.

B
1. Follow SID or ATC Instruction
2. N-1 (OEI) Follow RAM
E. ARRIVAL
Follow STAR or ATC Instruction
F. GO-AROUND

Follow Standard Published Missed Approach Procedure.

1. Aerodrome Traffic Circuit Procedures (Takeoff and landing)
a. Runway 18 takeoff and landing right hand circuit or as instructed by
ATC.
b. Runway 36 takeoff and landing left hand (normal) circuit or as instructed
by ATC.

B


COMPANY AIRPORT BRIEFING TNJ
B
TANJUNG PINANG, INDONESIA WIDN

RVR / VIS


RL & CL
All RWYs - 500 M 500 M -

RVR.

B

5. Airport Name: Raja Haji Fisabilillah International Airport.

6. Airport Operating Hours: 0000 - 1200 or refer to NOTAM.
- Ground Handling: Gemalindo Air Support
3. MTOW : B738, A320 --> Follow RAM

B739  74,866 Kg (Limited by PCN)
4. MLW : B738, B739, A320  Structural Limitation
1. Apron is very congested
2. Maximum Taxi speed on Apron 5 KTS
3. Wing Walker required due to adjacent parked aircraft
4. No wheel locked turn on runway
5. Request clearance 10 minutes before start and inform level able to cross
KIRDA.

B
Both Runway followed Published Jeppesen SID or follow ATC instruction.
E. ARRIVAL
1. VOR/DME RWY 04 preferred
2. RWY 22 followed Visual approach procedure recommended to use L/H
down circuit pattern.

F. GO-AROUND

1. RWY 04 Follow Published Standard Missed Approach Procedure..
2500 ft proceed TPG VOR and hold

1. APU must be serviceable
2. Since Airspace in under Singapore Radar, be aware of requirement Airways
via PARDI REMES than vectoring toward Final Approach Fix, So Pilot
required increase situational awareness Of High vertical profile.
3. LNAV/VNAV Approach Recommended
4. Taxi in and out be aware of narrow Apron and Taxi way.
5. Parking will be heading to terminal building or sometime parallel to the
Runway.
6. Take attention since the runway length only 2256m

B


COMPANY AIRPORT BRIEFING TRK
B
TARAKAN, INDONESIA WAQQ
1 Yth. COMPANY LANDING MINIMA



RVR / VIS

RL & CL

RVR.

B
2. No radar service
4. Airport Name: Juwata International Airport


7. No company frequency.
- Ground Handling : Citra Dunia Angkasa.
- GPU : Available loan by Indonesian Air Force
- GTC, A/C Cart : Not available
1. PIC as PF
2. Anti skid must be serviceable
MAX Crosswind 15 knots.
5. Wet RWY : MAX Tailwind 5 knots. Use MAX (A320 MED) auato brakes
6. MTOW : B738, B739 & A320 Follow RAM.
thrust is needed.
2. 180” turn at the end of the RWY
3. TWY A is dedicated RWY.
4. If higher thrust is needed during the initial taxi, observe with cautions for
traffic take-off or landing traffic which can create hazardous situation for
them.

B
T/O RWY 24 only
N – 1(OEI) : Follow RAM
E. ARRIVAL
1. Landing RWY 06 only

2. Follow STAR or ATC instruction

F. GO-AROUND
RWY 06: Follow the published Missed Approach Procedure Accelerate and
clean up after established on HDG to KIBAL

1. RWY surface is bumpy
2. Parking apron small. Follow the marshaller and wing walker’s signals
3. Power in, power out, with no pushback facility. Be careful not to overshoot
the stop point.
4. Terrain on Final Runway 24.
5. One direction Takeoff & Landing.
6. Expect some un-flat taxiway on the airport that requires to open power more
than 30%.
7. Very close parking distance within aircrafts, request wing walker if necessary.
8. Apron location is very close with the active runway. Caution during takeoff, jet
blast of aircraft that is taxing out from the airport, might affect our takeoff
performance or it might create a shear that may interfere our takeoff roll.
9. When approaching from rwy 24, due to surrounding hills in the approach area
of RWY 24.
10. Rotating beacon.
11. RWY 24: Right hand circuit.

B


COMPANY AIRPORT BRIEFING TTE
C
TERNATE, INDONESIA WAEE


RVR/VIS

LVPMUSTBEINFORCE
RCLM(DAYONLY)orRL RCLM(DAY ONLY)orRL NIL

RL&CL
(DAYONLY)
AllRWYs - 500M 500M -

meter RVR.

C
2. No Radar Service.
4. TimeZone:UTC+9

5. Airport Name: Bandar Udara Sultan Babullah

6. Operational Hours: 2200 – 0800 UTC or refer to NOTAM
- Ground Handling: Langgang Buana Prakasa.
- GPU, GTC, A/C Cart: Not Available.
10. No Push Back Car.
1. PIC as Pilot Flying

2. Both Thrust Reversers, Anti-S kidand Auto Spoilers must be SERVICEABLE
3. No takeoff or landing in heavy rain, when the RWY is contaminated
5. Wet RWY :use MAX auto brake MAX, Tailwind 5 knots MAX Crosswind
5knots
6. MTOW : B738  72,488 Kg, Limited by PCN
7. MLW : B738, A320 : Structural Limitation.
B739 : 70.929 Kg, Limited by PCN.
8. Special for wet runway prefer Medium Reported Braking Action table.
9. MAX Tailwind and Crosswind limits: As per SOP Limitation.
1. 180"turn only at the end of the RWY
thrust is needed.
3. Taxi in and taxi out via Taxiway B

C
1. RWY14 Recommended
 Follow SID chart.
 N – 1(OEI): Follow EOP Runway Analysis Manual and use HDG SEL while
maneuver.
2. RWY32

 Visual departure only due to terrain at T/O area.

 N-1(OEI): Follow EOP Runway Analysis Manual.
E. ARRIVAL
Follow STAR and Instrument Approach or ATC instruction. For Radar Vectors the
MSA and GRID MORA must be considered.
 RWY 32 IN USE
 A320
1. FMGC preparation: insert VOR/D 32 on PRIMARY F-PLN and, plan R/W 32

(visual & CF line with CF on top of F-PLAN) on SECONDARY F-PLAN. Missed
Approach Procedure to be added on SECONDARY F-PLAN as TRN/348/7
(use PBD) with Altitude constraint 5500 ft., and then turn right direct Malut point
(IAF). This manual insertion is to duplicate the published missed approach
procedure for VOR/D 32.
2. The preparation above should be done before TOD and included in the
briefing.
3. Leave MALUT at config2 and arm APP (use final App)
4. Aircraft must be in FULL Landing configuration before 10 NMTRN /3300 ft.
5. At1500ft.if visual to the R/W: disengage AP, activate SEC flight planned
monitor V/DEV and VASI
6. If at1500ft.R/W not insight, continue final App until MDA
7. Be extra careful when tail wind up to 10 knots as V/S would reach 900-
1000ft/min.
8. Avoid “SINKRATE” and the tendency to fly below the flight path due to short
and narrow runway illusion

C
 RWY 14 IN USE
1. Visual approach only
2. For VOR/D Approach RWY 32 Circling RWY 14, due to high terrain on final
RWY 14, it should be combined with visual approach procedure ( Distance
from threshold RWY 14 to coastline Hiri island is 3.9NM )
3. Refer to no. 2, instead of maintain circling minimum altitude (2500'/2450')
should be descend to circuit altitude (1600'/1550') after aerodrome visual

contact.

4. Adjust the FINAL distance during turn to base and final due to visual illusion
with terrain (mountain) area with level turn and descent follow VDEV
5. Condition final course OFF SET 5 – 10 degrees due to mountain at 4-5 NM
With height 2143 ft.
6. 6.There is NO Visual APP from South West of Aerodrome
7. FMGC set RW 14 / Visual
8. Condition visibility min 5 KM and base cloud 2500 ft ( NO Rain )
F. GO-AROUND
RWY 32: Follow the published Missed Approach Procedure.
RWY 14: Visual Go-Around (Maintain RWY HDG)

1. High terrain to southwest of the airport.
3. Beware of unflat surface taxiway on the airport that require to open power
more then 30%.
4. Rotating Beacon.
5. LDI available on shoulder.
6. RWY 32: right-hand circuit / RW 14: Left hand circuit.

COMPANY AIRPORT BRIEFING JOG
B
YOGYAKARTA, INDONESIA WAHH



RVR / VIS

RL & CL


B
2. Radar service available, RMA (Radar Minimum Altitude) Chart Available.
3. A Military airfield, surrounded by Training and Restricted areas.
4. Company frequency: 131.325 MHz

5. Time Zone: UTC+7

6. Airport Name: Bandar Udara Internasional Adisutjipto
7. Operating Hours: 2300 – 1100 UTC or refer to NOTAM
9. Arrival and departure are strictly within the boundary of designated corridor.
- Ground Handling: Kokapura Avia
- AC Cart : Not Available
1. PIC as PF (on Wet RWY)
2. No take-off or landing in heavy rain, or when the RWY is contaminated
3. Dry RWY : MAX Tailwind 10 knots.
4. Wet RWY : MAX Tailwind 5 knots.
MAX Crosswind 15 knots. Use MAX (B737), MED (A-
320) auto brakes during wet runway operations.
5. MTOW : B738, B739, A320: Follow RAM.
6. MLW : B738, B739, A320: Structural Limitation.
thrust is needed.
2. MAX taxi speed on the apron -> 5 knots
3. Apron is congested. Parking space is limited and need very tight maneuver.
4. Follow the marshaling signals closely and ask for a wing walker if needed
180” Turn to face south.

B
1. RWY 27 is preferred for departure.
2. Follow SID or ATC instructions, RWY 09 departure eastbound use HDG
SEL.
3. N – 1 (OEI) : RWY 27: Follow RAM
RWY 09: Follow RAM, use HDGSEL and limit bank angle 150

E. ARRIVAL

1. RWY 09: ILS Approach. F o r VOR DME approach the use of
LNAV/VNAV (managed) is recommended. If using HDG SEL with V/S
(TRK/FPA), MDA + 100ft and published VIS + 400 m.
2. RWY 27: Circling visual approach RIGHT HAND circuit and short base
approach. This is a unique approach special briefing must be conducted.
Wings should be level at 500 ft. Minimum ceiling 4000ft. Ensure runway
environment, obstacles, and lighted antennas, are in sight.
F. GO-AROUND

1. The air traffic density is very high. Thus, holding and delay can be expected for
arrival as well as for departure.
2. High terrain to the North, East and West, including an active volcano, Mount Merapi
the highest MSA of 13.200ft is to the North of the airport.
3. Early morning fog can be expected during rainy season.
4. Convective cloud build-ups during late afternoon and evening. Low cloud
base can be expected.

B


BRIEFING
COMPANY AIRPORT

INTERNATIONAL AIRPORT
INTERNATIONAL AIRPORT PAGE 1
TABLE OF CONTENT
INTERNATIONAL AIRPORT
No CITY COUNTRY IATA ICAO CATEGORY Remarks

1 Chennai India MAA VOMM B Rev. 01, Issue 02, 30 Nov 2017
2 Guilin China KWL ZGKL B Rev. 01, Issue 02, 30 Nov 2017
3 Kota Kinabalu Malaysia BKI WBKK B Rev. 01, Issue 02, 18 Dec 2017
4 Kuala Lumpur Malaysia KUL WMKK B Rev. 01, Issue 02, 30 Nov 2017

5 Singapore Singapore SIN WSSS B Rev. 01, Issue 02, 30 Nov 2017
6 B Rev. 02, Issue 02, 30 Nov 2017

Perth Perth PER YPPH
BA-OPS-03-41 Rev : 02/ Issued : 02 18 Dec 2017

COMPANY AIRPORT BRIEFING MAA
B
CHENNAI, INDIA VOMM


RVR / VIS

RL & CL
All RUNWAYs - 500 M 500 M -

RVR.

B
CHENNAI, INDIA VOMM
2. Radar Service Available.
4. Time Zone : UTC+5:30

5. Airport Name: Chennai International Airport

6. Airport Operating Hours: 24 Hours or refer to NOTAM.
- Ground Handling: Bhadra International (India) Pvt. Ltd.
- A/C Cart : Available.
Max tailwind and crosswind limits: As per FCOM limitation
 Stands 19-36 equipped with visual docking system
 Transponder operation procedures on ground at Chennai Airport using Advanced
Surface Movement Guidance and Control System (ASMGCS) operation:
- After vacating runway TCAS set to TA, when park on stand STBY
- At the Gate/Stand: Select STBY. Enter the discrete SSR code received from Chennai
Clearance Delivery/ Surface Movement Control. Enter the three letter ICAO designator
followed by the flight identification number (e.g. BTK9008) through the FMS
- On requesting Pushback/Taxi (Whichever is earlier): Select XPDR or equivalent and
AUTO if available. This action will enable the aircraft ID, used as the Call sign by ATC,
to be displayed on the surveillance display of ATC. ATC can verify the data and use it
for necessary identification procedure.
- When Lining UP: Select TCAS only after receiving the clearance to line up, to ensure
that the performance of systems based on SSR frequencies, including airborne TCAS
units, SSR and A-SMGCS is not compromised.
 Low Visibility Procedure comes in operation when RVR is 400m or less and pilots shall
inform ATC that "RVR within minima for LVTO" while requesting push-back/start-up and
ensure that push-back area clear of all equipment before push-back commenced.

B
CHENNAI, INDIA VOMM
Runway SID DESTINATION
07 OXENA RNAV DEP. GIRNA P574 WMKK - KUL
25 OXENA RNAV DEP. GIRNA P574 WMKK - KUL
Standard instrument departure procedures factors common to all the SIDs are as follows:
a) The radials mentioned in these SIDs are those of ‘MMV’ VOR unless otherwise specified.
b) ATC at its discretion will specify alternate routings if considered necessary due to traffic.

c) Aircraft will intercept the appropriate radial within 10 NM of “MMV” VOR unless otherwise

stipulated in the procedure.
d) Aircraft will reach assigned level before exit point of Chennai TMA unless otherwise
instructed or cleared by ATC.
E. ARRIVAL
Follow published arrival procedures.
F. GO-AROUND
1. TERRAIN
 Predominantly flat. Small hill (St Thomas mount) about 300 ft AMSL north of approach cone
for Runway 25. Man made obst north of approach path Runway 25 on the coast approx 667
ft AMSL. Airport is 52 ft AMSL approx 6nm from the coast to Runway 25.
2. WEATHER
 Dec-Feb: Early morning fog until 10:00LT.especially between Jan 10-Jan 18 due to local
festival burning.
 Mar-May: Convective thunderstorms due to tropical heat are common
 Jun-Oct: SW Monsoon
 Oct-Nov: Thunderstorms due to cyclonic activity in the bay. Duration is generally 60-90 min
and associated low visibility and windshear may be expected.
3. REPORTED HAZARDS
 Tambaram Air Force station has a Runway alignment of 12/30 and is located 6 NM south of
VOMM. There have been numerous instances of aircraft mistaking Runway 12 at Tambaram
for Runway 07 at Chennai, and some instances of aircraft landing on the incorrect runway.
 There have been reports by other operators of sudden loss of glide path signal from 200 ft
AGL down to touchdown during approach on ILS 25.
 Bird activities in the vicinity.
 Low transition altitude
 Less than good braking action can be expected when runway surface is wet. The ATIS may
not mention that the runway surface is wet.

B
CHENNAI, INDIA VOMM
4. ADDITIONAL NOTES
 Left turns from Taxiway B onto Taxiway F are prohibited
 Taxiway “H” is not marked on the ground and has no signboards
 Bird strikes are to be reported using the A-SHOR form and handed to the station manager
on arrival whilst filling another A-SHORE form for SSQ report. Reporting over the RT will not
be considered as an incident.
 To prevent departure delays ex Indian stations, ATC clearances must be requested not later

than 15 minutes prior to schedule time of departure. Additionally, pushback and startup must
commence within 5 minutes after obtaining the pushback and start clearance.

 To report ‘All pax through security’ while asking for airway clearance.
 When one engine is to be started at the bay, crew shall include the wording “APRON
COORDINATED” when requesting the start clearance from ATC.
6. ALTERNATE AIRPORTS
Alternate airports are base-on the nearest (by distance).
1. BANGALORE / INDIA / VOPB
YPEAAAAUSTRAAUSTRALIA
LONGITUDE / LATITUDE N 13 11 56.0 E 77 42 20.0
OPS HR 2330 – 0830 (MON-THU)
DISTANCE 147.0 NM
ROUTING HALCO XIVIL TENKY6
LONGEST RUNWAY 4000 M
GHA TBA
FUEL TBA
OTHER INFORMATION -
2. TIRUCHIRAPPALLI / INDIA / VOTR

LONGITUDE / LATITUDE N 10 45 56.0 E 78 42 54.0
OPS HR 2330 – 0830 (MON-THU)
DISTANCE 172.1 NM
ROUTING CORLTY TANGO R457 TTR
GHA TBA
FUEL TBA
OTHER INFORMATION -

B
CHENNAI, INDIA VOMM
7. CLIMATOLOGY DATA


B
CHENNAI, INDIA VOMM


COMPANY AIRPORT BRIEFING KWL
B
GUILIN, CHINA ZGKL


RVR / VIS
RL & CL
All RWYs - 500 M 500 M -

RVR.

B
GUILIN, CHINA ZGKL
3. Time Zone : UTC+8 (UTC+9 Summer)
4. Airport Name: Guilin Liangjiang International Airport

5. Airport Operating Hours: 24 Hours or refer to NOTAM.

- Ground Handling: GUILIN LIANGJIANG INTERNATIONAL AIRPORT
COMPANY
NIL
 Follow me vehicle available for guidance to parking bays after vacating runway.
RUNWAY ROUTE DESTINATION
• LBN09D LBN R343 WUY W169
RUNEG V41 WL G221 PCA W12 BMT
• 01 W1 AC L644 TPN W38W AMBOY CGK
DEND1B
• LBN19D LBN R343 WUY W169

RUNEG V41 WL G221 PCA W12 BMT
• 19 W1 AC L644 TPN W38W AMBOY CGK
DEND1B
 5% Climb Gradient required on SIDs

 Pilots to exercise caution due to high terrain all around.
 MAX speeds in turn 205kts on departure and pilots can expect a direct track
to clearance to MOTOM after a certain altitude is obtained.

B
GUILIN, CHINA ZGKL
E. ARRIVAL
RUNWAY ROUTE FROM
• • DOLT1D DOLTA A585 PLB G579 SJ
01 B469 PU N891 ENREP M753 BITOD CGK
M755 PNH B329 NAH Q3 NAKHA R474
WUY R343 LBN LBN01A
• • DOLT1D DOLTA A585 PLB G579 SJ
B469 PU N891 ENREP M753 BITOD
01 (RNP1/RNAV 1) CGK

WUY R343 LBN LBN09A

• DOLT1D DOLTA A585 PLB G579 SJ
19 CGK
WUY R343 LBN LBN11A
• DOLT1D DOLTA A585 PLB G579 SJ
19 (RNP1/RNAV 1) CGK
WUY R343 LBN LBN09A
 Expect radar vectors by ATC

 There is a large and busy military airfield at NDB Y but it is hardly visible due to hazy
conditions. Traffic from the airfield usually will keep aircrafts high on arrival.
 Due terrain, expect strong southerly tailwinds on descent especially after position JW
even though reported wind on ground is calm
F. GO-AROUND
Follow the published Missed Approach Procedure

1. TERRAIN/OBSTRUCTION
 The airport is 571ft MSL and located in a North-South valley with high ground
to the east, west and north. The area is noted for its haze and mist, especially
in the morning throughout the year and high rainfall in late summer.
 High MSA all around, highest being 8100ft in the southern sector
2. WEATHER
 Generally hazy with fog often in the morning. Rain usually very heavy in
the late summer and temperature varies throughout the year.
 Visibility below 1000m is a norm in the area.

B
GUILIN, CHINA ZGKL
3. CLIMATOLOGY DATA

4. ALTERNATE AIRPORTS
Alternate airports are base-on the nearest (by distance).
1. GUANGZHOU (CAN-ZGGG) - CHINA
LONGITUDE / LATITUDE N 23 23 36.0 E113 18 30.0
OPS HR H24
RFFS 9
LONGEST RUNWAY 3800M
DISTANCE FROM ZGKL 247.2NM
ROUTING QP09D QP B330 GYA GYA81A
GHA TBA
FUEL TBA
2. SHENZHEN (SZX-ZGSZ) - CHINA
LONGITUDE / LATITUDE N 22 38.3 E 113 48 42.0
OPS HR H24
RFFS 9
LONGEST RUNWAY 3800 m
DISTANCE FROM ZGKL 278.8NM
ROUTING QP09D QP B330 GYA A599 POU
SARE4X
GHA TBA
FUEL TBA

B
GUILIN, CHINA ZGKL
3. MACAU (MFM-VMMC) - CHINA

CHINA / LATITUDE
LONGITUDE N 22 09.0 E 113 35.5
OPS HR H24
RFFS 9
DISTANCE FROM ZGKL 301.7 NM
ROUTING QP09D QP B330 GYA A599 POU
POU8A

GHA TBA

FUEL TBA
4. HONGKONG (HKG-VHHH) - CHINA

LONGITUDE
CHINA / LATITUDE N 22 18.5 E 113 54.9
OPS HR H24
RFFS 10
DISTANCE FROM ZGKL 427.5 NM
ROUTING QP01D QP B330 CH DCT SIERA
SIER1G
GHA TBA
FUEL TBA
5. SPECIAL OPERATION
NOISE ABATEMENT PROCEDURES

Nil
 CLIMB DIRECT TO PA NDB. JOIN PUBLISHED HOLD
EOP 01 AND CONTINUE CLIMB. MAINTAIN 15 DEG BANK IN
TURNS
 CLIMB RUNWAY HEADING TO KWL VOR D-3.0. TURN LEFT
19 DIRECT TO PA NDB. JOIN PUBLISHED HOLD AND
CONTINUE CLIMB. MAINTAIN 15 DEGREE BANK IN TURNS.
LVO  NIL

B
GUILIN, CHINA ZGKL


COMPANY AIRPORT BRIEFING BKI
B
KOTA KINABALU, MALAYSIA WBKK


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:

B
2. Radar service
3. ATS unit call sign: Kinabalu Tower
5. ATIS frequency: 127.4


7. Airport Name: Kota Kinabalu International Airport.
8. Airport Operating Hours: H24 or refer to NOTAM.
- Ground Handling: Malindo Airways SDN. BHD (1018546W) (OD)
1. MAX Tailwind and Crosswind limits: As per FCOM Limitation

2. MTOW : A320 : 70.286 kg, Limit by MZFW
B738 : 71.192 kg, Limit by MZFW
B739 : 78.017 kg, Limit by MTOW
3. MLW : A320, B738, B739: Structural Limitation
 Aircraft landing on RWY 02 may vacate via taxiway ‘E’ or ‘D’.

 Aircraft landing on RWY 20 may vacate via taxiway ‘H’, ‘J’ or ‘K’.
 Parking bays is located at the Main Terminal 1.
 Upon entering the apron, pilot shall look-out for marshaller to guide aircraft
to the assigned parking stand or be guided by the VGDS. All arriving aircraft
shall report to the ATC upon marshaller in sight.
 For aircraft parking at Bay No 6, 6A and 6B, aircraft to taxi in via Taxiway J
only.

B
 Follow published SID Procedure from Jeppesen.

 Departure RWY 02 using Kinabalu Radar Two Departure to all destination
areas.
 Requirement to call DIRECTOR after airborne.
 Preferred runway for departure is RWY 02. However pilots may request

RWY 20 for departure if traffic permits. Intersection B departure for RWY

20 is also available.
 Due to steep terrain to the eastern side of the airport, very often aircraft will
be vectored to the western side of the airfield for further climb before setting
course to the east via overhead.
 Refer to RAM for EOP.
E. ARRIVAL
 Follow published STAR Procedure from Jeppesen.

 Radar vectors to finals RWY 02 are common. For RWY 20, pilot may
proceed via the STAR.
 To prevent inadvertent trigger of the GPWS Mode 2A alert, the visual circuit
for RWY 20 shall be carried out at 2000ft AAL instead of 1500ft AAL.
 Avoid Flying over the island (690ft and 1000ft) located approximately 3 NM
northwest of the runway.
 Night visual circuit for RWY 20 is prohibited.
F. GO-AROUND

1. TERRAIN
a. The airport is located about 30 Nm to the west of Mount Kinabalu

(13.840ft) and is very near to the city.
b. Range of hills parallel to the coastline east of the airport is about 3700ft.

B
2. WEATHER
 Heavy torrential rain is quite common with the passing of typhoons in the
Philippines.
 Typhoon season is from July to Sept when Kinabalu receives the back
end of the typhoon that hits the Philippines, associated with strong gusty
wind and heavy rain showers.

 Thunderstorms develop by the late afternoon and dissipate in the

evening, giving some heavy precipitation.
3. REPORTED HAZARDS
 High terrain to south of the airport.
 Kites flying quite close to the airport.
 Birds in the vicinity of the airport.
 Non-capture of the Localizer RWY 02 associated with the risk of aircraft
flying towards high MSA sector.

 Right hand circuit Runway 20.
 Left hand circuit Runway 02.
 Pilots approaching to land on Runway 20 or departing from Runway 02
must not fly over the built up area of Kota Kinabalu town.
5. ALTERNATE
1. LABUAN / MALAYSIA / WBKL
LONGITUDE / LATITUDE N 05 18 6 E115 14 54.0
OPS HR 2200 – 1400 or refer to NOTAM
DISTANCE 136.2 nm
RFFS CAT 7
GHA TBA
FUEL TBA
OTHER INFORMATION NIL

B
2. MIRI / MALAYSIA / WBGR

LONGITUDE / LATITUDE N 04 19 21 E113 59 14.0
DISTANCE 186.7 nm
RFFS CAT 6
GHA TBA
FUEL TBA


3. TARAKAN / INDONESIA / WAQQ
LONGITUDE / LATITUDE N 03 19 36.0 E117 34 10.0
DISTANCE 240.3 nm
RFFS CAT 7
GHA Citra Dunia Angkasa
FUEL Available
4. BALIKPAPAN / INDONESIA / WALL

LONGITUDE / LATITUDE S 01 16 3.0 E116 53 38.0
DISTANCE 511.1 nm
RFFS CAT 6
GHA Lion Air Service
FUEL Available

B


COMPANY AIRPORT BRIEFING KUL
A
KUALA LUMPUR, MALAYSIA WMKK


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -

RVR.

A
2. Radar service available
3. Company Frequency : 131.05 (Callsign – Malindo Operations)

5. Airport Name: Kuala Lumpur International Airport.

6. Airport Operating Hours: H-24 or refer to NOTAM.
- Ground Handling: Malindo Airways SDN. BHD (1018546W) (OD)
Max Tailwind and Crosswind limits: As per FCOM Limitation.
Follow taxi routes as given by ATC
1. Normally used RWY 32L/R or RWY 14L/R
2. As a guidance for RWY 33 Dep.
STAND No. : Q1 - Q21 (KLIA2)
TAXI OUT : WSW (U4-Z-Z8-Y-Y7)
SID : RUMID 1X
Takeoff Intersection Y7 possible (respect performance), of Y9 standard
Note:
 Right RWYs are preferred for takeoff;
 Strict compliance to SID published altitude restrictions.

A
E. ARRIVAL
1. Normally used RWY 32L/R or RWY 14L/R
Be aware of FMC STAR profile (BOBIS 1P) since radar vector mostly in effect
by ATC to short cut the profile and end up with Very High profile,
2. As a guidance for RWY 33 Arr.
STAR : NOBEK2, no transition but via SALAX and expect shortcut to

BEGIN, possibilities of been high on the glide can be a risk.

APP : ILS 33
TAXI IN : WSW (Y5-Y-Z2-U3-U3D/U3E/U3f-U4)
STAND : Q1 - Q21 (KLIA2)
Note:
 Strict compliance to STAR published altitude restrictions.
 Possible track shortening when cleared direct to 10 miles fina.
 Left RWYs are preferred for landing
F. GO-AROUND
Follow Published Standard Missed Approach Procedure
1. TERRAIN
 Numerous hills ranging from 496ft – 2011ft towards the north and east of the
aerodrome.
2. WEATHER
 Monsoon season similar to Singapore. Smoke, seasonal haze and early
morning mist can reduce visibility.
 Afternoon tropical storms are common.
3. REPORTED HAZARDS
 Birds in the vicinity of aerodrome.
 Low ridge on the left of approach path for RW 32L, at 2nm to threshold
4. ADDITIONAL NOTES
 Lion Air used terminal SATELLITE A (KLIA) and parking will be on
Satellite West Apron.
 Contact to MALINDO Ops on 131.05 for GATE information and any
assistant needed on arrival.

A


COMPANY AIRPORT BRIEFING SIN
A
CHANGI AIRPORT, SINGAPORE WSSS


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -
NOTE:

A
2. No Radar Service

5. Airport Name: Changi International Airport.

6. Airport Operating Hours: H-24 or refer to NOTAM.
- Ground Handling: SATS, Ltd.
- GPU, GTC : available
- A/C Cart : available
Max Tailwind and Crosswind limits: As per FCOM Limitation.
Follow taxi routes as given by ATC
Follow RNAV SID or ATC instruction
E. ARRIVAL
Follow RNAV STAR and Instrument Approach or ATC instruction. For Radar
Vectors the MSA and GRID MORA must be considered
F. GO-AROUND
Follow Published Standard Missed Approach Procedure

A

1. TERRAIN
 Airport located on the Eastern part of the island with relatively low ground all
around.
2. WEATHER
 Warm and humid summer temperatures throughout the year.
 Heavy and sudden showers expected during the Northeast Monsoon from

Nov-Jan

3. REPORTED HAZARD
 Low-level mechanical turbulence can be expected on approach for all 4
Runways due to surrounding trees and buildings.
 Bird activity in the vicinity of the aerodrome.
 Wake turbulence due insufficient separation.
 Upslope on stand E10 and E11. Crew should take into account the taxiway /
apron slope for single engine taxi.
 Known TCAS RA hot spot: BIKTA-PIBAB*
4. PAST INCIDENTS
 2011: Silk air aerobridge incident; damage to wing area while being
marshaled into E20 at night.
 2002, DC 8 runway overrun in heavy rain.
 1999, A320 runway excursion in windy and heavy rain.
 1991, A310 hijacked by 4 men.
5. ADDITONAL NOTES
 Possible late runway change.
 Crew are to comply with ATC speed and altitude restrictions at all times and
advice controllers if unable to comply.
 Requirement to expedite vacating runway to reduce runway occupancy time.
 Possible track shortening from ATC due sequencing
 Contact SATS Operations on 131.225 for Gate information and any
assistant needed on arrival.

A


COMPANY AIRPORT BRIEFING PER
B
PERTH, AUSTRALIA YPPH


RVR / VIS

RL & CL
All RWYs - 500 M 500 M -

RVR.

B
2. Radio Frequency : 130.575 (with call name of “Skystar” Perth)
4. Airport Name: Perth International Airport

5. Airport Operating Hours: 24 Hours

6. RFFS Category: IX 1440 – 0915 (refer to AIP)
X 0915 – 1440 (refer to AIP)
131.0 MHZ AVBL H24
- Ground Handling: MENZIES, PTY, LTD.
NIL
1. TAXIING & PARKING
 Be aware with R/W incursion hot spot. It may require clearance to enter;
 Inform parking stand (given by Sky Star) on first contact to ground control.
 Use minimum power when entering, exiting, and operation on all apron.
 Prior to land, plan and brief the expected taxiway exit and route to parking.
Batik Air usually park at Terminal 1 via Taxiway T lane or Taxiway S.
 Ensure taxi instructions are clearly understood.
 At night use all appropriate airplane lighting. Visual RWY marking is poor
especially under wet condition.
 Apron parking position markings are provided at Terminal 1, pilot must access
the parking positions via taxi route identified by continuous yellow guide line
except for parking bay 148A,148B,149A,149B,150A,150B,151A,151B,156A
and 156B identified by a line of yellow dots with black painted background.
 To avoid unintended cross holding point R/W 21, taxi slowly and be aware
when taxi left turns from Taxiway C onto Taxiway W due to R/W 21 holding
point on Taxiway W Eastern side is located 558’ (170m) from R/W 21
centerline.

B
RUNWAY SID DESTINATION
• 24 GURAK5 GURAK Y35 ESDEG DPS
 Speed restriction: MAX 205kts at or below 1000’
 03/06 : MAX 210 KIAS UNTIL MIDLA
MAX 285 KIAS ABOVE 10000’ UNTIL FLEET.
E. ARRIVAL

Strictly follow RNAV STAR and Instrument Approach or ATC instruction. For Radar

Contact “Sky Star” to obtain parking stand.
Landing – Use idle reverse at night time.
Be aware with R/W incursion hot spot. It may require clearance to enter;
F. GO-AROUND
Follow Missed Approach Procedure

1. ANTICIPATED AIRBORNE TRAFFIC DELAYS for ARRIVING aircraft due to terminal
area traffic density:
a. MON – FRI BTN 0100–0200 and BTN 0500–1000: 15 minutes.
b. MON – FRI BTN 0200–0500 and BTN 1000–1400: 20 minutes.
c. Exception: MON – FRI BTN 0030–1400, flights FM all Australian airports operating
more than 5 minutes prior to calculated off blocks time (COBT): 60 minutes.
2. Use proper radio telecommunication with ATC at all time (Standard ICAO
Phraseology) as per Australian AIP such as:
 REPEAT ALL ATC INSTRUCTION
 REPORT ALTITUDE ON INITIAL CONTACT WITH ATC (ALTITUDE
PASSING OR MAINTAINING)
3. SEV TURB may be experienced BLW 3,000FT in the terminal area during summer
months when easterly wind gradients prevail.
4. Bird Hazard exists as follows:

a. Galah & Corella present in large flocks DRG Spring.
b. Straw-necked ibis in large flocks overflying airfield DRG Winter & Spring.
c. Nankeen kestrels present in RWY strip areas year round peaking in the Spring
& Summer.
d. Pacific black duck and Australian wood duck present DRG Spring & Summer
with peak activity DRG summer. Irrespective of the seasonal information
provided, Perth Airport will publish a NOTAM where an acute hazard exists.

B
5. Alternate Airports
Alternate airports are base on the nearest (by distance).
1. PEARCE / AUSTRALIA / YPEA
LONGITUDE / LATITUDE S 31 40.1 E 116 00.9
OPS HR 2330 – 0830 (MON-THU)
DISTANCE 17.5 NM
ROUTING PH

GHA TBA

FUEL TBA
OTHER INFORMATION  MILITARY AIRPORT
2. KALGOORLIE / AUSTRALIA / YPKG

AAAUSTRAAUSTRALIA
OPS HR 0700 – 1830 (MON-FRI)
DISTANCE 324.9 NM
AMANA2 AMANA Y31 KARAB Y69
ROUTING
BOSLI Y67 KG
GHA TBA
FUEL TBA
3. LEARMONTH / AUSTRALIA / YPLM

AAAUSTRAAUSTRALIA
OPS HR 24H
DISTANCE 631.3 NM
ROUTING GURAK5 GURAK H17 LM
GHA TBA
FUEL TBA
4. KARRATHA / AUSTRALIA / YPKA

AAAUSTRAAUSTRALIA
LONGITUDE / LATITUDE S 20 42 44.0 E 116 46 24.0
OPS HR 24H
DISTANCE 718.7 NM
GURAK5 GURAK Y35 VETEL Z55
ROUTING
KA
GHA TBA
FUEL TBA
 For diversion refer to CTAF Procedure as per OM-A

B
6. Contact phone number on Perth:

 Ramp Mob : 0418924576
 Ramp Supervisor / duty manager : 0407996803
 Ops/Load Control : 0477324514
 Airport Duty Supervisor : 0427448664
 Passenger Duty Manager : 0477349005
 Mishandled luggage : 0046779838
7. VOLMET AT TIME 00 & 30

ON FREQ 6676 & 11.387


B
8. WEATHER


AIRPORT
OPERATIONS MANUAL VOL. C OPERATING HOURS
APPENDICES PAGE 1
AIRPORT OPERATING HOURSE
No City Country IATA ICAO Category Airport Operating Hours

1 Ambon Indonesia AMQ WAPP B 2200‐0900
2 Bali Indonesia DPS WADD B 24 HR
3 Balikpapan Indonesia BPN WALL A 2200 ‐ 1500
4 Banda Aceh Indonesia BTJ WITT B 2300‐1500

5 Bandar Lampung Indonesia TKG WICT B 2300‐1400

6 Bandung Indonesia BDO WICC C 2300 ‐ 1100
7 Banjarmasin Indonesia BDJ WAOO B 2200 ‐ 1500
8 Batam Indonesia BTH WIDD A 24 HR
9 Bengkulu Indonesia BKS WIGG B 2300‐1400
10 Gorontalo Indonesia GTO WAMG B 2300‐1100
11 Jakarta, Halim Perdana Indonesia HLP WIHH A 24 HR
12 Jakarta, Soekarno Hatta Indonesia CGK WIII A 24 HR
13 Jambi Indonesia DJB WIPA B 2300‐1400
14 Jayapura Indonesia DJJ WAJJ C 2100‐0800
15 Kendari Indonesia KDI WAWW B 2300‐1200
16 Kupang Indonesia KOE WATT B 2200‐1430
17 Lombok Indonesia LOP WADL A 2200 ‐ 1500
18 Makassar Indonesia UPG WAAA B 24 HR
19 Malang Indonesia MLG WARA C 0000‐1000
20 Manado Indonesia MDC WAMM C 2200‐1500
21 Medan (Kualanamu) Indonesia KNO WIMM A 24 HR
22 Padang Indonesia PDG WIEE B 2200‐1700
23 Palembang Indonesia PLM WIPP B 2200‐1700
24 Palu Indonesia PLW WAML B 2200‐1600
25 Pekanbaru Indonesia PKU WIBB B 2300‐1700
26 Pontianak Indonesia PNK WIOO B 2300‐1700
27 Semarang Indonesia SRG WAHS B 2300‐1400
28 Solo Indonesia SOC WAHQ B 2300‐1200
29 Surabaya Indonesia SUB WARR A 24 HR
30 Tarakan Indonesia TRK WAQQ B 2200 ‐ 1200
31 Ternate Indonesia TTE WAEE B 2200‐0800
32 Yogyakarta Indonesia JOG WAHH B 2300‐1400


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